Designation: D6201 − 04 (Reapproved 2009)

Standard Test Method for

Dynamometer Evaluation of Unleaded Spark-Ignition Engine
Fuel for Intake Valve Deposit Formation1
This standard is issued under the fixed designation D6201; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (´) indicates an editorial change since the last revision or reapproval.

1. Scope Subject Section

Engine Operating Area 6.1.2
1.1 This test method covers an engine dynamometer test Fuel Injector Testing Area 6.1.3
procedure for evaluation of intake valve deposit formation of Intake Valve Rinsing and Parts Cleaning Area 6.1.4
unleaded spark-ignition engine fuels.2 This test method uses a Parts Rating and Intake Valve Weighing Area 6.1.5
Test Stand Laboratory Equipment 6.2
Ford Ranger 2.3 L four-cylinder engine. This test method Test Stand Configuration 6.2.1
includes detailed information regarding the procedure, hard- Dynamometer Speed and Load Control System 6.2.2
ware, and operations. Intake Air Supply System 6.2.3
Exhaust System 6.2.4
1.2 The ASTM Test Monitoring Center (TMC)3 is respon- Fuel Supply System 6.2.5
Engine Control Calibration 6.2.6
sible for engine test stand calibration as well as issuance of Ignition System 6.2.7
information letters after test method modifications are ap- Engine Coolant System 6.2.8
proved by Subcommittee D02.A0 and Committee D02. Users External Oil System 6.2.9
Temperature Measurement Equipment and Locations 6.2.10
of this test method shall request copies of recent information Pressure Measurement Equipment and Locations 6.2.11
letters from the TMC to ensure proper conduct of the test Flow Measurement Equipment and Locations 6.2.12
method. Speed and Load Measurement Equipment and Locations 6.2.13
Exhaust Emissions Measurement Equipment and Location 6.2.14
1.3 The values stated in SI units are to be regarded as DPFE (EGR) Voltage Measurement Equipment and Location 6.2.15
standard. The values in parentheses are provided for informa- Ignition Timing Measurement Equipment and Location 6.2.16
Test Engine Hardware 6.3
tion only. Test Engine Parts 6.3.1
New Parts Required 6.3.2
1.4 This standard does not purport to address all of the Reusable Engine Parts 6.3.3
safety concerns, if any, associated with its use. It is the Special Measurement and Assembly Equipment 6.4
responsibility of the user of this standard to establish appro- Reagents and Materials 7
Hazards 8
priate safety and health practices and determine applicability Reference Fuel 9
of regulatory limitations prior to use. Specific warning state- Preparation of Apparatus 10
ments are given throughout this test method. Test Stand Preparation 10.1
Engine Block Preparation 10.2
1.5 This test method is arranged as follows: Preparation of Miscellaneous Engine Components 10.3
Subject Section Cylinder Head Preparation 10.4
Scope 1 Cylinder Head Assembly 10.5
Referenced Documents 2 Cylinder Head Installation 10.6
Terminology 3 Final Engine Assembly 10.7
Summary of Test Method 4 Calibration 11
Significance and Use 5 Test Stand Calibration 11.1
Apparatus 6 Instrumentation Calibration 11.2
Laboratory Facilities 6.1 Procedure 12
Engine and Cylinder Head Build-Up and Measurement Area 6.1.1 Pretest Procedure 12.1
Engine Operating Procedure 12.2
Periodic Measurements and Functions 12.3
End of Test Procedures 12.4
1
This test method is under jurisdiction of ASTM Committee D02 on Petroleum Determination of Test Results 13
Products and Lubricantsand is the direct responsibility of Subcommittee D02.A0.01 Post-Test Intake Valve Weighing Procedure 13.1
on Gasoline and Gasoline-Oxygenate Blends. Photographs of Parts—General 13.2
Current edition approved June 1, 2009. Published November 2009. Originally Induction System Rating 13.3
approved in 1997. Last previous edition approved in 2004 as D6201–04. DOI: Determination of Test Validity-Engine Conformance 13.4
10.1520/D6201-04R09. Report 14
2
Supporting data have been filed at ASTM International Headquarters and may Precision and Bias 15
be obtained by requesting Research Report RR:D02-1453. Keywords 16
3
ASTM Test Monitoring Center (TMC), 6555 Penn Avenue, Pittsburgh, PA Annexes
15206-4489. Detailed Specifications and Photographs of Apparatus Annex A1

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

Copyright by ASTM Int'l (all rights reserved); 1

 D6201 − 04 (2009)

