1、Designation: D4863 10Standard Test Method forDetermination of Lubricity of Two-Stroke-Cycle GasolineEngine Lubricants1This standard is issued under the fixed designation D4863; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the ye
2、ar of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon () indicates an editorial change since the last revision or reapproval.This standard has been approved for use by agencies of the Department of Defense.1. Scope1.1 This test method2evaluates the
3、ability of lubricants tominimize piston and bore scuffing in two-stroke-cycle spark-ignition gasoline engines.1.2 The values stated in SI units are to be regarded asstandard. No other units of measurement are included in thisstandard.1.3 This standard does not purport to address all of thesafety con
4、cerns, if any, associated with its use. It is theresponsibility of the user of this standard to establish appro-priate safety and health practices and determine the applica-bility of regulatory limitations prior to use.2. Referenced Documents2.1 ASTM Standards:3B152/B152M Specification for Copper Sh
5、eet, Strip, Plate,and Rolled BarD439 Specification for Automotive Gasoline4D445 Test Method for Kinematic Viscosity of Transparentand Opaque Liquids (and Calculation of Dynamic Viscos-ity)D664 Test Method for Acid Number of Petroleum Productsby Potentiometric TitrationD874 Test Method for Sulfated A
6、sh from Lubricating Oilsand AdditivesD2270 Practice for Calculating Viscosity Index from Kine-matic Viscosity at 40 and 100CD2700 Test Method for Motor Octane Number of Spark-Ignition Engine FuelD2885 Test Method for Determination of Octane Numberof Spark-Ignition Engine Fuels by On-Line Direct Com-
7、parison TechniqueD2896 Test Method for Base Number of Petroleum Prod-ucts by Potentiometric Perchloric Acid TitrationD4857 Test Method for Determination of the Ability ofLubricants to Minimize Ring Sticking and Piston Depositsin Two-Stroke-Cycle Gasoline Engines Other Than Out-boardsD4858 Test Metho
8、d for Determination of the Tendency ofLubricants to Promote Preignition in Two-Stroke-CycleGasoline EnginesD6593 Test Method for Evaluation of Automotive EngineOils for Inhibition of Deposit Formation in a Spark-Ignition Internal Combustion Engine Fueled with Gasolineand Operated Under Low-Temperatu
9、re, Light-Duty Con-ditionsE178 Practice for Dealing With Outlying Observations2.2 Coordinating European Council (CEC) Standard5CEC L-19-T-77 The Evaluation of the Lubricity of Two-Stroke Engine Oils3. Terminology3.1 Definitions:3.1.1 combustion chamberin reciprocating internal com-bustion engines, t
10、he volume bounded by the piston crown andany portion of the cylinder walls extending above the pistoncrown when in the top dead center position, and the innersurface of the cylinder head including any spark plugs andother inserted components. D48583.1.2 lubricitya qualitative term describing the abi
11、lity of alubricant to minimize friction between and damage to surfacesin relative motion under load.3.1.3 preignitionin a spark-ignition engine, ignition ofthe mixture of fuel and air in the combustion chamber beforethe passage of the spark. D48581This test method is under the jurisdiction of ASTM C
12、ommittee D02 onPetroleum Products and Lubricants and is the direct responsibility of SubcommitteeD02.B0.06 on Two-Stroke Cycle Gasoline.Current edition approved May 1, 2010. Published June 2010. Originallyapproved in 1988. Last previous edition approved in 2008 as D486308. DOI:10.1520/D4863-10.2Unti
13、l the next revision of this test method, the ASTM Test Monitoring Centerwill update changes in this test method by means of Information Letters. These canbe obtained from theASTMTest Monitoring Center, 6555 PennAve., Pittsburgh, PA152064489. ATT: Administrator. This edition incorporates revisions in
14、 all Infor-mation Letters through No. 014.3For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at serviceastm.org. For Annual Book of ASTMStandards volume information, refer to the standards Document Summary page onthe ASTM website.4Withdrawn. The las
15、t approved version of this historical standard is referencedon www.astm.org.5Order from the Coordinating European Council, 61 New Cavendish Street,London W1M 8AR, England.1Copyright ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.3.1.4 scuffng,
16、 nin lubrication, damage caused by instan-taneous localized welding between surfaces in relative motionthat does not result in immobilization of the parts. D65933.1.5 spark plug foulingdeposition of essentially noncon-ducting material onto the electrodes of a spark plug that may,but will not necessa
17、rily, prevent the plug from operating.D48573.1.6 spark plug whiskering, or spark plug bridgingadeposit of conductive material on the spark plug electrodeswhich tends to form a bridge between them, thus shorting outthe plug. D48573.2 Definitions of Terms Specific to This Standard:3.2.1 benchmark refe
