Designation: D 6975 – 03 An American National Standard

Standard Test Method forCummins M11 EGR Test 1

This standard is issued under the fixed designation D 6975; the number immediately following the designation indicates the year oforiginal adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. Asuperscript epsilon (e) indicates an editorial change since the last revision or reapproval.

1. Scope

1.1 The test method covers a heavy-duty diesel engine testprocedure conducted under high soot conditions to evaluate oilperformance with regard to valve train wear, power cylinderwear, sludge deposits, and oil filter plugging2 in an EGRenvironment. This test method is commonly referred to as theCummins M11 Exhaust Gas Recirculation Test (EGR).

1.2 The values stated in SI units are to be regarded as thestandard. The values given in parentheses are for informationonly.

1.3 This standard does not purport to address all of thesafety concerns, 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.See Annex A1 forgeneral safety precautions.

1.4 Table of Contents:Scope 1Referenced Documents 2Terminology 3Summary of Test Method 4Significance and Use 5Apparatus 6

Test Engine Configuration 6.1Test Engine 6.1.1Oil Heat Exchanger, Adapter Blocks, andBlock Off Plate

6.1.2

Oil Filter Head Modification 6.1.3Oil Pan Modification 6.1.4Engine Control Module 6.1.5Engine Position Sensor 6.1.6Air Compressor and Fuel Pump 6.1.7Test Stand Configuration 6.2Engine Mounting 6.2.1Intake Air System 6.2.2Aftercooler 6.2.3Exhaust System 6.2.4Exhaust Gas Recirculation System 6.2.5Fuel Supply 6.2.6Coolant System 6.2.7Pressurized Oil Fill System 6.2.8

External Oil System 6.2.9Crankcase Aspiration 6.2.10Blowby Rate 6.2.11System Time Responses 6.3Oil Sample Containers 6.4Mass Balance 6.5

Engine and Cleaning Fluids 7Test Oil 7.1Test Fuel 7.2Engine Coolant 7.3Solvent 7.4

Preparation of Apparatus 8Cleaning of Parts 8.1General 8.1.1Engine Block 8.1.2Cylinder Head 8.1.3Rocker Cover and Oil Pan 8.1.4External Oil System 8.1.5Crosshead Cleaning and Measurement 8.1.6Rod Bearing Cleaning and Measurement 8.1.7Ring Cleaning and Measurement 8.1.8Injector Adjusting Screw Cleaning and Measurement 8.1.9Engine Assembly 8.2General 8.2.1Parts Reuse and Replacement 8.2.2Build-Up Oil 8.2.3Coolant Thermostat 8.2.4Oil Thermostat 8.2.5Fuel Injectors 8.2.6New Parts 8.2.7Operational Measurements 8.3Units and Formats 8.3.1Instrumentation Calibration 8.3.2Temperatures 8.3.3Pressures 8.3.4Flow Rates 8.3.5Intake and Exhaust CO2 Measurement 8.3.6

Engine/Stand Calibration and Non-Reference Oil Tests 9General 9.1New Test Stand 9.2New Test Stand Calibration 9.2.1Stand Calibration Period 9.3Stand Modification and Calibration Status 9.4Test Numbering System 9.5General 9.5.1Reference Oil Tests 9.5.2Non-Reference Oil Tests 9.5.3Reference Oil Test Acceptance 9.6Unacceptable Reference Oil Test 9.7Reference Oil Accountability 9.8Non-Reference Oil Tests 9.9Last Start Date 9.9.2

Test Procedure 10Engine Installation and Stand Connections 10.1Coolant System Fill 10.2Oil Fill for Break-in 10.3Engine Build Committed 10.3.3Fuel Samples 10.4Engine Warm-up 10.5

1 This test method is under the jurisdiction of ASTM Committee D02 onPetroleum Products and Lubricants and is the direct responsibility of SubcommitteeD02.B0 on Automotive Lubricants.

Current edition approved Nov. 1, 2003. Published January 2004.2 The ASTM Test Monitoring Center will update changes in this test method by

means of Information Letters. Information letters may be obtained from the ASTMTest Monitoring Center, 6555 Penn Avenue, Pittsburgh, PA 15206-4489, Attention:Administrator.

1

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.

Shutdown During Warm-up 10.5.1Engine Break-in 10.6Shutdown and Maintenance 10.7Normal Shutdown 10.7.1Emergency Shutdown 10.7.2Maintenance 10.7.3Downtime 10.7.4300-h Test Procedure 10.8Oil Fill for Test 10.8.2Operating Conditions 10.8.4Injection Timing Change 10.8.5Mass % Soot Validity 10.8.6Test Timer 10.8.7Operational Data Acquisition 10.8.8Oil Purge, Sample and Addition 10.8.9End of Test (EOT) 10.9Engine Disassembly 10.9.4

Calculations, Ratings and Test Validity 11Crosshead Mass Loss 11.1Injector Adjusting Screw Mass Loss 11.2Rod Bearing Mass Loss 11.3Ring Mass Loss 11.4Sludge Ratings 11.5Piston Ratings 11.6Oil Filter Plugging 11.7Oil Analyses 11.8Oil Consumption 11.9Fuel Analyses 11.10Assessment of Operational Validity 11.11Assessment of Test Interpretability 11.12

Test Report 12Precision and Bias 13Keywords 14Annexes

Safety Precautions Annex A1Intake Air Aftercooler Annex A2Engine Build Parts Kit Annex A3Sensor Locations and Special Hardware Annex A4External Oil System Annex A5Fuel Specification Annex A6Cummins Service Publications Annex A7Specified Units and Formats Annex A8Report Forms and Data Dictionary Annex A9Sludge Rating Worksheets Annex A10Piston Rating Locations Annex A11Oil Analyses Annex A12Oil Filter Plugging Annex A13Determination of Operational Validity Annex A14Exhaust CO2 Sampling Probe Annex A15

AppendixTypical System Configurations Appendix X1

2. Referenced Documents

2.1 ASTM Standards:3

D 86 Test Method for Distillation of Petroleum ProductsD 92 Test Method for Flash and Fire Points by Cleveland

Open CupD 97 Test Method for Pour Point of Petroleum ProductsD 129 Test Method for Sulfur in Petroleum ProductsD 130 Test Method for Detection of Copper Corrosion from

Petroleum Products by the Copper Strip Tarnish TestD 287 Test Method for API Gravity of Crude Petroleum and

Petroleum Products (Hydrometer Method)D 445 Test Method for Kinematic Viscosity of Transparent

and Opaque Liquids (and the Calculation of DynamicViscosity)

D 482 Test Method for Ash from Petroleum ProductsD 524 Test Method for Ramsbottom Carbon Residue of

Petroleum ProductsD 613 Test Method for Cetane Number of Diesel Fuel OilD 664 Test Method for Acid Number of Petroleum Products

by Potentiometric TitrationD 1319 Test Method for Hydrocarbon Types in Liquid

Petroleum Products by Fluorescent Indicator AbsorptionD 2274 Test Method for Oxidation Stability of Distillate

Fuel Oil (Accelerated Method)D 2500 Test Method for Cloud Point of Petroleum ProductsD 2622 Test Method for Sulfur in Petroleum Products by

X-ray SpectrometryD 2709 Test Method for Water and Sediment in Middle

Distillate Fuels by CentrifugeD 2896 Test Method for Base Number of Petroleum Prod-

ucts by Potentionmetric Perchloric Acid TitrationD 4052 Test Method for Density and Relative Density of

Liquids by Digital Density MeterD 4485 Specification for Performance of Engine OilsD 4737 Test Method for Calculated Cetane Index by Four

Variable EquationD 4739 Test Method for Base Number Determination by

Potentiometric TitrationD 5185 Test Method for Determination of Additive Ele-

ments, Wear Metals, and Contaminants in Used Lubricat-ing Oils and Determination of Selected Elements in BaseOils by Inductively Coupled Plasma Atomic EmissionSpectrometry (ICP-AES)

D 5302 Test Method for Evaluation of Automotive EngineOils for Inhibition of Deposit Formation and Wear in aSpark-Ignition Internal Combustion Engine Fueled withGasoline and Operated Under Low-Temperature, LightDuty Conditions

D 5844 Test Method for Evaluation of Automotive EngineOils for Inhibition of Rusting (Sequence IID)

D 5967 Test Method for Evaluation of Diesel Engine Oils inT-8 Diesel Engine

D 6483 Test Method for Evaluation of Diesel Engine Oils inT-9 Diesel Engine

D 6557 Test Method for Evaluation of Rust PreventiveCharacteristics of Automotive Engine Oils

E 29 Practice for Using Significant Digits in Test Data toDetermine Conformance with Specifications

E 344 Terminology Relating to Thermometry in Hydro-mometry

2.2 Coordinating Research Council (CRC):CRC Manual No. 204

2.3 National Archives and Records Administration:Code of Federal Regulations Title 40 Part 86.310-795

3. Terminology

3.1 Definitions:

3 For referenced ASTM standards, visit the ASTM website, www.astm.org, orcontact ASTM Customer Service at service@astm.org. ForAnnual Book of ASTMStandardsvolume information, refer to the standard’s Document Summary page onthe ASTM website.

4 Available from the Coordinating Research Council, Inc., 219 PerimeterParkway, Atlanta, GA 30346.

5 Available from Superintendent of Documents, Attn: New Orders, P.O. Box371954, Pittsburgh, PA 15250-7954.

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3.1.1 blind reference oil, n—a reference oil, the identity ofwhich is unknown by the test facility. D 5844

3.1.2 blowby, n—in internal combustion engines, the com-bustion products and unburned air-and-fuel mixture that enterthe crankcase. D 5302

3.1.3 calibrate, v—to determine the indication or output ofa measuring device with respect to that of a standard.E 344

3.1.4 heavy-duty, adj—in internal combustion engine op-eration, characterized by average speeds, power output, andinternal temperatures that are close to the potential maximum.