Subject Section Gasoline and Operated Under Low-Temperature, Light-

Engine Part Number Listing Annex A2 Duty Conditions (Withdrawn 2003)5
Statistical Equations for Mean and Standard Deviation Annex A3
D5482 Test Method for Vapor Pressure of Petroleum Prod-
2. Referenced Documents ucts (Mini Method—Atmospheric)
E203 Test Method for Water Using Volumetric Karl Fischer
2.1 ASTM Standards:4 Titration
D86 Test Method for Distillation of Petroleum Products at E1064 Test Method for Water in Organic Liquids by Coulo-
Atmospheric Pressure metric Karl Fischer Titration
D235 Specification for Mineral Spirits (Petroleum Spirits) 2.2 ANSI Standard:6
(Hydrocarbon Dry Cleaning Solvent) MC96.1 Temperature Measurement-Thermocouples
D287 Test Method for API Gravity of Crude Petroleum and 2.3 Coordinating Research Council (CRC):7
Petroleum Products (Hydrometer Method) CRC Manual 16, Carburetor and Induction System Rating
D381 Test Method for Gum Content in Fuels by Jet Evapo- Manual
ration 2.4 SAE Standard:8
D525 Test Method for Oxidation Stability of Gasoline (In- J254 Instrumentation and Techniques for Exhaust Gas Emis-
duction Period Method) sions Measurement
D873 Test Method for Oxidation Stability of Aviation Fuels
(Potential Residue Method) 3. Terminology
D1266 Test Method for Sulfur in Petroleum Products (Lamp 3.1 Definitions of Terms Specific to This Standard:
Method) 3.1.1 base fuel, n—unleaded automotive spark-ignition en-
D1298 Test Method for Density, Relative Density (Specific gine fuel that does not contain a deposit control additive, but
Gravity), or API Gravity of Crude Petroleum and Liquid may contain antioxidants, corrosion inhibitors, metal deactiva-
Petroleum Products by Hydrometer Method tors, dyes, or oxygenates, or a combination thereof.
D1319 Test Method for Hydrocarbon Types in Liquid Petro-
3.1.2 blowby, n—the combustion products and unburned
leum Products by Fluorescent Indicator Adsorption
air/fuel mixture that enter the crankcase.
D1744 Test Method for Determination of Water in Liquid
Petroleum Products by Karl Fischer Reagent (Withdrawn 3.1.3 deposit control additive, n—material added to the base
2000)5 fuel to prevent or remove deposits in the entire engine intake
D2427 Test Method for Determination of C2 through C5 system.
Hydrocarbons in Gasolines by Gas Chromatography [Link] Discussion—For the purpose of this test method, the
D2622 Test Method for Sulfur in Petroleum Products by performance evaluation of a deposit control additive is limited
Wavelength Dispersive X-ray Fluorescence Spectrometry to the tulip area of intake valves.
D3237 Test Method for Lead in Gasoline by Atomic Absorp- 3.1.4 exhaust emissions, n—combustion products from the
tion Spectroscopy test fuel including unburned hydrocarbons (HC), carbon mon-
D4057 Practice for Manual Sampling of Petroleum and oxide (CO), carbon dioxide (CO2), unreacted oxygen (O2), and
Petroleum Products oxides of nitrogen (NOx).
D4294 Test Method for Sulfur in Petroleum and Petroleum 3.1.5 intake system, n—components of the engine whose
Products by Energy Dispersive X-ray Fluorescence Spec- function it is to prepare and deliver an air/fuel mixture to the
trometry combustion chamber and includes the throttle, intake manifold,
D4814 Specification for Automotive Spark-Ignition Engine exhaust gas recirculation (EGR) and positive crankcase venti-
Fuel lation (PCV) ports, cylinder head runners and ports, intake
D4953 Test Method for Vapor Pressure of Gasoline and valves, and fuel injectors.
Gasoline-Oxygenate Blends (Dry Method)
D5059 Test Methods for Lead in Gasoline by X-Ray Spec- 3.1.6 intake valve deposit, n—material accumulated on the
troscopy tulip area of the intake valve, generally composed of carbon,
D5190 Test Method for Vapor Pressure of Petroleum Prod- other fuel, lubricant, and additive decomposition products, and
ucts (Automatic Method) atmospheric contaminants.
D5191 Test Method for Vapor Pressure of Petroleum Prod- 3.1.7 test fuel, n—base fuel with or without the addition of
ucts (Mini Method) a deposit control additive.
D5302 Test Method for Evaluation of Automotive Engine
4. Summary of Test Method
Oils for Inhibition of Deposit Formation and Wear in a
Spark-Ignition Internal Combustion Engine Fueled with 4.1 This test method utilizes a 1994 Ford 2.3 L in-line, four
cylinder, Ford Ranger truck engine with 49 state emission

4 6
For referenced ASTM standards, visit the ASTM website, [Link], or Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
contact ASTM Customer Service at service@[Link]. For Annual Book of ASTM 4th Floor, New York, NY 10036, [Link]
7
Standards volume information, refer to the standard’s Document Summary page on Available from the Coordinating Research Council, Inc., 3650 Mansell Road,
the ASTM website. Suite 140, Alpharetta, GA 30022.
5 8
The last approved version of this historical standard is referenced on Available from Society of Automotive Engineers (SAE), 400 Commonwealth
[Link]. Dr., Warrendale, PA 15096-0001.