18、rence oila reference oil that repre-sents an acceptable level of performance with regard to theproperty evaluated in an engine test and whose performance inthe test is equaled, within the tolerance allowed, or exceededby that of the non-reference oil.4. Summary of Test Method4.1 The test has been de
19、veloped to replace the CEC L-19-T-77 Lubricity Test, for which test engines are no longeravailable. It is run in a 49 cm3single-cylinder air-cooledtwo-stroke-cycle engine operated at 4000 rpm wide openthrottle (WOT) using a 150:1 mixture of gasoline and oil byvolume. After conditions have stabilized
20、, the cooling air is cutoff. The output torque is measured when the spark plug gaskettemperature reaches 200C and again when it reaches 350C, atwhich point the cooling air is restored. The smaller thereduction in torque output during this period, the better theability of the oil to lubricate the pis
21、ton.This test is not normallydamaging to the engine. Sets of five such tightenings arenormally run, using alternately a benchmark reference oil andthe non-reference oil for each set.NOTE 1Pass-fail CriterionObtain the mean torque drop with anonreference oil that is the same or less than that with th
22、e reference oilas calculated by the procedures of Annex A4.5. Significance and Use5.1 The oil in a two-stroke-cycle gasoline engine is eithermixed with the fuel prior to use or is metered into the fuelsupply at, or at some point prior to, its passage into the enginecrankcase. The possibility of the
23、amount of oil actually presentin the engine being less than optimum always exists.Also, withsome oil metering systems short periods of operation with lessoil than desirable can occur when the power is increasedsuddenly. It has also been found that the incidence of pistonscuff early in the life of th
24、e engine may be related to thelubricity of the oil used as defined by test procedures of thistype.6. Apparatus6.1 Test Engine and Stand:6.1.1 Test Engine ConfigurationAYamaha CE-50 49 cm3loop-scavenged air-cooled two-stroke-cycle engine is used.This has 40 mm bore, 39.2 mm stroke, with an aluminumpi
25、ston operating in a cast iron cylinder bore. The cylinder headis removable, with a hemispherical combustion chamber.Further details are given in Annex A1. For the purposes of thistest the standard piston-to-bore clearance is increased asspecified in 6.1.2. The engine is no longer produced. Smallquan
26、tities of parts can be obtained through Yamaha dealers.Special arrangements must be made through Yamaha for theproduction of large quantities of test parts.NOTE 2The engine designation normally includes a final letterindicating the model, such as CE-50S, the model on which this test wasdeveloped. If
27、 this model is not available check the suitability for this testof available models with the manufacturer.66.1.2 Adjustment of Piston Clearance For the purposes ofthis test method, the cylinder bore shall be honed to give a 0.10to 0.13 mm piston skirt diametral clearance with a 0.45 to 0.7m arithmet
28、ic mean roughness finish, as specified inA3.4. It isrecommended that a number of cylinders be honed out as it isnormally necessary to use a new piston for each test and a newcylinder after every three tests. The modified cylinders shall beclearly marked as such.(1) The power and specific fuel consum
29、ption curves at 500rpm intervals over the range from 3000 to 6000 rpm.(2) The spark plug gasket temperatures for each point ofthe power curve.(3) Modified piston clearance, with measurements of thepiston and cylinder bore dimensions. Additional modifiedpiston and cylinder assemblies can also be supp
30、lied.(4) Measurements of the piston rings, ring grooves, ringclearances, and ring gaps.6.2 Test StandThe dynamometer shall be able to absorb2.5 kW at 4000 rpm with an inherent torque measurementaccuracy of 60.5 % or better, and be capable of maintaining4000 6 30 rpm with varying power input. A direc
31、t shaft driveor a belt drive from the engine crankshaft may be used. Acomplete test stand assembly, as shown in Fig. 1, is available.76.3 Cooling BlowerThe original internal engine fan shallbe removed or have its blades machined off. A variabledelivery blower with a free flow capacity of about 34 m3
32、/minof air is recommended. The flow from the blower shall bedirected toward the intake side of the engine, as may be seen inFig. 1.6.4 Fuel SystemQuick disconnects or other means tofacilitate rapid interchange of fuel supply shall be provided asnear to the carburetor as practicable. When local regul
33、ationspermit their use, outboard portable fuel tanks of about 20 to 25Lcapacity and flexible fuel hoses are suitable. In any case threefuel sources will be needed for a test, one for the non-referenceoil fuel mix, one for the reference oil fuel mix, and onesupplying test gasoline only with no oil. T