D 44853.1.5 heavy-duty engine, adj—in internal combustion en-

gines, one that is designed to allow operation continuously ator close to its peak output. D 4485

3.1.6 non-reference oil, n—any oil other than a referenceoil, such as a research formulation, commercial oil, or candi-date oil. D 5844

3.1.7 non-standard test, n—a test that is not conducted inconformance with the requirements in the standard testmethod; such as running in an non-calibrated test stand orusing different test equipment, applying different equipmentassembly procedures, or using modified operating conditions.

D 58443.1.8 reference oil, n—an oil of known performance char-

acteristics used as a basis for comparison. D 44853.1.9 sludge, n—in internal combustion engines, a deposit,

principally composed of insoluble resins and oxidation prod-ucts from fuel combustion and the lubricant, that does not drainfrom engine parts but can be removed by wiping with a cloth.

D 53023.1.10 test oil, n—any oil subjected to evaluation in an

established procedure. D 65573.1.11 wear, n—the loss of material from, or relocation of

material on, a surface. D 53023.1.11.1Discussion—Wear generally occurs between two

surfaces moving relative to each other, and is the result ofmechanical or chemical action or by a combination of me-chanical and chemical actions.

3.2 Definitions of Terms Specific to This Standard:3.2.1 crosshead, n—an overhead component, located be-

tween the rocker arm and each intake valve and exhaust valvepair, that transfers rocker arm travel to the opening and closingof each valve pair.

3.2.1.1 Discussion—Each cylinder has two crossheads, onefor each pair of intake valves and exhaust valves.

3.2.2 de-rate protocols, n—protocols in the engine controlmodule that cause the engine to reduce power output whencertain operating parameters are exceeded.

3.2.3 exhaust gas recirculation (EGR), n—a method bywhich a portion of the engine exhaust is returned to thecombustion chambers through the intake system.

3.2.4 overhead, n—in internal combustion engines, thecomponents of the valve train located in or above the cylinderhead.

3.2.5 overfuel, v—to cause the fuel flow to exceed thestandard production setting.

3.2.6 valve train, n—in internal combustion engines, theseries of components, such as valves, crossheads, rocker arms,push rods, and camshaft, that open and close the intake andexhaust valves.

4. Summary of Test Method

4.1 This test method uses a Cummins M11 400 dieselengine with a specially modified engine block. Test operationincludes a 25-min warm-up, a 2-h break-in, and 300 h in six50-h stages. During stages A, C, and E, the engine is operatedwith retarded fuel injection timing and is overfueled togenerate excess soot. During stages B, D, and F, the engine isoperated at conditions to induce valve train wear.

4.2 Prior to each test, the engine is cleaned and assembledwith new cylinder liners, pistons, piston rings, and overheadvalve train components. All aspects of the assembly arespecified.

4.3 A forced oil drain, an oil sample, and an oil addition,equivalent to an oil consumption of 0.23 g/kW-h, is performedat the end of each 25-h period.

4.4 The test stand is equipped with the appropriate instru-mentation to control engine speed, fuel flow, and other oper-ating parameters.

4.5 Oil performance is determined by assessing crossheadwear at 8.5 mass % soot, top ring wear, sludge deposits, and oilfilter plugging.

5. Significance and Use

5.1 This test method was developed to assess the perfor-mance of an engine oil to control engine wear and depositsunder heavy-duty operating conditions selected to acceleratesoot generation, valve train wear, and deposit formation in aturbocharged, aftercooled four-stroke-cycle diesel engineequipped with exhaust gas recirculation hardware.

5.2 This test method may be used for engine oil specifica-tion acceptance when all details of this test method are incompliance. Applicable engine oil service categories are in-cluded in Specification D 4485.

5.3 The design of the engine used in this test method isrepresentative of many, but not all, modern diesel engines. Thisfactor, along with the accelerated operating conditions, needsto be considered when extrapolating test results.

6. Apparatus

6.1 Test Engine Configuration:6.1.1 Test Engine—The Cummins M11 400 is an in-line

six-cylinder heavy-duty diesel engine with 11 L of displace-ment and is turbocharged and aftercooled. The engine has anoverhead valve configuration and EGR hardware. It features a1994 emissions configuration with electronic control of fuelmetering and fuel injection timing. Obtain the test engine, theengine build parts kit, and non-kit parts from the central partsdistributor (CPD).6 The components of the engine build partskit are shown in Table A3.1. Non-kit parts are shown in TableA3.2.

6 Available from Test Engineering Inc., 12758 Cimmaron Path, Suite 102, SanAntonio, TX 78249-3417.

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6.1.2 Oil Heat Exchanger, Adapter Blocks, and Block-offPlate—The oil heat exchanger is relocated from the stockposition with the use of adapter blocks as shown in Fig. A4.1.7

Install an oil cooler block-off plate on the back of the coolantthermostat housing (Fig. A4.1). Control the oil temperature bydirecting engine coolant through the oil heat exchanger (Fig.A4.2).

6.1.3 Oil Filter Head Modification—Modify the oil filterhead by plugging the filter bypass return to sump line and theengine oil thermostat (Fig. A4.8). Block the thermostat passageto route all of the engine oil into the oil cooler.

6.1.4 Oil Pan Modification—Modify the oil pan as shown inFig. A4.3.7

6.1.5 Engine Control Module (ECM)—Obtain the ECMfrom the CPD.6 The ECM programming has been modified toprovide overfueling and retarded injection timing to increasesoot generation and overhead wear. The de-rate protocols havebeen disabled. However the de-rate messages will still bedisplayed when using Cummins electronic service tools.

6.1.6 Engine Position Sensor—The engine position sensorhas two measurement coils. Disable the secondary coil bycutting the two outside wires colored red and black. The redand black wires are labeled A and D, respectively, on theengine position sensor plug (Fig. A4.15).

6.1.7 Air Compressor and Fuel Pump—The engine-mounted air compressor is not used for this test method.Remove the air compressor and install the fuel injection pumpin its place (Fig. A4.4). The fuel injection pump is driven withCummins coupling P/N 208755.8

6.2 Test Stand Configuration:6.2.1 Engine Mounting—Install the engine so that it is

upright and the crankshaft is horizontal.6.2.1.1 The engine mounting hardware should be configured

to minimize block distortion when the engine is fastened to themounts. Excessive block distortion may influence test results.

6.2.2 Intake Air System—With the exception of the air filterand the intake air tube, the intake air system is not specified. Atypical configuration is shown in Fig. X1.1. The air filter shallhave a minimum initial efficiency rating of 99.2 %. Install theintake air tube (Fig. A4.5) at the intake of the turbochargercompressor. To control intake manifold pressure, a restrictionplate or valve may be used after the aftercooler and before theinlet air tubing. The system shall allow control of applicableparameters listed in Table 5.

NOTE 1—Difficulty in achieving or maintaining intake manifold pres-sure or intake manifold temperature, or both, may be indicative ofinsufficient or excessive restriction.

6.2.3 Aftercooler—Use a Modine aftercooler for aftercool-ing. Instructions for obtaining the correct aftercooler are listedin A2.1.

6.2.4 Exhaust System—Install the exhaust tube (Fig. A4.6)at the discharge flange of the turbocharger turbine housing. Thepiping downstream of the exhaust tube is not specified. Amethod to control exhaust pressure is required.

6.2.5 Exhaust Gas Recirculation System—The set-up com-ponents for the exhaust gas recirculation system (Fig. A4.9 andFig. A4.11) can be obtained from the CPD.6

6.2.6 Fuel System—The fuel supply and filtration system isnot specified. A typical configuration is shown in Fig. X1.2.The fuel consumption rate is determined by measuring the rateof fuel flowing into the day tank. A method to control the fueltemperature is required.

6.2.7 Coolant System—The system configuration is notspecified. A typical configuration consists of a non-ferrous coreheat exchanger, a reservoir (expansion tank), and a temperaturecontrol valve as shown in Fig. X1.3. Pressurize the system byregulating air pressure at the top of the expansion tank. Thesystem should have a sight glass to detect air entrapment.

7 Available from Southwest Research Institute, P.O. Drawer 28510, San Antonio,TX 78228.

8 Available from a Cummins parts distributor.

TABLE 1 Maximum Allowable System Time Responses

Measurement Time Response (s)

Speed 2.0Temperature 3.0Pressure 3.0Flow To be determined

TABLE 2 Warm-up Conditions

Parameter UnitStage

A B C D E

Stage Length min 5 5 5 5 5Speed r/min 700 1200 1600 1600 1600Torque Nom 135 270 540 1085 1470Coolant Out TemperatureA °C 105 105 105 105 105Oil Gallery TemperatureA °C 130 130 130 130 130Intake Manifold TemperatureA °C 70 70 70 70 70A Maximum.

TABLE 3 Break-in Conditions

Parameter Unit Specification

Stage Length min 120Speed r/min 1600 6 5 (target)TorqueA Nom 1930Fuel Flow kg/h 64.4 6 0.9 (target)Coolant Out Temperature °C 65.5Fuel In Temperature °C 40 6 2Oil Gallery Temperature °C 115.5Turbo Inlet Air Temperature °C recordIntake Manifold Temperature °C 65.5 (target)Oil Gallery Pressure kPa recordOil Filter Delta Pressure kPa recordIntake Manifold Pressure kPa abs. # 320Exhaust Pressure kPa abs. 107 6 1Crankcase Pressure kPa recordInlet Air Pressure kPa abs. recordCoolant System Pressure kPa 103 6 4

A At standard atmospheric temperature and pressure.

TABLE 4 Normal Shutdown Conditions

Parameter UnitStage

B A Idle

Stage Length min 5 5 5Speed r/min 1200 700 700Torque N·m 270 135 <40Coolant Out Temperature °C 105 max 105 max 105 maxIntake Manifold Temperature °C 70 max 70 max 70 maxOil Gallery Temperature °C 130 max 130 max 30 max

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6.2.7.1 Although the system volume is not specified, anexcessively large volume may increase the time required forthe engine fluid temperatures to attain specification. A systemvolume of 45 L or less, including the volume contained in theengine, has proven satisfactory.

6.2.8 Pressurized Oil Fill System—The oil fill system is notspecified. A typical configuration includes an electric pump, a50-L reservoir, and a transfer hose. The location for thepressurized fill is located on the filter head (Fig. A4.8).