Copyright by ASTM Int'l (all rights reserved); 2

 D6201 − 04 (2009)
calibration. The cylinder block and cylinder head are con- 6. Apparatus
structed of cast iron. The engine features an overhead cam- NOTE 1—Photographs are provided in Annex A1 depicting the required
shaft, a cross-flow, fast burn cylinder head design, and elec- apparatus and suggesting appropriate design details.
tronic port fuel injection. 6.1 Laboratory Facilities:
4.2 Each test engine is built to a rigid set of specifications 6.1.1 Engine and Cylinder Head Build-up and Measurement
using a specially designated intake valve deposit parts kit Area—The engine and cylinder head build-up and measure-
produced by the Ford Motor Co. (see Table A2.3). New, ment area shall be reasonably free from contaminants and
weighed, intake valves are used to rebuild the cylinder head. A maintained at a uniform temperature 63°C (65°F) between 10
standard engine oil is used for each test and a new oil filter is to 27°C (50 to 80°F).
installed. The test engine is subjected to a rigorous quality 6.1.2 Engine Operating Area—The engine operating area
control procedure to verify proper engine operation. To ensure should be relatively free from contaminants. The temperature
compliance with the test objective, data acquisition of key and humidity level of the operating area are not specified. Air
parameters is utilized during test operation. from a fan can be routed on to the production air intake system
to assist in maintaining intake air temperature control.
4.3 The complete fuel system is flushed of test fuel from the
6.1.3 Fuel Injector Testing Area—The fuel injector testing
previous test. The fuel system is then filled with the new test
area shall be reasonably free of contaminants. The humidity
fuel.
should be maintained at a uniform comfortable level.
4.4 The engine is operated on a cycle consisting of two (Warning— In addition to other precautions, provide adequate
stages. The first stage comprises operating the engine at 2000 ventilation and fire protection in areas where flammable or
r/min and 30.6 kPa (230 mm Hg) manifold absolute pressure volatile liquids and solvents, or both, are used.)
for 4 min. The second stage comprises operating the engine at 6.1.4 Intake Valve Rinsing and Parts Cleaning Area—The
2800 r/min and 71.8 kPa (540 mm Hg) manifold absolute intake valve rinsing and parts cleaning area shall be reasonably
pressure for 8 min. Ramp time between each stage is 30 s and free of contaminants. The humidity should be maintained at a
is independent of the stage times. The cycle is repeated for 100 uniform comfortable level. Because of the delicate nature of
h. the deposits, do not subject the deposits to extreme changes in
temperature or humidity. (Warning —In addition to other
5. Significance and Use precautions, provide adequate ventilation and fire protection in
5.1 Test Method—The Coordinating Research Council areas where flammable or volatile liquids and solvents, or both,
sponsored testing to develop this test method to evaluate a are used.)
fuel’s tendency to form intake valve deposits. 6.1.5 Parts Rating and Intake Valve Weighing Area—The
5.1.1 State and Federal Legislative and Regulatory parts rating area and the intake valve weighing area shall be
Action—Regulatory action by California Air Resources Board reasonably free of contaminants.
(CARB)9 and the United States Environmental Protection 6.2 Test Stand Laboratory Equipment:
Agency (EPA)10 necessitate the acceptance of a standardized 6.2.1 Test Stand Configuration—An example of a similar
test method to evaluate the intake system deposit forming test stand configuration is described in Test Method D5302
tendency of an automotive spark-ignition engine fuel. (Sequence VE lubricant test method) since the same Ford 2.3
5.1.2 Relevance of Results—The operating conditions and L base engine is utilized. Mount the engine on the test stand so
design of the engine used in this test method are not represen- that the flywheel friction face is 4.0 6 0.5° from the vertical
tative of all engines. These factors shall be considered when with the front of the engine higher than the rear. The engine
interpreting test results. shall be coupled directly to the dynamometer through a
5.2 Test Validity: driveshaft. A test stand set-up kit is detailed in Table A2.1. A
5.2.1 Procedural Compliance—The test results are not con- special “dynamometer laboratory” wiring harness, Part No.
sidered valid unless the test is completed in compliance with all DTSC.260.113.00E is required. Engine driven accessories
requirements of this test method. Deviations from the param- include engine water pump and alternator or idler pulley
eter limits presented in Sections 12-14 will result in an invalid configuration as detailed in 10.7.9. If an alternator is installed,
test. Apply engineering judgment during conduct of the test it is to serve only as an idler pulley; it is not to be energized.
method when assessing any anomalies to ensure validity of the 6.2.2 Dynamometer Speed and Load Control System—The
test results. dynamometer used for this test is the Midwest 1014, 175
5.2.2 Engine Compliance—A test is not considered valid horsepower, dry gap dynamometer or equivalent. Equivalency
unless the test engine meets the quality control inspection means that the dynamometer and dynamometer control system
requirements as described in Sections 10 and 12. shall be capable of controlling the procedural specifications as
detailed in Table 1 and the stage transitions to the specifications
in [Link] and [Link].
9
State of California Air Resources Board—Stationary Source Division, Test 6.2.3 Intake Air Supply System—The intake air supply
Method for Evaluating Intake Valve Deposits (IVDs) in Vehicle Engines (California system shall be capable of controlling moisture content, dry
Code of Regulations, Title 13, Section 2257). Available from the California Air
bulb temperature, and inlet air pressure as specified in Table 1.
Resources Board, P.O. Box 2815, Sacramento, CA 95812.
10
Clean Air Act Amendments of 1990. Available from the Superintendent of See 10.7.8 and Fig. A1.4 for details of connection of the
Documents, U.S. Government Printing Office, Washington, DC 20402. laboratory intake air system to the engine.

