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Sequence IVA Engine Test
|
|
Engine |
Nissan 2.4L inline 4 cylinder |
|
Test Length (h) |
100 |
|
Stages |
2 (Low and High speed) |
|
Stage Duration (minutes) |
50/10 |
|
Speed (RPM) |
800/1500 |
|
Manifold Pressure (KPa absolute) |
60/65 |
|
Oil Temperature |
50/60 |
|
Coolant Temperature (°C) |
50/55 |
|
Fuel |
Haltermann Fuel unleaded (Dyed Green) |
Sequence VIII Engine Test
The Sequence VIII is a fired engine test used to evaluate candidate oil's ability to prevent Copper /Lead bearing corrosion. In addition this test is used to evaluate lubricant's resistance to viscosity loss due to mechanical shearing.
Test performance Parameters are Bearing Weight Loss after 40 hours and the viscosity @ 100°C of the "vacuum stripped" oil sample taken after 10 hours of operation.
Sequence VIII Test Conditions
|
Engine |
LABECO Single Cylinder |
|
Test Length (h) |
40 |
|
Speed (RPM) |
3150 ± 25 |
|
Oil Temperature (°C) |
143.5 ± 1 |
|
Coolant Temperature (°C) |
93.5 ± 1 |
|
Fuel Consumption (kg/h) |
2.15 ± 0.11 |
|
Air/Fuel Ratio |
14.0 ± 0.5 |
|
Fuel |
Haltermann Unleaded Fuel (Dyed Green) |
Engine Oil Aeration Test (ASTM D6894)
ASTM D6894, Engine Oil Aeration Test, is a standard test method for evaluation of the oils resistance to Oil Aeration. Commonly referred to as HEUI or EOAT, the test was originally developed in 1994 to measure the aeration tendencies of heavy duty diesel engine oils. It was intended to replace the ASTM high temperature foam test D6082 in API CG-4 requirements, API CG-4 was implemented and it was discovered that the ASTM foam tests did not correlate with engine oil aeration in field service. The Engine Oil Aeration test is run in a fired engine for 20 hours and the aeration is measured as a % volume of the oil.
This test has not been used for PCMO specification and it is not know if this test would be suitable for the proposed GF-5 application.
Sequence VID Engine Test
The Sequence VID is currently under development. This new test is intended to replace the Sequence VIB as the Fuel Economy test for ILSAC GF-5. As an outcome of discussions within ILSAC/OIL a Consortium was formed to oversee and fund the Sequence VID development.
The members are:
|
Automotive Companies |
Oil Companies |
Additive Companies |
|
General Motors Corp. |
Chevron |
Lubrizol |
|
Ford Motor Co. |
ExxonMobil |
Afton Chemical |
|
Shell |
Infineum |
|
|
|
|
Oronite |
|
|
|
R. T. Vanderbilt |
VID Development Program Status
The Sequence VID Development Consortium has been very active. Listed below are some of the activities that are underway:
- A Test Engine has been selected - GM 3.6L High Feature V6 Engine
- Engine mapping has been determined
- A preliminary test procedure is in place
- A test Precision Matrix is under development
- Test oils for the Precision Matrix have been solicited
The preliminary testing as of May 2008 has indicated that the three criteria for adoption can be met by the proposed procedure
- Discriminate between oils of differing viscosity grade
- Discriminate between oils with and without friction modifiers
- Discriminate between "New" and "Aged" or used oils
Updates will be posted when information is publicly released by the Consortium.
HTHS Bench Test
New to GF-5. 0W, 5W, 10W-40 changed from 2.9 to 3.5 cSt minimum at 150°C
D4951 Bench Test
Sequence IIIGB (EOT) Bench Test
Emissions System Durability
An ASTM committee, Emissions System Compatibility Improvement Team (ESCIT) is working to develop a process that will identify the amount of Phosphorous that escapes the engine and finds its way into the emissions systems (catalytic converter and other aftertreatment devices). It is known that volatilized Phosphorous will impair catalyst efficiency and thus Phosphorous volatility is of concern.
A considerable amount of effort has been put forward by this team and they have made a recommendation to ILSAC/OIL.