6.2.9 External Oil System—Configure the external oil sys-tem according to Fig. A5.1. Use a Moroso P/N 22660 reser-voir9 for the blowby canister.

6.2.9.1 Oil Sample Valve Location—Locate the oil samplevalve on the return line from the external oil system to theengine. Locate the valve as close to the return pump as possible(Fig. A5.1).

6.2.9.2 Unacceptable Oil System Materials—Brass or cop-per fittings can influence used oil wear metals analyses andshall not be used in the external oil system.

6.2.10 Crankcase Aspiration—Vent the blowby gas at theport located on the right side of the valve cover (Fig. A4.2).Route the vent line downward from the valve cover port to theblowby canister. The line shall be between 1.2 and 1.8 m inlength and 1.5875 cm in diameter.

6.2.11 Blowby Rate—The flowrate measurement device isnot specified. The blowby canister shall be 37.854 L in volume.The outlet of the blowby canister to the flowrate device shall be3.175 cm in diameter. The hose connecting the blowby canisterto the flowrate device shall be 3.81 cm in diameter. The lengthof this hose is not specified.

6.3 System Time Responses—The maximum allowable sys-tem time responses are shown in Table 1. Determine systemtime responses in accordance with the Data Acquisition andControl Automation II (DACA II) Task Force Report.10

6.4 Oil Sample Containers—High-density polyethylenecontainers are recommended for oil samples. (Warning—Glass containers may break and may cause injury or exposureto hazardous materials, or both.)

6.5 Mass Balance—A balance is required to measure themass of the crossheads, rod bearings, injector adjusting screws,and piston rings. An electronic or mechanical balance may beutilized. The balance shall have a minimum display resolutionof 0.1 mg.

7. Engine and Cleaning Fluids

7.1 Test Oil—Approximately 115 L of test oil is required tocomplete the test.

7.2 Test Fuel—Approximately 20 000 L of Chevron PhillipsRD-9 diesel fuel11 is required to complete the test. Fuelproperty tolerances are shown in Annex A6.

7.3 Engine Coolant—Use pre-mixed Fleetguard CompleatPG.

7.4 Solvent—Use aliphatic naphtha or equivalent.(Warning—Use adequate safety precautions with all solventsand cleaners.)

8. Preparation of Apparatus

8.1 Cleaning of Parts:

9 Available from Moroso Performance Products Inc., 80 Carter Drive, P.O. Box1470, Guilford, CT 06437.

10 Available from the ASTM Test Monitoring Center, 6555 Penn Avenue,Pittsburgh, PA 15206-4489, Attention: Administrator.

11 Available from Chevron Philips, 1302 McKinney Street, Suite 2130, Houston,TX 77010-3030.

TABLE 5 300-h Test Sequence

Parameter UnitStage

A B C D E F

Stage Length h 50 50 50 50 50 50Speed r/min 1800 6 5 1600 6 5 1800 6 5 1600 6 5 1800 6 5 1600 6 5Power kW record record record record record recordTorque (typical)A Nom 1300 1930 1300 1930 1300 1930Fuel Flow kg/h 58 6 1 64.4 6 1 58 6 1 64.4 6 1 58 6 1 64.4 6 1Intake Manifold Temperature °C 80 65.5 80 65.5 80 65.5Blowby Flow L/min record record record record record recordCoolant Out Temperature °C 65.5 6 2 65.5 6 2 65.5 6 2 65.5 6 2 65.5 6 2 65.5 6 2Coolant In Temperature °C record record record record record recordCoolant Delta Temperature °C record record record record record recordFuel In Temperature °C 40 6 2 40 6 2 40 6 2 40 6 2 40 6 2 40 6 2Oil Gallery Temperature °C 115 6 2 115 6 2 115 6 2 115 6 2 115 6 2 115 6 2Turbo Inlet Temperature °C record record record record record recordIntake Manifold Pressure KPa abs. $ 300 $ 320 $ 300 $ 320 $ 300 $ 320Exhaust Temperature °C record record record record record recordFuel Pressure kPa record record record record record recordOil Gallery Pressure kPa record record record record record recordOil Filter Delta Pressure kPa record record record record record recordCoolant System PressureB kPa 99-107 99-107 99-107 99-107 99-107 99-107Exhaust Pressure kPa abs. 107 6 1 107 6 1 107 6 1 107 6 1 107 6 1 107 6 1Crankcase Pressure kPa record record record record record recordInlet Air Pressure kPa abs. record record record record record recordIntake CO2 % 0.97-1.09 0.78-0.85 0.97-1.09 0.78-0.85 0.97-1.09 0.78-0.85

A At standard atmospheric temperature and pressure.B Measure the coolant pressure on the top of the expansion tank.

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8.1.1 General—The preparation of test engine componentsspecific to the Cummins M11 EGR test are indicated in thissection. Use the Cummins service publications8 (Annex A7)for the preparation of other engine components. Take precau-tions to prevent rusting of iron components.

8.1.2 Engine Block—Disassemble the engine, including re-moval of the crankshaft, camshaft, piston cooling tubes, oilpump, and oil gallery plugs. Thoroughly clean the surfaces andoil passages (galleries). Use a brush to clean the oil passages.Removal of camshaft bearings is at the discretion of thelaboratory.

8.1.3 Cylinder Head—Disassemble and clean the cylinderhead. Use a brush as necessary to remove deposits.

8.1.4 Rocker Cover and Oil Pan—Clean the rocker coverand oil pan. Use a brush as necessary to remove deposits.

8.1.5 External Oil System—Flush the internal surfaces ofthe oil lines and the external reservoir with solvent. Repeatuntil the solvent drains clean. Flush solvent through the oilpumps until the solvent drains clean.

8.1.6 Crosshead Cleaning and Measurement:8.1.6.1 Handling and Orientation—Avoid handling the

crossheads with bare hands, use gloves or plastic coveredtongs. Orient the crossheads in the engine with the elongatedslot toward the exhaust valve.

8.1.6.2 Clean the crossheads with solvent. Use a nonmetal-lic soft bristle brush if necessary.

8.1.6.3 Spray the crossheads with air until dry.8.1.6.4 Rinse the crossheads in pentane and dry with air.8.1.6.5 Measure crosshead mass to a tenth of a milligram.8.1.6.6 If an electronic scale is used for mass measurement,

use the following procedure:(1) Demagnetize (degauss) each crosshead prior to mea-

surement.(2) Measure the crosshead two times. Make the second

measurement with the crossheads in an orientation that is 90°from the original orientation. If the difference between the twomass measurements is greater than 0.2 mg, demagnetize thecrosshead and repeat the measurement process.

8.1.7 Rod Bearing Cleaning and Measurement:8.1.7.1 Clean the rod bearings with solvent. Use a non-

metallic soft bristle brush if necessary. Avoid handling the rodbearings with bare hands. Use gloves or plastic covered tongs.

8.1.7.2 Spray the rod bearings with air until dry.8.1.7.3 Rinse the rod bearings in pentane and dry with air.8.1.7.4 Measure the mass of each bearing half to a tenth of

a milligram.8.1.8 Ring Cleaning and Measurement:8.1.8.1 Use the procedure stated in Test Method D 6483 for

ring cleaning. Avoid handling the rings with bare hands. Usegloves or plastic covered tongs.

8.1.9 Injector Adjusting Screw Cleaning and Measurement:8.1.9.1 Clean the injector adjusting screws with solvent.

Use a soft bristle brush if necessary. Avoid handling theinjector adjusting screws with bare hands. Use gloves or plasticcovered tongs.

8.1.9.2 Spray the injector adjusting screws with air until dry.8.1.9.3 Rinse the injector adjusting screws with pentane and

dry with air.

8.1.9.4 Measure injector adjusting screw mass to a tenth ofa milligram.

8.1.9.5 If an electronic scale is used for mass measurement,then use the following procedure:

(1) Demagnetize each injector adjusting screw prior tomeasurement.

(2) Measure the crosshead two times. Make the secondmeasurement with the injector adjusting screws in an orienta-tion that is 90° from the original orientation. If the differencebetween the two mass measurements is greater than 0.2 mg,demagnetize the injector adjusting screw and repeat the mea-surement process.

8.2 Engine Assembly:8.2.1 General—Except as noted in this section, use the

procedures indicated in the Cummins service publications8

(Annex A7). Assemble the engine with the components fromthe Engine Build Parts Kit6 and non-kit parts6 (Annex A3).

8.2.2 Parts Reuse and Replacement—Engine componentsmay be reused or replaced at the discretion of the laboratory,except as noted in 8.2.7.

8.2.3 Build-Up Oil—Use Cummins Premium Blue8 or testoil to lubricate parts for the engine build. If test oil is used, thenthe engine build is valid only for the respective test oil.

8.2.4 Coolant Thermostat—Lock the engine coolant ther-mostat open.

8.2.5 Oil Thermostat—Remove the oil thermostat and plugthe oil passage. This will route all of the oil flow through theoil cooler (Fig. A4.8).

8.2.6 Fuel Injectors—The fuel injectors may be reused.Dedicate the injectors to a particular cylinder. Install theinjectors according to the torque wrench method as noted in theCummins service publications (Annex A7).

8.2.7 New Parts—The parts listed below are contained inthe Engine Build Parts Kit and are not reusable (except asnoted in 10.3.3). Clean the parts prior to use. Replacement ofany part listed below during a test will invalidate the test.

8.2.7.1 Pistons (crown, skirt),8.2.7.2 Piston rings (top, second, oil),8.2.7.3 Cylinder liners,8.2.7.4 Rocker lever shafts,8.2.7.5 Rocker lever assemblies (exhaust, intake, injector),8.2.7.6 Valves (intake, exhaust),8.2.7.7 Valve stem guides,8.2.7.8 Valve inserts,8.2.7.9 Piston cooling nozzles,8.2.7.10 Valve crossheads, and8.2.7.11 Connecting rod bearings.8.3 Operational Measurements:8.3.1 Units and Formats—See Annex A8.8.3.2 Instrumentation Calibration:8.3.2.1 Fuel Consumption Rate Measurement Calibration—

Calibrate the fuel consumption rate measurement systembefore each reference oil test. Temperature-compensate volu-metric systems, and calibrate them against a mass flow device.The flowmeter located on the test stand shall indicate within0.2 % of the calibration standard. Trace the calibration standardto national standards.