Copyright by ASTM Int'l (all rights reserved); 3

 D6201 − 04 (2009)
TABLE 1 IVD Dynamometer Test Operating Parameters and 6.2.14 give details regarding the exhaust emissions probe
SpecificationsA configuration and location. A catalytic converter may be
ParameterA Specification
installed downstream of the exhaust back pressure and air-fuel
Stage ... 1 2 ratio probes.
Time Stage length, min 4 8 6.2.5 Fuel Supply System—A schematic diagram of a typical
fuel supply system is shown in Fig. A1.7. Supply an excess
Engine Engine speed, r/min 2000 ± 25 2800 ± 15
Loading Engine load, kW <5 record
volume of fuel to the fuel rail at all times. Introduce make-up
fuel (fuel used by the engine) into the loop from an external
Engine Inlet temperature, °C 101 + 3, –5 101 ± 3 source. Mix the make-up fuel with fuel that is returned from
Oil Outlet temperature, °C record
Inlet pressure, kPa gage record
the fuel rail (fuel not used by the engine). Pump the fuel
through a mixing chamber, or small heat exchanger, which is
Outlet temperature, °C 90 ± 3 used to mix the two streams and provide fuel of consistent
Engine Inlet temperature, °C record
Cooling Delta pressure, kPa gage <41
temperature to the engine as specified in Table 1. Deliver the
Flowrate, L/min record 64.4 ± 1.9 fuel to a high-pressure pump that boosts the pressure and
supplies the fuel to the fuel rail.
Intake Inlet temperature, °C 32 ± 3
Air Inlet pressure, kPa gage 0.05 ± 0.01 6.2.6 Engine Control Processor Calibration and Main En-
Inlet humidity (corrected), g/Kg 11.4 ± 0.7 gine Wiring Harness—Two engine control EEC-IV processors
Engine Manifold absolute pressure, kPa 30.6 ± 1.3 71.8 ± 1.3
are required for use in this test method, one for use during new
Breathing Exhaust back pressure, kPa abs 102 ± 1 105 ± 1 engine break-in and one for test operation. The processor for
new engine break-in, as detailed in 12.1.6, shall be the Ford
Flow—kg/h record
Engine Flow—total kg record
Ranger non-modified manual transmission calibration EEC-IV
Fueling Inlet temperature, °C 28 ± 5 processor (Part No. F47F-12A650-BGC) which is available
from local Ford dealers. The specified engine control calibra-
Equivalence ratio or 1.00 ± 0.03
Exhaust O2, volume % record 0.5 ± 0.3
tion for the test operation, as detailed in Table 1, shall be the
Emissions CO2, volume % record modified Ford Ranger manual transmission calibration
CO, volume % record 0.7 ± 0.4 EEC-IV processor (OHTIVD-001-02) available from OH
NOx, ppm (optional) record
Technologies, Inc.11 See Annex A2 for further details. The
EGR, voltage record system should properly control the air-fuel ratio, the EGR and
Other Blowby, corrected rate, L/min ... record the ignition timing throughout the test. No other method shall
Spark advance, ° BTDC 30 ± 3 25 ± 3
be used in conjunction with or in place of the specified EEC-IV
A
Maintain all parameters as close to midrange as possible. The engine load in processor to adjust the air-fuel ratio, EGR or ignition timing.
Stage 1 should be less than 5 kW. The ramp time between each stage is 30 s.
Ramp the speed and manifold absolute pressure linearly and at the same time. 6.2.7 Ignition System—See 6.2.6 for engine control EEC-IV
Fifteen seconds into each ramp the speed shall be 2400 ± 75 r/min, and the processors which shall be used for ignition system control. See
manifold absolute pressure shall be 51.2 ± 6.6 kPa (385 ± 50 mm Hg).
Annex A2 for a listing of other required ignition system
components.
6.2.8 Engine Coolant System—A typical cooling system is
[Link] Intake Air Humidity—Determination of the dew detailed in Fig. A1.11.
point may be made either in the laboratory main duct system or [Link] Control the coolant outlet temperature and flow rate
at the test stand. However, maintain duct surface temperature at according to the specifications listed in Table 1. The thermostat
all points downstream of the humidity measurement point is not used. The coolant capacity is 21 6 4 L.
above the dew point to prevent condensation loss (loss of 6.2.9 External Oil System—Configure the external oil sys-
absolute humidity). tem in accordance with the photographs shown in Fig. A1.8
[Link] Correct each reading for non-standard barometric and Fig. A1.9. An oil system adapter assembly (OHT6A-007-
conditions using the following equation: 111) is required. The heat exchanger should be mounted in a
Humidity ~ corrected! , g/kg 5 621.98 3 ~ P sat/ ~ P bar 2 P sat!! (1) vertical plane. Be sure all hoses and fittings on the oil heat
exchanger are properly connected and secure.
where: 6.2.10 Temperature Measurement Equipment and
Psat = saturation pressure, mm Hg, and Locations—Temperature measurement locations for the proce-
Pbar = barometric pressure, mm Hg. durally required temperatures are specified. Specific measure-
6.2.4 Exhaust System—The laboratory exhaust system shall ment equipment is not specified. This allows reasonable
have the capability of controlling exhaust back pressure as opportunity for adaptation of existing test stand instrumenta-
specified in Table 1. The exhaust system shall include the back tion. The accuracy and resolution of the temperature measure-
pressure control valve, exhaust back pressure probe, exhaust ment sensors and complete temperature measurement system
emissions probe or UEGO (Lambda) sensor, and the engine shall follow the guidelines detailed in ASTM Research Report
oxygen sensor. The Ford production exhaust manifold is to be
used to connect the engine to the laboratory exhaust system.
Fig. A1.6 and [Link] give details regarding the exhaust back 11
Available from OH Technologies, Inc., P.O. Box 5039, Mentor, OH 44061-
pressure probe configuration and location, and Fig. A1.6 and 5039.