34、he temperature of thefuel entering the carburetor shall not exceed 25C, and thismay require cooling in hot climates.6.5 Instrumentation:6.5.1 TachometerAn electronic or vibration tachometeraccurate to 625 rpm.6.5.2 Measurement of Ambient ConditionsIt is assumed inthis section that the engine draws a
35、mbient air from the test6Obtainable from Engineering and Service Dept., Yamaha Motor Corp., 6555Katella Ave Cypress, CA 90630. Parts, but not complete engines, are obtainablefrom Yamaha motorcycle dealers.7A thermocouple gasket that has been found satisfactory may be obtained fromThe Lewis Engineeri
36、ng Company, 238 Water St., Naugatuck, CT 06770.D4863 102room. If it is supplied with air from a controlled source,references to ambient temperature, pressure and humidityapply to the air from the controlled source.6.5.2.1 TemperatureAthermocouple or thermometer shallbe provided to read air temperatu
37、re in the range 10 to 50C.The overall accuracy of temperature measurement, includingthat of recorders, shall be within 61C.6.5.2.2 Barometric PressureA barometer measuring thepressure in the test room is required. Its overall accuracy,including the recorder, shall be within 60.1 kPa.6.5.2.3 Humidity
38、Ahygrometer accurate to 63 % or a wetand dry bulb thermometer accurate to 61C is also required.6.5.2.4 CalibrationCalibrate the tachometer, ambienttemperature, and pressure measurement devices every 90 days.The calibration standard shall be traceable to NIST.6.5.2.5 RecorderContinuous recording of t
39、he ambientconditions is recommended.6.5.3 Engine and System Temperatures:6.5.3.1 Spark Plug Gasket TemperatureThe spark pluggasket may be fitted with one or two thermocouples, thenumber depending on the instrumentation used. A design thathas been found satisfactory is described in Appendix X1.76.5.3
40、.2 Exhaust TemperatureA thermocouple is requiredin the exhaust elbow within approximately 65 mm from thecylinder exhaust port to monitor exhaust temperature.8Thethermocouple junction shall be located within 63mmofthecenter of the pipe.6.5.3.3 Spark Plug Gasket and Exhaust TemperatureRecordersThese t
41、emperatures shall be recorded using asystem capable of storing the data for later retrieval. Maximuminterval between successive recordings of the spark plug gaskettemperature shall not exceed 1 s, those of the exhaust tempera-ture should not exceed 10 s. A recorder with a range of 40 to750C and an o
42、verall accuracy of 61C is suitable. An alarmor automatic shut-down device may be provided.6.5.3.4 CalibrationCalibrate the exhaust and spark pluggasket temperature measurement devices every 90 days. Thecalibration standard shall be traceable to NIST.7. Materials and Reagents7.1 Test Fuel:7.1.1 Phill
43、ips J is the preferred test fuel.9It consists essen-tially of hydrocarbons and contains trace amounts only of lead.7.1.2 If Phillips J is not available, use gasoline containing0.013 g/L maximum of lead, free of non-lead metallic anti-knock additives and oxygenated blending components such asalcohols
44、 or ethers, with a minimum Motor Octane number of82 as determined by Test Method D2700 or D2885 andotherwise conforming to the requirements of SpecificationD439 Class A or Class B. It may contain conventionalanticorrosion, anti-icing, and so forth, additives and oxidationinhibitors in normal concent
45、ration. Any such alternative gaso-line shall be tested by the procedure of 9.6 before it is adoptedas a test fuel as it has been found that adequate differentiationbetween reference oils cannot be obtained with some fuels,some as isooctane, that otherwise meet the requirements of thissection.7.1.3 A
46、bout 72 L of fuel are required for a complete test,including 15 L for the break-in.7.2 Reference OilsASTM 604 and 602 reference oils areused for calibration purposes.10ASTM 600 reference oil isused for break-in and as an assembly lubricant, and can bespecified as the benchmark reference oil. About 0
47、.4 L of eachreference oil is required to run a calibration test, and 0.4 L of600 for a break-in. The properties of these oils are summarizedin Annex A2.7.3 Non-reference OilAbout 0.4 Lis required for a test.Atleast twice this amount should be provided in case the test isrerun.8. Procedure8.1 Assembl
48、y of Engine:8.1.1 Initial BuildThe test engine is initially built upusing a new piston, rings, cylinder (modified as specified in6.1.2), and cylinder base and head gaskets (seeAnnexA3). Thetest is not sensitive to compression ratio and this need not bedetermined.8A suitable instrument is available f
49、rom Omega Engineering Inc., P.O. Box4047, One Omega Dr., Stanford, CT 06907.9Available from Phillips Chemical Co., Specialty Chemicals, P.O. Box 968,Borger, TX 79008-0968.10Available fromASTMTest Monitoring Center, 6555 PennAve., Pittsburgh, PA152064489.FIG. 1 Test StandD4863 1038.1.2 Rebuild After TestIt is not necessary to use newparts after each test other than gaskets, a new piston, newpiston rings and a new or reconditioned muffler, provided thatall parts are clean and within specification with no sign ofdamage. The cylinder will us