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8.3.2.2 Temperature Measurement Calibration—Calibratethe temperature measurement systems at least once every sixmonths. Each temperature measurement system shall indicatewithin 60.5°C of the laboratory calibration standard. Trace thecalibration standard to national standards.

8.3.2.3 Pressure Measurement Calibration—Calibrate thepressure measurement systems at least once every six months.Trace the calibration standard to national standards.

8.3.3 Temperatures:8.3.3.1 Measurement Location—The temperature measure-

ment locations are specified in this section. The measurementequipment is not specified. Install the sensors such that the tipis located midstream of the flow unless otherwise indicated.The accuracy and resolution of the temperature measurementsensors and the complete measurement system shall follow theguidelines detailed in ASTM Research Report RR: D02-1218.12

8.3.3.2 Coolant Out Temperature—Install the sensor up-stream of the junction of the EGR coolant return (Fig. A4.7).

8.3.3.3 Coolant In Temperature—Install the sensor on theright side of the coolant pump intake housing at the 1-in. NPTport (Fig. A4.7).

8.3.3.4 Fuel In Temperature—Install the sensor in the fuelpump inlet fitting (Fig. A4.4).

8.3.3.5 Oil Gallery Temperature—Install the sensor at the1⁄4-in. NPT hole on the left rear of the engine (Fig. A4.4).

8.3.3.6 Intake Air Temperature—Install the sensor (Fig.A4.5).

8.3.3.7 Intake Manifold Temperature—Install the sensor atthe 1⁄8-in. NPT hole at the flange on the air inlet tube (Fig.A4.7).

8.3.3.8 Exhaust Temperature—Install the sensor (Fig.A4.6).

8.3.3.9 Additional—Monitor any additional temperaturesconsidered to be beneficial.

NOTE 2—Additional exhaust sensor locations are recommended, suchas the exhaust ports and pre-turbine (front and rear). The detection ofchanges in exhaust temperature(s) is an important diagnostic. Measure-ment of the EGR Cooler gas inlet and outlet temperatures and coolant inletand outlet temperatures is recommended.

8.3.4 Pressures:8.3.4.1 Measurement Location and Equipment—The pres-

sure measurement locations are specified in this section. Themeasurement equipment is not specified. The accuracy andresolution of the pressure measurement sensors and the com-plete measurement system shall follow the guidelines detailedin ASTM Research Report RR: D02-1218.12

8.3.4.2 A condensation trap should be installed at the lowestelevation of the tubing between the pressure measurementlocation and the final pressure sensor for crankcase pressure,intake air pressure, and exhaust pressure. Route the tubing toavoid intermediate loops or low spots before and after thecondensation trap.

8.3.4.3 Oil Gallery Pressure—Measure the pressure at the9⁄16 in. Compucheck adapter at the left-front of the engine (Fig.A4.4).

8.3.4.4 Oil Filter Inlet Pressure—Measure the pressure atthe 7⁄8 in. O-ring plug located on the oil filter assembly (Fig.A4.8).

8.3.4.5 Oil Filter Outlet Pressure—Measure the pressure atthe 1⁄4-in. NPT port located on the oil filter assembly (Fig.A4.8).

8.3.4.6 Intake Manifold Pressure—Measure the pressure atthe1⁄2-in. NPT port at the top-front of the intake manifold (Fig.A4.7).

8.3.4.7 Crankcase Pressure—Measure the pressure at theboss on the top-front, right-hand side of the rocker cover (Fig.A4.2).

8.3.4.8 Intake Air Pressure—Measure the pressure on theintake air tube (Fig. A4.5).

8.3.4.9 Exhaust Pressure—Measure the pressure on theexhaust tube (Fig. A4.6).

8.3.4.10Fuel Pressure—Measure the pressure at the9⁄16 in.Compucheck adapter on fuel pump body (Fig. A4.4).

8.3.4.11Coolant Pressure—Measure the pressure on top ofthe expansion tank (Fig. X1.3).

8.3.4.12 Additional Pressures—Monitor any additionalpressures considered to be beneficial.

NOTE 3—Measurement of the EGR cooler inlet and outlet coolantpressures and inlet and outlet gas pressure is recommended.

8.3.5 Flow Rates:8.3.5.1 Flow Rate Location and Measurement Equipment—

The flow rate measurement locations are specified in thissection. The equipment for the blowby rate and the fuel rate arenot specified. The accuracy and resolution of the flow ratemeasurement system shall follow the guidelines detailed inASTM Research Report RR: D02-1218.12

8.3.5.2 Blowby—The device used to measure the blowbyflow rate is not specified. See 6.2.11 for blowby measurementsystem configuration details.

8.3.5.3 Fuel Flow—The fuel consumption rate is deter-mined by measuring the fuel flowing to the day tank (Fig.X1.2).

8.3.6 Intake and Exhaust CO2 Measurement:8.3.6.1 Sampling Probes—Obtain the intake CO2 probe

from the CPD.6 Instructions for obtaining general specifica-tions and fabrication details for the exhaust CO2 probe areshown in Annex A15.

8.3.6.2 Sampling Probe Locations—The locations of theCO2 probes for the intake and exhaust are shown in Fig. A4.14and Fig. A4.6, respectively.

8.3.6.3 Sampling Probe Insertion Depth—Diagrams of theinsertion depths for the intake and exhaust probes are shown inFig. A4.13 and Fig. A4.16, respectively.

9. Engine/Stand Calibration and Non-Reference Oil Tests

9.1 General—Calibrate the test stand by conducting a testwith a blind reference oil.10 Submit the results to the ASTMTest Monitoring Center (TMC) for determination of acceptanceaccording to the Lubricant Test Monitoring System (LTMS).10

12 Supporting data have been filed at ASTM International Headquarters and maybe obtained by requesting Research Report RR: D02–1218.

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9.2 New Test Stand—A new test stand is defined as a teststand that has never been calibrated or has not completed anacceptable reference oil test within 18 months of the end of test(EOT) date of the last acceptable reference oil test. Underspecial circumstances, such as industry-wide parts or fuelshortages, the TMC may extend the time period beyond 18months. Perform the following to introduce a new test stand.

9.2.1 New Test Stand Calibration—New stand calibration isdetermined according to the LTMS.10

9.3 Stand Calibration Period—The calibration period is 6months from the EOT date of the last acceptable reference oiltest.

9.3.1 The TMC may schedule more frequent reference oiltests or extend the calibration period.

9.4 Stand Modification and Calibration Status—Stand cali-bration status may be invalidated by conducting any non-standard test or modification of the test and control systems orboth. A non-standard test includes any test conducted under amodified procedure, nonprocedural hardware, controller set-point modifications, or any combination thereof. The TMCshould be contacted prior to any changes to determine theeffect on the calibration status.

9.5 Test Numbering System:9.5.1 General—The test number has three parts,X-Y-Z. X

represents the test stand number,Y represents the engine serialnumber, andZ represents the engine block run number. Forexample, test number 27-4B4607-2 indicates stand number 27,engine serial number 4B4607, and the second test on theengine block. IncrementZ by one for each test start (referenceoil and non-reference oil) with the exception stated in 9.5.2.

9.5.2 Reference Oil Tests—A reference oil test conductedsubsequent to an unacceptable reference oil test shall include aletter suffix afterZ. The letter suffix shall begin withA andincrement alphabetically until an acceptable reference oil test iscompleted. For example, if two consecutive unacceptablereference oil tests were conducted and the first test number was27-4B4607-10, the second test number would be 27-4B4607-10A. A third calibration attempt would have the test number27-4B4607-10B. If the third test was acceptable, then 27-4B4607-10B would identify the reference oil test in the testreport.

9.5.3 Non-Reference Oil Tests—No letter suffix shall beadded toZ for aborted or operationally invalid non-referenceoil tests.

9.6 Reference Oil Test Acceptance—Reference oil test ac-ceptance and laboratory severity adjustments (SA) are deter-mined in accordance with the LTMS.10

9.7 Unacceptable Reference Oil Test:9.7.1 It is recognized that some reference oil test results will

not be within the LTMS acceptance limits. The laboratory, inconjunction with the TMC, shall attempt to determine thecause of the deviation. The TMC may solicit input fromindustry authorities to help determine the cause and extent ofthe problem.

9.7.2 If the laboratory is not within the LTMS acceptancelimits and the TMC has determined that probable cause isisolated to an individual stand, then non-reference oil testingon other calibrated stands may continue.

9.7.3 If the laboratory is not within the LTMS acceptancelimits and the TMC has determined that probable causeinvolves more than one stand, then the TMC may declare theparticular stands non-calibrated. Non-reference oil tests inprogress at the time of the calibration status change are notaffected.

9.7.4 The laboratory shall attempt to identify and correct thecause and conduct an acceptable reference oil test in at leastone of the stands to demonstrate resolution of the problem.

9.7.5 The TMC will assign reference oil when satisfied thatno particular problems exist or the problem has been resolved.The laboratory shall provide adequate documentation of find-ings to support the conclusions reached during this process.The conclusions shall be documented in the acceptable refer-ence oil test report.

9.8 Reference Oil Accountability:9.8.1 Laboratories shall provide a full accounting of the

identification and quantities of all reference oils used. With theexception of the oil analyses required in section 11.7, nophysical or chemical analyses of reference oils shall beperformed without written permission from the TMC. In suchan event, include the written confirmation and the data gener-ated in the reference oil test report.

9.8.2 Retain used reference oil samples for 90 days from theEOT date.

9.9 Non-Reference Oil Tests:9.9.1 This test method incorporates the use of a Severity

Adjustment (SA) for non-reference oil test results. A controlchart technique described in the LTMS is used to determine ifa significant bias exists for crosshead mass loss, top ring massloss, average sludge, or oil filter plugging, or combinationthereof. When calibration results indicate a significant bias, anSA is determined according to the LTMS and applied to thenon-reference oil test result. The SA will remain in effect untila new SA is determined from subsequent calibration tests.