Copyright by ASTM Int'l (all rights reserved); 4

 D6201 − 04 (2009)
RR:D02-1218.12 If thermocouples are used, all thermocouples entering the water pump. Make pressure measurements within
except the intake air thermocouple shall be premium, sheathed 300 mm of these locations.
types. The intake air thermocouple may be an open-tip type. [Link] Air Inlet—Locate the intake air pressure probe in
Thermocouples between 3.0 and 6.5 mm (0.125 and 0.25 in.) the production air filter housing between the air filter and the
diameter may be used. However, minimum diameter thermo- engine intake manifold. Install the probe 5 6 3 mm into the
couples are recommended at locations which require short housing.
immersion depths to prevent undesirable temperature gradi- [Link] Manifold Absolute Pressure —Measure manifold
ents. Thermocouple, wires, and extension wires shall be absolute pressure between the vacuum tree and the intake
matched to perform in accordance with the limits of error as manifold (see Fig. A1.5).
defined by ANSI publication MC96.1-1975. Type J (Iron- [Link] Exhaust Back Pressure—Measure exhaust back
Constantan), Type T (Copper-Constantan), or Type K pressure downstream of the engine oxygen sensor at a distance
(Chromel-Alumel) thermocouples are acceptable and if RTDs no greater than 400 mm and at the center of the exhaust stream.
are used, they shall be of a quality to give equivalent readings Fig. A1.6 gives details regarding the exhaust back pressure
to the specified premium thermocouples. Temperature sensors probe configuration and location. A condensate trap should be
shall not have greater than 5 cm (2 in.) of sheath exposed to lab installed between the probe and sensor to accumulate water
ambient. All temperature sensor probe tips shall be located in present in the exhaust gas.
the center of the stream of the medium being measured unless [Link] Crankcase Pressure—Measure the crankcase pres-
otherwise specified. sure at the dipstick tube. The sensor shall be capable of
[Link] Engine Oil Inlet—Install the temperature sensor tip measuring positive and negative pressure.
at the center of the flow stream through the oil filter adapter 6.2.12 Flow Measurement Equipment and Locations—Flow
housing at the engine (See 6.2.9, Fig. A1.8, and Fig. A1.9). measurement locations for the procedurally required flows are
[Link] Engine Oil Outlet—Install the temperature sensor specified. Specific measurement equipment is not specified.
tip at the center of the flow stream through the cross fitting This allows reasonable opportunity for adaptation of existing
attached to the bottom of the heat exchanger (see Fig. A1.8). test stand instrumentation. The accuracy and resolution of the
[Link] Engine Coolant Inlet—Install the temperature sen- flow measurement sensors and complete flow measurement
sor tip at the center of the flow stream between the coolant heat system shall follow the guidelines detailed in ASTM Research
exchanger and the engine at a distance of 430 6 100 mm from Report RR:D02-1218.12
the coolant inlet at the engine block.
[Link] Engine Coolant—Measure the engine coolant flow
[Link] Engine Coolant Outlet—Install the temperature
rate in an area most applicable to the flow measurement device
sensor tip at the center of the flow stream through the
used so that the most accurate measurement can be taken.
thermostat housing within 50 mm of the coolant exit orifice on
the cylinder head. [Link] Fuel—The fuel system shall be configured so that
[Link] Intake Air Inlet—Locate the intake air temperature the fuel return line from the fuel rail returns downstream of the
sensor probe in the production air filter housing between the air fuel flow measurement device so that only the make-up fuel
filter and the engine intake manifold. Install the temperature flow is measured (see Fig. A1.7).
sensor probe tip 50 6 10 mm into the housing and perpen- 6.2.13 Speed and Load Measurement Equipment and
dicular to the housing (see Fig. A1.7). Locations—Speed and load measurement locations for the
[Link] Fuel Temperature—Install the temperature sensor procedural required speeds and loads are not specified. Specific
tip at the center of the flow stream after the high pressure pump measurement equipment is not specified. This allows reason-
and just prior to the engine fuel rail (see Fig. A1.7). able opportunity for adaptation of existing test stand instru-
6.2.11 Pressure Measurement Equipment and Locations— mentation. The accuracy and resolution of the speed and load
Pressure measurement locations for the procedurally required measurement sensors and complete speed and load measure-
pressures are specified. Specific measurement equipment is not ment system shall follow the guidelines detailed in ASTM
specified. This allows reasonable opportunity for adaptation of Research Report RR:D02-1218.12
existing test stand instrumentation. The accuracy and resolu- 6.2.14 Exhaust Emissions Measurement Equipment and
tion of the pressure measurement sensors and complete pres- Location—Engine air-fuel ratio may be monitored either by a
sure measurement system shall follow the guidelines detailed “real time” equivalence ratio measurement system or by
in ASTM Research Report RR:D02-1218.12 exhaust gas analysis (measurement of O2, CO, and CO2). With
[Link] Oil Inlet—Measure the oil inlet pressure at the oil either system, measurements are to be made downstream of the
filter adapter housing (see Fig. A1.9 and 6.2.9). engine oxygen sensor at a distance no greater than 400 mm and
[Link] Coolant Delta Pressure (outlet–inlet)—The coolant at the center of the exhaust stream.
delta pressure determines the flow restrictions of the external [Link] Real Time—Equivalence Ratio Measurement
cooling system. The measurement is the resultant of the System—It is recommended that a real time equivalence ratio
absolute value of the difference between the pressure measured measurement system be utilized. One example of a typical
as the coolant exists the cylinder head and prior to the coolant system is the Horiba Model MEXA 110. The system utilizes an
extended range exhaust gas oxygen sensor (UEGO) air-fuel
sensor that is inserted into the exhaust gas stream. The
12
Supporting data have been filed at ASTM International Headquarters and may instrument gives instantaneous equivalence ratio measurement
be obtained by requesting Research Report RR:D02-1218. which provides the ability to detect when the engine is not