The ESCIT recommendation is to measure the % Phosphorous Retention in the EOT (100 hour) sample from the Sequence IIIG test.
D5800 Bench Test
D6417 Bench Test
D892 (Option A Modified) Bench Test
D6082 (Option A) Bench Test
MHT-4 TEOST Bench Test
The MHT-4 TEOST (ASTM D7097) is a bench test used to evaluate oil performance relative to forming Moderately High Temperature Piston Deposits when subjected to high power and temperature operating conditions.
The performance parameter is the weight of deposits on a heated metal rod.
MHT-4 TEOST Test Conditions
|
Equipment |
SAVANT TEOST |
|
Test Length, hours |
24 |
|
Oil Sample volume, g |
8.50 |
|
Depositor rod Temperature, °C |
285 |
|
Air Flow, ml/minute |
10 |
|
Depositor Oil Flow, g/minute |
0.25 |
|
Catalyst |
Liquid Napthenates (Pb/Fe/Sn) |
|
Catalyst Concentration |
0.114g/g oil |
The TEOST 33C and TEOST MHT-4 tests are designed to measure high temperature deposit forming tendencies of lubricating oils but the procedures are quite different. The TEOST 33C version cycles between 200°C and 480°C for two hours and is primarily designed to protect turbochargers. The MHT-4 is run at a constant temperature of 285°C for 24 hours and is to evaluate piston deposits.
Together the test results from both versions paint a picture of the candidate oil's high temperature deposit forming tendency.
TEOST 33C (ASTM 6335) Bench Test
The Thermo-Oxidation Engine Oil Simulation Test (TEOST®) 33C was originally developed for and made part of GF-2 to evaluate Turbocharger deposit formation. This test was not included in GF-3 or GF-4 but this test, TEOST 33C has been included in the draft specification proposed for GF-5. The GF-2 Performance limit was 60 mg maximum and the GF-5 proposal weighs in at 25 mg maximum. This test is meant to evaluate the high temperature deposit forming tendencies of crankcase oil.
This test simulates the cyclic temperatures encountered by lubricating oil in a turbocharged gasoline fueled engine. About 100 ml of test oil is used in a 12 cycle/2 hour test. The test piece is a hollow heated rod (TEOST® Depositor Rod) that will accumulate deposits over the 2 hour test period. The test oil flows over the rod ant about 0.5g/minute while the test piece is cycled 12 times over a temperature range of 200°C to 480°C. The increase in the weight of the rod is the performance parameter measured for this procedure. The greater the weight gain, the poorer the performance.
TEOST 33C Test Conditions
|
Equipment |
SAVANT TEOST |
|
Test Length, hours |
2 |
|
Number of Cycles |
12 |
|
Cycle Duration, minutes |
9.5 |
|
Depositor Rod Temperature, °C |
200 to 480 |
|
Depositor Oil Flow, g/minute |
0.45 |
|
Oil Sample volume, ml |
100 |
|
Catalyst |
Ferric Napthenate |
The TEOST 33C and TEOST MHT-4 tests are designed to measure high temperature deposit forming tendencies of lubricating oils but the procedures are quite different. The TEOST 33C version cycles between 200°C and 480°C for two hours and is primarily designed to protect turbochargers. The MHT-4 is run at a constant temperature of 285°C for 24 hours and is to evaluate piston deposits.
Together the test results from both versions paint a picture of the candidate oil's high temperature deposit forming tendency.
EOWTT & EOFT Bench Tests
ASTM D6922 Bench Test
ROBO Bench Test
The ROBO test is a proposed bench test for evaluation of the used oil low temperature viscosity performance of engine oils. This test was developed by Degussa Rhomax Additives and has been accepted by ILSAC/OIL for evaluation as a Sequence IIIGA replacement.
Test Procedure
Test oil is combined with Iron Ferrocene catalyst is placed in a reaction vessel. The mixture is reacted under vacuum with Nitrogen Dioxide and air for 40 hours at 170°C, while being stirred with a paddle stirrer.
The performance parameter to be evaluated is low temperature viscosity as measured by the ASTM D4684 MRV-TP1.