9.9.2 Last Start Date—A non-reference oil test shall com-mence engine warm-up (10.5) prior to the expiration of thecalibration period (9.3).

10. Test Procedure

10.1 Engine Installation and Stand Connections—Installthe test engine on the stand and connect the engine to the standsupport equipment.

NOTE 4—A final check of valve and injector settings is recommended atthis time.

10.2 Coolant System Fill—Install a new coolant filter,Cummins WF-2071. Fill the cooling system with pre-mixedFleetguard Compleat PG.8 The coolant for non-reference oiltests may be reused provided the level of inhibitors is withinspecification as determined by DCA Level Test Kit, CumminsP/N CC2602.8 Use new coolant for each reference oil test.

NOTE 5—The coolant system should be pressurized to specification andchecked for leaks prior to adding the test oil.

10.3 Oil Fill for Break-in:10.3.1 Install a new Cummins LF-3000 oil filter.8

10.3.2 Use the pressurized oil fill system (6.2.8) to chargethe engine with 24.7 kg of test oil at the location shown in Fig.A4.8.

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10.3.3 Engine Build Committed—After the test oil has beenintroduced into the engine, the engine build and the testnumber are valid only for the respective test. However, if theengine has not been cranked (whereby the test parts have notbeen subjected to wear or injected fuel, or both), then the newparts may be used again. Disassemble and clean the engineaccording to 8.1.

10.4 Fuel Samples—Take a 1.0 L fuel sample at the start ofthe test and at EOT.

10.5 Engine Warm-up—The engine warm-up conditions areshown in Table 2.

10.5.1 Shutdown During Warm-up—The warm-up timershall stop at the initiation of a shutdown. When the laboratoryis ready to resume warm-up, start the engine, and continuewarm-up from the stage in which the shutdown occurred. Thewarm-up timer shall resume when the engine speed and torqueare within specifications.

10.6 Engine Break-in—Perform a break-in on each newengine build prior to the start of the 300-h test procedure. Thebreak-in conditions are shown in Table 3.

10.6.1 Start the engine, perform the warm-up (Table 2) andproceed directly to the break-in (Table 3).

10.6.1.1 Shutdown during Break-in—Stop the break-intimer at the initiation of a shutdown. When the laboratory isready to resume the break-in, start the engine, perform thewarm-up, and proceed to the break-in conditions. The break-intimer shall resume when the engine speed and torque are withinspecifications. If a shutdown occurs within the last 10 min ofbreak-in, the break-in may be considered complete. Note suchan occurrence inOther Commentsof Form 21, listed in TableA9.1.

10.6.2 At the completion of the break-in, perform a normalshutdown (Table 4) and shut off the engine.

10.6.3 Drain the oil from the engine and the external oilsystem.

10.6.4 Remove the LF-3000 oil filter.10.6.5 Properly dispose of the drain oil and oil filter.10.6.6 Once completed, the break-in is not repeated for the

respective test.

NOTE 6—Use the break-in as an opportunity to confirm engine perfor-mance and to make repairs prior to the start of the 300-h test procedure.

10.7 Shutdown and Maintenance—The test may be shutdown at the discretion of the laboratory to perform repairs.However, the intent of this test method is to conduct the 300-htest procedure without shutdowns.

10.7.1 Normal Shutdown—Proceed directly from the oper-ating conditions to the shutdown schedule (Table 4).

10.7.2 Emergency Shutdown—An emergency shutdown oc-curs when the normal shutdown cannot be performed, such asan alarm condition. Note such an occurrence in theOtherCommentssection of Form 21, listed in Table A9.1.

10.7.3 Maintenance—Engine components or stand supportequipment, or both, may be repaired or replaced at thediscretion of the laboratory and in accordance with this testmethod.

10.7.3.1 Removal of the crossheads prior to test completionshall invalidate the test.

10.7.3.2 Removal and replacement of the oil filter due toengine gallery pressure below 200 kPa shall be determinedsolely at the discretion of the laboratory. Use the followingguidelines for oil filter replacement:

(1) If the test is on a non-reference oil test and the test hasnot completed Stage E in Table 5, the test is considerednon-interpretable (11.12).

(2) If the test is on a non-reference oil test and the test hascompleted Stage E in Table 5, the test can be continued with anew oil filter with the appropriate shutdown correction as per11.7.2. Note an oil filter change in theOther Commentssectionof Form 21, listed in Table A9.1.

(3) Reference oil tests shall be completed using the originaloil filter in order to be considered operationally valid referencetests.

10.7.4 Downtime—The limit for total downtime and num-ber of shutdowns is not specified. Record all shutdowns,pertinent actions, and total downtime during the 300-h testprocedure on Form 21, listed in Table A9.1.

10.8 300-h Test Procedure:10.8.1 Measure and record the mass of a new test oil filter,

Cummins P/N 390383200 (Table A3.1), and install the oil filteron the engine.

10.8.2 Oil Fill for Test—Use the pressurized oil fill system(6.2.8) to charge the engine with 24.7 kg of test oil at thelocation shown in Fig. A4.2.

10.8.2.1Zero-hour Oil Sample—Take a 0.23-kg oil sampleof the fresh oil from the original oil container.

10.8.3 Start the engine and perform the warm-up (Table 2).10.8.4 Operating Conditions—After warm-up, proceed di-

rectly to the 300-h Test Sequence (Table 5).10.8.4.1 Intake CO2 Level—If the required CO2 level can-

not be obtained when a restriction plate on the EGR cooler isnot used, the intake manifold pressure should be decreased tono lower than the specified limit using the location specified in6.2.2.

10.8.4.2Stage Transition Times—1 min (r/min only), 15min (Intake Manifold Temperature).

10.8.5 Injection Timing Change—Injection timing may beadjusted to ensure the oil soot level falls within the windowsshown in 10.8.6. Injection timing must be run at 16.1 degreesTVC (timing valve closed) for the first 25 h. Injection timingmay be adjusted after 25 h for Stages A, C, and E if the sootlevel is greater than 2.0 mass %.

10.8.6 Mass % Soot Validity:10.8.6.1Reference Oil Test—Mass % soot shall be 8.56

0.5 % at 250 h, and the average mass % soot shall be 4.6 %minimum.

10.8.6.2Non-Reference Oil Test—Mass % soot shall be8.0 % minimum at 250 h, and the average mass % soot shall be4.6 % minimum.

10.8.7 Test Timer—The 300-h test timer starts when allcontrolled parameters in Stage A shown in Table 5 are withinspecification. If a shutdown occurs, stop the test timer imme-diately at the initiation of the shutdown. The test timer shallresume when the test has been returned to the appropriate stageand all controlled parameters are within specification.

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10.8.7.1 The test timer continues incrementing test timethroughout stage transitions.

10.8.8 Operational Data Acquisition—Record all opera-tional parameters shown in Table 5, except blowby flowrate,intake and exhaust CO2, with automated data acquisition at aminimum frequency of once every 6 min. Record blowbyflowrate a minimum of once every 8 h. Record intake andexhaust CO2 once every 10 h, but not during a test stagetransition. Recorded values shall have minimum resolution inaccordance with Annex A8.

10.8.8.1 The operational data is reported on Form 5 listed inTable A9.1.

10.8.9 Oil Purge, Sample and Addition—Perform a forcedoil drain, oil sample, and oil addition at the end of each 25-hperiod. Add new oil and purge sample returns to the external oilsystem reservoir.

10.8.9.1 Do not shut down the engine for oil sampling andoil addition. Purge oil samples are retained at the discretion ofthe laboratory.

10.8.9.2Full and Drain Weight—Record the oil weightindicated by the external oil system at the completion of thefirst test hour; this value establishes the full weight. Subtract1.4 kg from the full weight; this value establishes the drainweight. The full weight and the drain weight are fixed for thetest.

10.8.9.3 At the end of each 25-h period, take a 0.23-kg oilpurge sample followed by a 0.23-kg oil analysis sample.Identify the oil sample container with the test number, oil code,date, and test hour.

10.8.9.4 If the remaining oil weight is greater than the drainweight, remove an additional purge sample of sufficient quan-tity to equal the drain weight.

10.8.9.5 If the remaining oil weight is less than the drainweight, add a maximum of 0.23 kg of the current purge oilsample to attain the drain weight. Do not add any new oil or aprevious purge oil sample to attain the drain weight.

10.8.9.6 Add 1.4 kg of new oil, except at 300 h.

10.9 End of Test (EOT):

10.9.1 After completing the test procedure, perform a nor-mal shutdown (Table 4), and shut down the engine. Release thecoolant system pressure and drain the coolant. Disconnect thetest stand support equipment. (Warning—The coolant and oilmay be hot. The installation of a valve to safely vent thecoolant system pressure is recommended.)

10.9.2 Drain the oil from the engine and the external oilsystem. Begin the oil drain within 2 h after shutdown and allowa minimum duration of 30 min.

10.9.3 Retain a minimum of two 3.5-L samples of test oil.Identify the oil sample container with the test number, oil code,EOT date, and test hour. Properly dispose of any residual drainoil.

10.9.4 Engine Disassembly—Disassemble the engine andremove the following components for ratings and measure-ments:

10.9.4.1Rocker Cover and Oil Pan—The rocker cover andoil pan may either remain on the engine or be removed fromthe engine. Maintain the rocker cover and oil pan in ahorizontal position for a minimum of 6 h after the EOT oildrain.

10.9.4.2Rocker Cover and Oil Pan Sludge Rating—After 6h in a horizontal plane, place the oil pan and rocker cover at a60° angle from horizontal (lengthwise) with the front end andthe inside surface down for a minimum of 8 h in atemperature-controlled environment. Maintain the temperature between 246 3°C.

10.9.4.3Crossheads.10.9.4.4Adjusting Screws.10.9.4.5Pistons.10.9.4.6Piston Rings.10.9.4.7Rod Bearings.