Copyright by ASTM Int'l (all rights reserved); 5

 D6201 − 04 (2009)
operating at normal equivalence ratio conditions (usually Air cleaner tube assembly, in
indicating an engine or engine management system problem), Air cleaner assembly
Alternator or idler pulley assembly
thus allowing for a problem to be addressed as it occurs. If an Belt, alternator or idler pulley
equivalence ratio system is utilized, the hydrogen/carbon (H/C) Bolt, cam sprocket
ratio for the specific fuel being run shall be input into the Camshaft
Coil
analyzer before conducting the engine test. Cylinder headA
[Link] Exhaust Gas Analysis—Precision instruments for EEC-IV processor
measurement of O2, CO, and CO2 are required if exhaust Engine wire harness
Engine assemblyB
emissions are measured for air-fuel ratio determination. Mea- Fuel injectorC
surement of NOx is optional. Equipment suitable for automo- Filter, air
bile emission measurements is recommended. Precision non- Guide, timing belt
Hose, DPFE
dispersive infrared instrumentation for CO and polarographic Ignition control assembly
instrumentation for O2 are suggested (see SAE J254). Re- Ignition wire, LH
sponse time is an important consideration in the performance Ignition wire, RH
Key, valve spring retainer
of this instrumentation. Fig. A1.6 provides details regarding the Lash adjusters
exhaust emissions probe configuration and location. Plate, cam
Pulley water pump
6.2.15 DPFE (EGR) Voltage Measurement Equipment and Regulator, EGR vacuum (EVR)
Location—DPFE voltage measurement locations for the pro- Retainers
cedural requirements shall be measured at Pin 27 of the Rocker arms
S&W, cam plate
EEC-IV processor. Pin 46 is signal return (ground). Specific Sensor, air charge temperature
measurement equipment is not specified. This allows reason- (ACT)
able opportunity for adaptation of existing test stand instru- Sensor, crankshaft timing assembly
Sensor, engine coolant temperature
mentation. The accuracy and resolution of the DPFE voltage (ECT)
measurement equipment shall follow the guidelines detailed in Sensor, heated exhaust gas O2
ASTM Research Report RR:D02-1218.12 (HEGO)
Sensor, mass air flow (MAF)
6.2.16 Ignition Timing Measurement Equipment and Sensor, pressure feedback EGR
Location—Specific measurement locations and equipment for Assembly (PFE)
the measurement of spark advance are not specified. Sensor, throttle position (TPS)
Sprocket, cam
6.3 Test Engine Hardware—This section specifies the en- Valve, EGR
Valve spring and damper
gine hardware required for testing. Washer, cam sprocket
6.3.1 Test Engine Parts—The test engine parts required are A
The cylinder head may be reused as long as it meets the procedural
detailed in Annex A2. The Engine Parts Kit in Table A2.3 requirements for buildup as detailed in 10.4 and 10.5.
B
contains a new cylinder head and the necessary parts for The engine assembly may be reused depending on the condition of the
cylinder head bolt holes, cylinder bore wear, blowby, and oil consumption.
assembling the cylinder head for four tests. Procedural requirements have yet to be determined. Refer to 12.4 for procedural
6.3.2 New Engine Parts Required—The following table requirements for oil consumption.
C
The fuel injectors may be reused as long as they meet the procedural
contains those new parts to be used for preparing the engine to requirements detailed in 10.3.1.
run this test method. D
Reuse the valve springs as long as they meet the procedural requirements
detailed in 10.4.
Belt, camshaft drive
Bolt, head to block 6.4 Special Measurement and Assembly Equipment:
Filter, air
Filter, fuel
6.4.1 Graduated Cylinder—Blending of the deposit control
Filter, oil additive may be required and the concentration may be given
Gasket, EGR valve as a volumetric ratio. Use a sensible sized container for
Gasket, exhaust manifold
Gasket, head
measuring.
Gasket, low manifold - head 6.4.2 Analytical Balance—Blending of the additive may be
Gasket, plenum manifold required and the concentration may be given as a mass ratio.
Gasket, rocker arm cover
Gasket - throttle body
An analytical balance capable of 0.01 g resolution with a
Gasket, water outlet connection maximum capacity of at least 2000 g is recommended. Also, a
PCV valve balance is required to determine intake valve weight, which is
Seal, cam
Seal, exhaust valve
approximately 100 g, with accuracy of 0.25 % of full scale and
Seal, intake valve resolution of 0.0001 g. Calibrate the balance following the
Spark plugs manufacturer’s procedure and frequency recommendations.
Valve, exhaust
Valve, intake 6.4.3 Desiccator—An airtight chamber with lid shall con-
tain an adequate amount of desiccant to maintain a relatively
6.3.3 Reusable Engine Parts—The parts listed in the fol- moisture-free environment for intake valves with deposits. (see
lowing table may be reused. The replacement frequency is 7.8).
listed in the footnotes. Discard all parts when they become 6.4.4 Oven—Use a natural convection oven that is capable
unserviceable. of maintaining 93 6 5°C (200 6 9°F) for evaporating the
Air cleaner tube assembly, out cleaning solvents from the valves. The oven shall have