ROBO Bench Test Conditions (Proposed)
|
Test Length, h |
40 |
|
Temperature, °C |
170 |
|
Test Oil charge, g |
197 |
|
Stirrer speed, RPM |
200 |
|
Catalyst, Iron Ferrocene, ppm |
15 |
|
Airflow, ml/minute |
185 |
|
Nitrogen Dioxide (Liquid Phase) |
2ml/h for 12 h |
|
Vacuum for test vessel, mm Hg |
18 |
|
Volatility (Loss) % |
35-45 |
The ROBO test has been proposed as an ASTM standard and the test is being considered inclusion in GF-5.
Ball Rust Test ASTM D6557 Bench Test
The BRT (Ball Rust Test) ASTM D6557 is a bench test developed to replace the Sequence IID engine test for measuring rust of iron or steel parts in an engine. It is used to measure a candidate oils ability to prevent corrosion of the internal engine parts in service where water and acid build-up occur.
The BRT is an 18 hour procedure during which the actual Lifter Ball from a hydraulic tappet is exposed to an acid/water solution in air. The performance parameter in this procedure is called the Gray Value Rating. The Gray Value Rating is obtained from an instrument that measures reflective intensity which is an indicator of surface area corrosion.
Ball Rust Test Conditions
|
Equipment |
Hydraulic Lifter Ball in a 20cc glass containers with 10 ml of test oil on a shaker table |
|
Test Length |
18 hours |
|
Temperature |
48°C |
|
Shaker Speed |
300 RPM |
|
Air Flow |
40 cc / minute |
|
Acid Solution |
Acetic/Hydrobromic/Hydrochloric Acids in deionized water |
|
Acid Add Rate |
0.19 ml/hour |
Humidity Cabinet Rust Test (ASTM D1748)
ASTM D1748 is a standard procedure for evaluating corrosion protection capacity of lubricating oil under high humidity conditions.
Testing is conducted in a sealed chamber called a Humidity Cabinet that provides a moisture saturated environment causing continuous condensation and evaporation. Test panels are suspended from a rotating stage and air temperature is maintained at 48.9 ± 1.1°C.
Performance parameter is the degree of rusting that occurs and is a visual assessment. Proposed limit has been "No Rust".
This test has been officially dropped by ILSAC/OIL.
Seal Compatibility (ASTM D7216-05) Bench Test 
ASTM D7216 is a standard procedure for evaluating oil compatibility with typical seal materials used in automotive applications.
The HDEO categories have had seal compatibility included since the API CH-4 service category and GM has had a requirement for a few years for their passenger car engine oils. Seal compatibility has been proposed for GF-5 in order to provide a leak free engine which is good for the environment.
The current proposal is to evaluate the seal materials after 336 hours of immersion in the candidate oil. The seal material proposed and the test temperature are listed below:
Seal Compatibility Test Conditions
|
Seal Material |
Temperature, °C |
|
Polyacrlate Rubber |
150 |
|
Hydrogenated Nitrile Rubber |
100 |
|
Silicone Rubber |
150 |
|
Fluorocarbon Rubber (FKM-1) |
150 |
|
Ethylene Acrylic Rubber |
150 |
The properties measured for each material are:
1. Volume Change, % ∆
2. Hardness Change, Points
3. Tensile Strength, % ∆
4. Elongation at Break, % ∆
5. Tensile Stress at 50% Elongation, % ∆
Emulsion Retention Bench Test
Emulsion Retention is an ILSAC GF-5 issue due to the increasing use of BioFuels such as E-85 in Flexible
Fuel Vehicles.
Chrysler has proposed a bench test to evaluate emulsion retention in the presence of water and ethanol in gasoline.
The procedure uses the candidate oil blended* with 10% water and 10% E-85 fuel. The expectation is to have the following occur:
Emulsion Retention Test Conditions
|
24 hours @ 0°C |
No water separation |
|
24 hours @ 25°C |
No water separation |
*blended using a Waring blender or equivalent for 1 minute at room Temperature.
E-85 fuel is 85% Ethanol and 15% gasoline.