11. Calculations, Ratings and Test Validity

11.1 Crosshead Mass Loss—Use the procedure shown in8.1.6 to determine individual EOT crosshead mass.

11.1.1 Separate the crossheads into intake and exhaustgroups.

11.1.2 Calculate the mass loss for each crosshead (pre-test—post test).

11.1.3 Calculate the average mass loss,x–, and the standarddeviation of the mass loss,s, for each group and report asAsMeasuredin the Intake/Exhaust Summarysection of Form 6,listed in Table A9.1.

11.1.4 Calculate theD/s for each crosshead as follows:

D/s5 ~?xi 2 x–?! / s (1)

where:xi = individual crosshead mass loss, mg,

x– = average mass loss of crosshead group (intake orexhaust), and

s = standard deviation of the mass loss of the group.11.1.5 AD/s value greater than 1.887 is an outlier. Remove

the maximum outlier from each group (intake and exhaust).

Remove only one outlier per group. Recalculatex– and s foreach group and report asOutlier Screenedin the Intake/Exhaust Summarysection of Form 6, listed in Table A9.1.

11.1.6 Calculate the average and the standard deviation ofall mass loss values combined (intake and exhaust). Report theaverage, minimum, maximum and standard deviation asAsMeasuredin theOverall Summarysection of Form 6, listed inTable A9.1.

11.1.7 Calculate the average and the standard deviation ofall mass loss values combined (intake and exhaust) withoutliers removed and report asOutlier Screenedin theOverallSummarysection of Form 6, listed in Table A9.1.

11.1.8 Calculate the following and report asAdjusted to 4.6Mass% Average Sootin theOverall Summarysection of Form6, listed in Table A9.1:

10̂ @log~X! 2 0.2575*~AS2 4.6 %!# (2)

where:

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X = Outlier Screened Crosshead Average Mass Lossvalue in theOverall Summary, and

AS = 13 point average of the 25 h reported soot values(calculated).

11.2 Injector Adjusting Screw Mass Loss—Use the proce-dure shown in 8.1.9 to determine individual EOT adjustingscrew mass.

11.2.1 Separate the adjusting screws into injector, intake,and exhaust groups.

11.2.2 Calculate the mass loss for each adjusting screw(pre-test—post test).

11.3 Rod Bearing Mass Loss—Use the procedure shown in8.1.7 to determine individual EOT rod bearing mass.

11.3.1 Calculate the mass loss for each rod bearing section(pre-test—post test).

11.3.2 Calculate the average mass loss and the standarddeviation of the mass loss.

11.4 Ring Mass Loss—Use the procedure shown in 8.1.8 todetermine individual EOT ring mass.

11.4.1 Calculate the mass loss and gap increase for the top,second, and oil rings (pre-test—post-test).

11.4.2 Calculate the average mass loss,x–, and the standarddeviation of the mass loss,s, for the top, second, and oil ringgroups.

11.4.3 Calculate theD/s for each top ring as follows:

D/s5 ~?xi 2 x–?! / s (3)

where:xi = individual ring mass loss, mg,

x– = average mass loss of the top ring group, and

s = standard deviation of the mass loss of the top ringgroup.

11.4.4 AD/s value greater than 1.887 is an outlier. Removethe maximum outlier from the top ring group. Remove only

one outlier from the top ring group, and recalculatex– and s.Report the maximum, minimum, average mass loss, and thestandard deviation of the mass loss for the top ring group asOutlier Screenedin the Other Commentssection of Form 21,listed in Table A9.1.

11.5 Sludge Ratings:11.5.1 Rate the rocker arm cover sludge and the oil pan

sludge according to CRC Manual No. 2010 at the locationsspecified in Figs. A10.1 and A10.2.

11.5.2 Average the rocker arm cover sludge and oil pansludge ratings. Report asAverage Sludge Ratingon Form 8,listed in Table A9.1.

11.6 Piston Ratings—Rate the pistons according to CRCManual No. 204 at the locations specified using the specialinstructions noted in Annex A11. For the varnish ratings, usethe CRC expanded varnish scale and convert to demerits.

11.7 Oil Filter Plugging—Oil filter plugging (DPFP) isindicated by the increase of the oil filter differential pressure(DP) during the test. The general equation for oil filterplugging is as follows:

DPFP 5 DPADJ~MAX! 2 DPINIT (4)

DP 5 Oil Filter Outlet Pressure2 Oil Filter Inlet Pressure (5)

where:DPADJ(MAX) = maximum adjustedDP during the test,

andDPINIT = first DP reading of the test with target and

range parameters within specification.11.7.1 No Shutdowns—If no shutdowns occur, no correction

is performed. Eq 4 becomes:

DPFP 5 DPMAX 2 DPINIT (6)

where:DPMAX = maximumDP during the test.

11.7.2 Shutdowns—Separate the test into segments demar-cated by shutdowns (see Fig. A13.1). Segment 1 is from thestart of test to shutdown 1, segment 2 is from shutdown 1 toshutdown 2, and so on.

11.7.2.1DP Correction—Determine the correction for eachshutdown:

If DPBS~N! 2 DPAS~N! , 4 kPa, thenDPCORR~N! 5 0 (7)

If DPBS~N! 2 DPAS~N! . 4 kPa, thenDPCORR~N! 5 DPBS~N! 2 DPAS~N!

(8)

where:N = shutdown number,DPBS(N) = last DP reading before initiation of shut-

down N,DPAS(N) = first DP reading after shutdownN with

target and range parameters within specifi-cation, and

DPCORR(N) = P correction due to shutdownN.11.7.3 Adjusted DP—Add DPCORR to each DP reading

subsequent to the shutdown. In general, sum theDPCORR ofprior shutdowns and add to eachDP reading of the currentsegment (see Fig. A13.2).

DPADJ~N! 5 DPN 1 @(DPCORR~N21!#2,…N (9)

where:N = segment number,DPADJ(N) = adjustedDP readings during segmentN,DPN = individual DP readings during segmentN,DPCORR(N) = DP correction at shutdownN, andDPADJ(1) = DP1

11.7.4 Perform separate calculations to determine 250-h and300-h oil filter plugging values.

11.7.5 For all tests completed on or after February 21, 2002,transform the Filter Plugging Delta P result by taking thesquare root of the calculated result (11.7.3) and adding 3.15.Report the transformed value on Form 4, listed in Table A9.1.Square the transformed value to convert the value back tooriginal units. Report this result in original units on Form 4,listed in Table A9.1.

11.7.6 Plot oil filterDP versus test hour on Form 7, listed inTable A9.1.

11.8 Oil Analyses—Analyze the oil samples for viscosity at100°C, wear metals (iron, copper, lead, chromium, and alumi-num), TAN, TBN, and mass % soot (TGA) according to theschedule and methods shown in Annex A12.

11.9 Oil Consumption—Sum the weight of the oil con-sumed for the test.

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11.10 Fuel Analyses—Report the analyses provided by thefuel supplier on Form 19, listed in Table A9.1. Report theanalyses of the final batch if more than one fuel batch wasused.

11.10.1 Additional Analyses—Perform the following analy-ses on the 1 L new and EOT fuel samples:

11.10.1.1 API Gravity at 15.6°C (60°F), Test Method D 287or equivalent.

11.10.1.2 Total Sulfur, % wt., Test Method D 129 or equiva-lent.

11.11 Assessment of Operational Validity—Determine op-erational validity according to Annex A12.

11.12 Assessment of Test Interpretability—A test is non-interpretable when the total oil consumption exceeds 21 kg. Anon-reference test is non-interpretable when the 250-h soot isless than 8.0 mass % (10.8.6). A non-reference test is non-interpretable when the oil gallery pressure drops below 200kPa before 250 h (10.7.3.2).

12. Test Report

12.1 Report Forms—For reference oil tests the standardizedreport form set and data dictionary for reporting test results andfor summarizing the operational data are required. The reportforms and data dictionary are available from the TMC.Instructions for obtaining the report forms and data dictionaryand a list of report forms are shown in Annex A9.

12.1.1 Report all wear, deposits, engine operational data, oilanalysis, and fuel analysis on the appropriate form in the testreport.

12.2 Reference Oil Test—Send the test report forms and anyother supporting information, to the TMC10 by facsimile orelectronic transmission within five days of the EOT date for

test acceptance determination. Reference oil test reports shouldbe mailed or electronically transmitted to the TMC within 30days of the EOT date.

12.2.1 Electronic Transmission of Test Results—Use ASTMData Communications Committee Test Report TransmissionModel (Section 2—Flat File Transmission Format).10

13. Precision and Bias

13.1 Precision—Precision is based on operationally validcalibration test results monitored by the TMC. The researchreport contains industry data developed prior to the establish-ment of this test method.

13.1.1 Intermediate Precision (formerly called repeatabil-ity) Conditions—Conditions where test results are obtainedwith the same test method using the same test oil, withchanging conditions such as operators, measuring equipment,test stands, test engines, and time.

13.1.1.1 Intermediate Precision Limit (i.p.)—The differencebetween two results obtained under intermediate precisionconditions that would in the long run, in the normal and correctconduct of the test method, exceed the values shown in Table6 in only one case in twenty.

13.1.2 Reproducibility Conditions—Conditions where testresults are obtained with the same test method using the sametest oil in different laboratories with different operators usingdifferent equipment.

13.1.2.1Reproducibility Limit (R)—The difference betweentwo results obtained under reproducibility conditions thatwould, in the long run, in the normal and correct conduct of thetest method, exceed the values in Table 6 in only one case intwenty.

13.2 Bias—Bias is determined by applying a defined statis-tical technique to calibration test results. When a significantbias is determined, a severity adjustment is applied to thenon-reference oil test result.

14. Keywords

14.1 crosshead wear; Cummins M11 EGR; de-rate proto-cols; diesel engine oil; exhaust gas recirculation; lubricants; oilfilter delta pressure; sludge; top ring weight loss; valve train

ANNEXES

(Mandatory Information)

A1. SAFETY PRECAUTIONS

A1.1 The operation of engine tests may expose personneland facilities to safety hazards. Personnel trained and experi-enced with engine testing should perform the design, installa-tion, and operation of test stands.