Copyright by ASTM Int'l (all rights reserved); 6

 D6201 − 04 (2009)
sufficient dimensions to stand the valve upright. There shall be 6.4.15 Timing Light—An inductive pickup timing light may
no arcing contacts in the oven. be used to measure ignition timing.
6.4.5 Power Wire Wheel—Use a power wire wheel (bench
grinder fitted with a fine, 150 mm (6 in.) diameter steel wire 7. Reagents and Materials
wheel) to clean the intake valves as specified. See 13.1. 7.1 Fuel:
6.4.6 Walnut Shell Blaster—Similar to a sand blaster, the 7.1.1 Fuel Management—Fuel management is very critical
walnut shell blaster uses shop air pressure; however, a fine, in this test. The following procedure shall be used each time a
abrasive media of crushed walnut shells is used instead of sand. new base fuel batch will be used in testing:
The walnut shells are sufficiently abrasive to remove carbon [Link] The base fuel storage container(s) shall be relatively
while not removing metal from the surface being cleaned. The free from all contaminants.
walnut shell blaster technique is more effective than solvents [Link] Take at least a 900 mL fuel sample of the delivered
and generally preferred over a wire brush for removing carbon base fuel before the base fuel is installed into the fuel storage
deposits from the valves and the cylinder head. container(s). The fuel sample shall be representative of the
6.4.7 Valve Stem and Guide Measuring Equipment— overall base fuel.
Specific equipment to measure valve stem-to-guide clearances [Link] Flush the fuel storage container(s) with the base fuel.
in the cylinder head as required in this test method (see 10.4.6) [Link] Add the base fuel to the storage container(s).
is not specified. Use any commercially available automotive [Link] Take at least a 900 mL fuel sample after the fuel
equipment that is capable of measuring to the specifications storage container(s) are flushed with the base fuel and the base
and tolerances listed in 10.4.6. fuel has been installed into the fuel storage container(s). The
[Link] Accurate measurements are mandatory to determine fuel sample shall be representative of the overall base fuel.
stem-to-guide clearance as this parameter can affect oil con- 7.1.2 Test Fuel Quantity—Approximately 950 L (250 gal) of
sumption and intake valve deposit accumulation. test fuel (including all flushes) is required for the test.
6.4.8 Vernier Caliper—A vernier caliper is necessary to 7.1.3 Additive/Base Fuel—Some test requesters may require
measure valve seat width of the cylinder head as required in the test fuel be blended at the test laboratory and, therefore,
this test method (see 10.4.7). will supply the neat deposit control additive and untreated base
[Link] Accurate measurement of valve seat width is re- fuel. The test requester shall supply the deposit control additive
quired as this parameter can affect heat transfer from the and base fuel in appropriate volumes and packaging to ensure
valves, particularly the intake valve and the surface where safe and efficient handling. Blending instructions detailing the
deposits may accumulate, ultimately affecting deposit accumu- concentration ratio either volumetric-based or mass-based shall
lation. accompany all deposit control additives. Mass-based measure-
6.4.9 Valve Spring Compression Testing Machine—A valve ment is preferred. However, it is most desirable to have the
spring compression testing machine capable of assessing valve additive supplied in premeasured, individual containers.
spring condition as specified in 10.4.9 is required. The device Clearly identify the blended fuel.
shall have an accuracy of 2 % and a resolution of 0.45 kg (1 7.1.4 Test Fuel—Test fuel containing deposit control addi-
lb). tive shall be a homogeneous blend of additives and base fuel.
Blend sufficient fuel before the start of the test. The fuel may
6.4.10 Valve Lapping Tool—Use a device to rotate or
be stored in drums or tankage, and shall be labeled clearly to
oscillate the valves on the seat to lap the valves. Suitable valve
prevent misfueling. Measure and record quantities of fuel and
lapping tools are available from automotive tool supply
additive blended and dispensed for use in determining the fuel
sources. See 10.4.3.
consumption.
6.4.11 Valve and Valve Seat Cutting Equipment—Equipment
7.1.5 Engine Break-in Fuel—The engine break-in fuel shall
may be needed to ensure valve and valve seat mating quality as
comply with Specification D4814 requirements or Haltermann
outlined in 10.4.2. Acceptable equipment is available from
EEE13 or equivalent. Approximately 380 L (100 gal) are
automotive tool supply sources.
required for engine break-in.
6.4.12 Blowby Measurement Apparatus—The blowby mea-
surement apparatus is a device to measure flow rate of the gas NOTE 2—Consider using a fuel with a minimum octane rating of 92
passing the piston rings and entering the crankcase. This flow ((R+M)/2) to avoid detonation in the engine during the break-in period.
rate provides an indication of the condition of the piston rings 7.1.6 Reference Fuel—See Section 9 regarding reference
and cylinder bore and, therefore, is used as a quality assurance fuel requirements and specifications.
criteria. The device shall have an accuracy of 5 % full scale and 7.2 Engine Oil/Assembly Lubricant—The standard engine
a resolution of 0.3 L/min (0.01 ft3/min). oil and assembly lubricant shall be the IVD Reference Oil
6.4.13 Fuel Injector Test Rig—A suitable device capable of (IVD Dynamometer Reference Oil).14 Approximately 4.7 L (5
accurate, repeatable flow measurement of port fuel injectors is qt) are needed for this test method, including engine assembly
required. This device shall be capable of performing necessary and initial crankcase fill.
port fuel injector evaluations as outlined in 10.3.1. No suitable
commercially available apparatus has been identified.
13
IVD Reference Base fuel is a product of Haltermann Products, subsidiary of
6.4.14 PCV Valve Flow Rate Device—This device is used to
the Dow Chemical Company,1201 S. Sheldon Rd., P.O. Box 429, Channelview, TX
verify the flow rate of the PCV valves. Fabricate the device 77530-0429.
according to the details shown in Fig. A1.10. 14
Available from Conoco Oil Co., P.O. Box 80430, Rochester, MI 48308.