A1.2 Guards (shields) should be installed around all exter-nal moving, hot, or cold components. Design the guard to

contain the energy level of a rotating component should thecomponent break free. Fuel, oil, coolant, and electrical wiringshould be properly routed, guarded, grounded, and kept ingood order.

A1.3 The test stand should be kept free of oil and fuel spillsand tripping hazards. Containers of oil or fuel, or both, should

TABLE 6 Test Precision

ParameterAIntermediate

Precision (i.p.)Reproducibility

(R)

Average Sludge 0.73 1.54Crosshead Mass Loss 8.46 8.46Oil Filter Plugging Delta P (transformed units) 2.4685 2.6936Top Ring Weight Loss, mg 45.9 51.2

A Precision data are periodically updated and are available from the TMC.

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not be permitted to accumulate in the testing area. Fire fightingequipment should be immediately accessible. Normal precau-tions should be observed whenever using flammable solventsfor cleaning purposes.

A1.4 Safety masks, glasses, or hearing protection, or acombination thereof, should be worn by personnel working onthe test stand. No loose or flowing clothing, including long hairor other accessory to dress, should be worn near rotatingequipment. Personnel should be cautioned against workingalongside the engine and driveline while the engine is running.

A1.5 Interlocks should automatically shutdown the engine

when an anomaly of any of the following occur: engine ordynamometer coolant temperature, engine oil pressure, dyna-mometer field current, engine speed, exhaust temperature,excessive vibration, or when the fire protection system isactivated. The interlock should include a method to cut off thefuel supply to the engine at the injector pump (including thereturn line). A remote fuel cut off station (external to the teststand) is recommended.

A1.6 Employ other safety precautions as required byregulations.

A2. INTAKE AIR AFTERCOOLER

A2.1 Obtain the Modine aftercooler from a Mack Truckdealer. Order the aftercooler using part number 5424 03 928031. This is a non-stocked part in the Mack Parts DistributionSystem and will appear as an invalid part number. Instruct the

dealer to expedite the aftercooler on a Ship Direct purchaseorder. The aftercooler will be shipped directly from Modine,bypassing the normal Mack Parts Distribution System.

A3. ENGINE BUILD PARTS KIT

A3.1 See Tables A3.1 and A3.2.

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TABLE A3.1 Engine Build Parts Kit

Description Cummins P/N Per Kit Critical

Cam Follower PartsInjector cam follower assy 3417645 6 YValve cam follower 3161475 12 YCam follower shaft 3417766 2 YCam follower shaft support (end) 3064583 1 YCam follower shaft support (center) 3895830 5 YCam follower shaft support (end) 3064582 1 YPlain washer 3009330 7

Cylinder Head PartsExpansion plug 3007632 2Expansion plug 3895479 2Expansion plug 206741 2Expansion plug 3007635 8Valve seat (exhaust) 3090704 12Valve insert (intake) 3088978 12Valve stem guide 3328785 24Valve spring 3895860 24 YIntake valve 3417778 12Valve collet 3275354 48Exhaust valve 3417779 12Valve spring retainer 3883512 24 YSpring guide 3070072 24Pipe plug 3008465 16Orifice plug 3820749 6Valve stem seal, intake 3328781 12 YValve stem seal, exhaust 3328781 12 Y

Overhead ComponentsRocker lever assembly (exhaust) 3400974

40039063 Y

Rocker lever assembly (exhaust) 34009714003903

3 Y

Rocker lever assembly (intake) 34009734003905

3 Y

Rocker lever assembly (intake) 34009724003904

3 Y

Rocker lever assembly (injector) 30690203068947

6 Y

Rocker lever shaft 3417765 2 YValve crosshead (EGR batch) 3070175 12 YPush rod 3068390 12Push rod 3076046 6Rocker lever support 3893584 4Rocker lever support 3079662 2Rocker lever support 3079661 2Retaining clamp 3077444 8

Pistons/Rings/LinersPiston top 3896030 6 YPiston skirt 3081334 6 YPiston pin 3063843 6Retaining ring 3016652 12Top compression ring K171646 6 YSecond compression ring 3899413 6 YOil ring 3161808 6Cylinder liner 3080760 6 Y

Miscellaneous ComponentsPressure regulator plunger 3068979 1Compression spring 3010146 1Retainer plug 3895718 1Piston cooling nozzle 3080708 6Rectangular seal 3047188 6Oil cooler 3161781 1Connecting rod bearing 3016760 12 YGasket, Stainless Steel EGR 3680850 2 YGasket, Exhaust to EGR Cooler EX239064AM 1 YEGR Hose EX3101632 2 YOil filter 3401544 (EGR-3) 1 Y

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A4. SENSOR LOCATIONS AND SPECIAL HARDWARE

A4.1 See Figs. A4.1-A4.16.

TABLE A3.2 Non-Kit Parts Available from the CPD

Description P/N Critical Part

EGR Cooler 3101174 YGasket 3680850 YEGR Flex Pipe Y4006151 YMounting Plate Y4006095 YExhaust Gasket EX239064AM YExhaust Manifold Assembly Y4006116 YCylinder Head 4004086 YInjector (400 hp) 3411753 YTurbocharger V00382 HX52wc YEngine Block with disabled capacitors 3329058 YTest Stand Setup KitEGR Cooler Exhaust Gas Exit Pipe TEGR0002 YEGR Cooler Coolant Pipe TEGR0004 YEGR Hose 3101632 YEGR Exhaust Gas Elbow TEGR0003 Y

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FIG. A4.1 Oil Heat Exchanger Adapter Blocks, and Oil Cooler Block-off Plate

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FIG. A4.2 Oil Heat Exchanger, Crankcase Pressure and Coolant Discharge Locations

FIG. A4.3 Oil Pan Modifications

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FIG. A4.4 Fuel In Temperature, Fuel Pressure, Oil Gallery Temperature, and Oil Gallery Pressure Locations

NOTE 1—The relative radial position and spacing of the Intake Air Pressure and Intake Air Temperature taps is not specified.NOTE 2—Tubing: 3.5 in. O.D. by 0.0625 in. wall thickness.

FIG. A4.5 Intake Air of the Pressure and Temperature Locations

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NOTE 1—The relative radial position and spacing of the Exhaust Pressure, Exhaust Temperature, and Exhaust CO2 taps is not specified.NOTE 2—Tubing dimensions: 3.5 in. O.D. with 0.0625 in. wall thickness.

FIG. A4.6 Exhaust Temperature, Exhaust Pressure and Exhaust CO 2 Probe Locations

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FIG. A4.7 Intake Manifold Pressure, Intake Manifold Temperature, Coolant Out Temperature, and Coolantin Temperature Measurement Locations

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FIG. A4.8 Oil Filter Pressure Measurement Locations and Pressurized Oil Fill Location

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NOTE 1—EGR Cooler, Part Number 3101174NOTE 2—Gasket (2), Part Number 3680850NOTE 3—Restrictor Plate (no part number)NOTE 4—EGR Flex Pipe, Part Number Y4006151NOTE 5—Exhaust Gasket, Part Number EX239064AMNOTE 6—Exhaust Manifold Assembly, Part Number Y4006116NOTE 7—Mounting Plate, Part Number Y4006095

FIG. A4.9 EGR Components on EGR Cooler Inlet Side

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NOTE—Temperature and pressure tap located 25 mm (nominal) from flange surface.FIG. A4.10 EGR Cooler Inlet Temperature and Pressure Measurement Location

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NOTE 1—Part Number, TEGR0002NOTE 2—Part Number TEGR0004NOTE 3—Part Number 3101632NOTE 4—Part Number TEGR0003

FIG. A4.11 EGR Components on EGR Cooler Outlet Side

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NOTE—Temperature and pressure tap located 85 mm (nominal) from flange surface.FIG. A4.12 EGR Cooler Outlet Temperature and Pressure Measurement Location

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FIG. A4.13 Intake Manifold CO 2 Probe Insertion Depth

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FIG. A4.14 Intake Manifold CO 2 Probe Location

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NOTE—Cut red and black leads (shown as A and D, respectively, in image above).FIG. A4.15 Engine Position Sensor Modifications

NOTE—Fabricate probe according to details referenced in A15.1.FIG. A4.16 Exhaust CO 2 Sampling Probe Insertion Depth

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A5. EXTERNAL OIL SYSTEM

A5.1 See Fig. A5.1.

FIG. A5.1 External Oil System

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A6. FUEL SPECIFICATIONS

A6.1 See Table A6.1.

A7. CUMMINS SERVICE PUBLICATIONS

A7.1 General preparation techniques for Cummins M11engines are detailed in the Cummins publication titled, ShopManual—M11 Series Engines, Bulletin No. 3666075-00.

A7.2 Engine specifications, component specifications andtorque values can be found in the Cummins publication titled,Specification Manual—M11 Series Engines, Bulletin No.3666076-00.

A7.3 Troubleshooting and repair information can be foundin the Cummins publication titled, Troubleshooting and Repair

Manual—M11 Series Engines, Bulletin No. 3666074-00.

A7.4 Valve train overhead adjustments are shown in thevideo tape titled, N14/L10 Command Select Overhead Adjust-ments, Bulletin No. 3387746.

A7.5 Information concerning the reuse of overhead com-ponents can be found in the Cummins publication titled,Cummins Overhead Reuse Guidelines L-10 Series Engines,Bulletin No. 3810388-00.

A8. SPECIFIED UNITS AND FORMATS

A8.1 Specified Units:

A8.1.1 The parameters in this test method are specified inmetric units except for pipe fittings, tubing, tubing fittings, andCompucheck fittings. Pipe fittings, tubing, and tubing fittingsare available worldwide and are not interchangeable withmetric-sized equivalents because of differences in thread di-

mensions. Therefore no metric conversion is stated. TheCompucheck fittings are diagnostic ports in the Cummins M11engine block. The ports are standard straight thread and are notinterchangeable with metric-sized equivalents.

TABLE A6.1 Fuel Specifications

Property Test Method MinimumA MaximumA

Sulfur, % mass D 2622 0.04 0.05Gravity, degrees API D 287 or D 4052 34.5 36.5 (37)Hydrocarbon Composition,

% volumeAromatics D 1319 (FIA) 28 (27) 33Olefin D 1319 (FIA) Report

Cetane Number D 613 42 (40) 48Cetane Index D 4737 and D 976 ReportCopper Strip Corrosion D 130 1Flash Point, °C D 92 54Pour Point, °C D 97 -18Cloud Point, °C D 2500 ReportCarbon Residue on

10 % Residuum, %D 524 (10 % Bottoms) 0.35

Water and Sediment,% volume

D 2709 0.05

Viscosity, cSt at 40°C D 445 2.4 3.0Ash, % mass D 482 0.005Total Acid Number D 664 0.05Strong Acid Number D 664 0.00Accelerated Stability D 2274 TBDDistillation, °C D 86

IBP Report10 % Report50 % Report90 % 282 338EP Report

A Minimum and Maximum numbers in parentheses are EPA Certification FuelSpecifications.

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A8.1.2 Test Report—Record operational parameters accord-ing to Table A8.1. Report test results in the units and with thesignificant digits shown in Table A8.2. Round test results incompliance with Practice E 29.

A8.1.3 Measurements and Conversions—With the excep-tions noted in A8.1.1, all parameters have been specified in SIunits. The intent of this test method is to measure all param-eters directly in SI units. If parameters are measured ininch-pound units, then the laboratory shall be able to demon-strate to the TMC that the measurements are within thetolerance after conversion to SI units.

A8.1.3.1 Significant error may occur due to rounding ortolerance stacking, or both, when converting from inch-poundunits to SI units.

A8.2 Specification Format—Specifications are listed inthree formats:

(1) Target,(2) Target and range, and(3) Range with no target.A8.2.1 Target—A target specification has no tolerance.

Therefore the only acceptable value is the target. A represen-tative specification format is xx.xx (target). For example, theoil pan oil charge is listed as 24.7 kg.

A8.2.1.1 A parameter with a target shall not be intentionallycalibrated or controlled at a level other than the target.

A8.2.2 Target and Range—A target and a range specifica-tion implies the correct value is the target and the range isintended as a guide for maximum acceptable variation aboutthe mean. A representative specification format is xx.xx6 x.xx(target6 range). For example, the engine speed is 18006 5r/min.

NOTE A8.1—The mean of a random sample should be equivalent to thetarget. Operation within the range does not imply that parameter will notbias the final test results.

A8.2.3 Range with No Target—A range with no targetspecification is used when (1) the parameter is not critical andcontrol within the range is sufficient or (2) the measurementtechnique is not precise, or both. A representative specificationformat is xx.xx - xx.xx (rangelow—rangehigh). For example,the coolant system pressure is 99 to 107 kPa.

A9. REPORT FIGURES (FORMS) AND DATA DICTIONARY

A9.1 Download the actual report figures (forms) and datadictionary separately from the ASTM Test Monitoring CenterWeb Page at http://www.tmc.astm.cmri.cmu.edu/ or they canbe obtained in hardcopy format from the TMC.

TABLE A8.1 Minimum Resolution of Recorded Measurements

Parameter Record Data to Nearest

Speed 1 r/minPower 1 kWTorque 1 N·mFuel Flow 0.1 kg/hCoolant In Temperature 0.1°CCoolant Out Temperature 0.1°CFuel In Temperature 0.1°COil Gallery Temperature 0.1°CIntake Air Temperature 0.1°CExhaust (Tailpipe) Temperature 1°CIntake Manifold Pressure 0.1 kPaCrankcase Pressure 0.01 kPaExhaust Pressure 0.1 kPa

TABLE A8.2 Significant Digits for Test Results

Parameter Round Off to Nearest

Mass Loss 0.1 mgSludge 0.1 meritFilter Plugging 1 kPa

TABLE A9.1 List of Report Forms

Final Report Cover Sheet Form 1Table of Contents Form 2Summary of Test Method Form 3Test Results Summary Form 4Operational Summary Form 5Crosshead Mass Loss Summary Form 6Oil Filter Delta Pressure Plot Form 7Sludge Rating Summary Form 8Rod Bearing Mass Loss Form 9Piston Rating Summary Form 10Piston 1 Deposit Ratings Form 11Piston 2 Deposit Ratings Form 12Piston 3 Deposit Ratings Form 13Piston 4 Deposit Ratings Form 14Piston 5 Deposit Ratings Form 15Piston 6 Deposit Ratings Form 16Ring Mass Loss Summary Form 17Oil Analysis Summary Form 18Test Fuel Analysis Form 19Injector Adjusting Screw Mass Loss Form 20Unscheduled Downtime and Maintenance Summary Form 21Characteristics of the Data Acquisition System Form 22

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A10. SLUDGE RATING WORKSHEETS

A10.1 See Figs. A10.1 and A10.2.

FIG. A10.1 Rocker Arm Cover Sludge Rating Worksheet

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FIG. A10.2 Oil Pan Sludge Rating Worksheet

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A11. PISTON RATING LOCATIONS

A11.1 See Table A11.1.

A12. OIL ANALYSES

A12.1 See Table A12.1.

A13. OIL FILTER PLUGGING

A13.1 See Figs. A13.1 and A13.2.

TABLE A11.1 Piston Rating Locations

Location/Deposit Special Instructions

Grooves:Top Groove FillSecond Groove FillGrooves No. 1, No. 3 Rate HC, MC, LCGroove No. 2 Rate HC, LC

Lands:Top Land Heavy CarbonTop Land % Flaked CarbonLands No. 1—No. 4 Rate HC, LC only

Other:Oil Cooling Gallery Rate separately from grooves and landsUndercrown Rate separately from grooves and lands

TABLE A12.1 Oil Analysis

SampleHour

Parameter

MetalsA TANB TBNC Vis at 100°CD SootE

0 X X X X X25 X X X50 X X X X X75 X X X

100 X X X X X125 X X X X X150 X X X X X175 X X X X X200 X X X X X225 X X X X X250 X X X X X275 X X X X X300 X X X X X

A D 5185 (Copper, Iron, Lead, Chromium, Aluminum).B D 664.C D 4739 and D 2896.D D 5967 Annex 3 or D 445.E D 5967 Annex 4.

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FIG. A13.1 Non-Adjusted Oil Filter Delta P

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A14. DETERMINATION OF OPERATIONAL VALIDITY

A14.1 Quality Index Calculation:

A14.1.1 Calculate Quality Index (QI) for all control param-eters according to the DACA II Report. Account for missing orbad quality data according to the DACA II Report.

A14.1.2 Use the U, L, Over Range, and Under Range valuesshown in Table A14.1 for the QI calculations.

A14.1.3 Round the calculated QI values to the nearest0.001.

A14.1.4 Report the QI values on Form 5, listed in TableA9.1.

A14.2 Averages:

A14.2.1 Calculate the average for control and non-controlparameters, and report the values on Form 5 shown in Table

A9.1. Note that the averages are not directly used to determineoperational validity but may be helpful when an engineeringreview is required (A14.4).

A14.3 Determining Operational Validity:

A14.3.1 QI threshold values for operational validity areshown in Table A14.1.

A14.3.1.1 A test with all control parameter QI valuesgreater than or equal to the threshold value is operationallyvalid.

A14.3.1.2 Perform an engineering review to determine op-erational validity for a test with any control parameter QI valueless than the threshold value shown in Table A14.1.

A14.4 Engineering Review:

FIG. A13.2 Adjusted Oil Filter Delta P

TABLE A14.1 Quality Index Calculation Values

Control Parameter Units Quality Index ThresholdQuality Index U and L ValuesA Over and Under Range ValuesB

U L Low High

SpeedC r/min 0.000 TBD TBD TBD TBDFuel FlowC kg/h 0.000 TBD TBD TBD TBDCoolant Out Temperature °C 0.000 TBD TBD TBD TBDFuel In Temperature °C 0.000 TBD TBD TBD TBDOil Gallery Temperature °C 0.000 TBD TBD TBD TBDIntake Manifold Temperature °C 0.000 TBD TBD TBD TBDExhaust Back Pressure kPa 0.000 TBD TBD TBD TBDA Quality Index U and L Values to be Determined.B Over and Under Range Values to be determined.C U and L values for speed are split by test stage.

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A14.4.1 An engineering review shall be performed when acontrol parameter QI value is below the threshold value. Atypical engineering review involves investigation of the testdata to determine the cause of the QI value below threshold.The purpose of the review is to determine whether a realcontrol problem existed and the possible impact on the test. Forexample, a test has a low QI value for fuel flow. An examina-tion of the fuel flow data may show that the fuel flow datacontains several over range values. An examination of exhausttemperatures may help determine whether the instrumentationproblem affected real fuel flow or only affected the dataacquisition.

A14.4.2 Conduct engineering reviews for reference testsjointly with the TMC. For non-reference tests, optional input isavailable from the TMC for the engineering review.

A14.4.3 Determine operational validity based upon theengineering review and summarize the decision in the com-ment section of Form 1, listed in Table A9.1. Supportingdocumentation may be included at the end of the test report.The final decision regarding operational validity rests with thelaboratory.

A15. EXHAUST CO2 SAMPLING PROBE

A15.1 Details concerning fabrication of the exhaust sam-pling probe are shown in the Code of Federal Regulations(CFR), Title 40, Part 86. CFR Title 40, Part 86 can bedownloaded from the following Internet address: http://www.access.gpo.gov/nara/about-cfr.html

Hardcopy of the CFR Title 40 Part 86 may be obtained from:

Superintendent of DocumentsAttn: New OrdersP.O. Box 371954Pittsburgh, PA 15250-7954Charge orders may be telephoned to the Government Print-

ing Office order desk at 202-512-1800.

APPENDIX

(Nonmandatory Information)

X1. TYPICAL SYSTEM CONFIGURATIONS

X1.1 Intake Air System (Fig. X1.1)

X1.2 Fuel System (Fig. X1.2)

X1.3 Coolant System (Fig. X1.3)

FIG. X1.1 Intake Air System (Typical)

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NOTE—Heating or cooling, or both, may be necessary to maintain fuel temperature.FIG. X1.2 Fuel System (Typical)

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FIG. X1.3 Coolant System (Typical)

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