Copyright by ASTM Int'l (all rights reserved); 7

 D6201 − 04 (2009)
7.3 Engine Coolant—The coolant is a mixture of equal is then blended and analyzed using the methods described in
volumes of a commercial ethylene glycol based low-silicate Table 2 and in 9.2.2 and 9.2.3. The TMC, in conjunction with
antifreeze and distilled or demineralized water. Do not use the ASTM IVD Dynamometer Test Surveillance Panel, deter-
uninhibited ethylene glycol. mines the acceptability of the analytical data and authorizes
7.4 Solvents and Cleaners: blending of the entire batch for engine testing.
7.4.1 Normal-Hexane or Cyclohexane —The valves are 9.1.2 A sample of the IVD reference base fuel is shipped to
rinsed with either n-hexane or cyclohexane. (Warning—In designated independent laboratories. A program involving
addition to other precautions, provide adequate ventilation and more than one calibration test is completed using the IVD
fire protection in areas where flammable or volatile liquids and reference base fuel and reference fuel additives selected by the
solvents, or both, are used. Suitable protective clothing is TMC. The ASTM IVD Dynamometer Test Surveillance Panel
recommended.) is involved in the design of the program. The TMC reviews the
test results and after satisfactory completion of the program,
NOTE 3—Reagent-grade chemicals will be used for all test procedures. will authorize the fuel supplier to notify potential purchasers of
Unless otherwise noted, it is intended that all reagents conform to the
the approval status of the IVD reference base fuel batch.
specifications of the Committee on Analytical Reagents of the American
Chemical Society,15 where such specifications are available. Other grades 9.2 Fuel Batch Analysis:
may be used provided it is first ascertained that the reagent is of sufficient 9.2.1 Analyze each IVD reference base fuel shipment upon
purity to permit its use without lessening the accuracy of the determina-
tion.
receipt from the supplier to determine the value of the
parameters shown in Table 2. Compare the results to the values
7.4.2 Naphtha Solvent—Stoddard solvent conforming to obtained by the supplier on that particular batch. The results
Type I of Specification D235 is recommended. Proprietary should be within the ranges shown beside each parameter. This
solvents of this general type may be used. This fluid may be provides a method to determine if the fuel batch is as shipped,
used for cleaning parts (that is, valve train parts, cylinder head, has been contaminated, or has aged prematurely. If any results
intake manifold, throttle body) and as a fuel injector test fluid. fall outside the ranges shown in Table 2, the laboratory should
7.5 Fuel Injector Flow Test Fluid—Use naphtha solvent (see contact the TMC for help in resolving the problem. These
7.4.2). analyses track parameters easily measured at most locations
7.6 Valve Lapping Compound—Use Fel Pro Clover 320 and are usually successful at detecting either gross fuel
Grade 1A silicon carbide grease compound (Part No. contamination or significant deterioration with age, heat, oxi-
1A51804) valve lapping compound.16 dation, or mishandling, when compared with initial analysis
values for the fuel batch. The primary sources of intake valve
7.7 Crushed Walnut Shells—A walnut shell blaster may be deposition species within a fuel are imperfectly defined, but are
used to remove carbon and deposits from the head or, if
necessary, from the intake valves at end-of-test (see [Link]). TABLE 2 IVD Reference Base Fuel Typical Batch Properties and
Use clean, fresh walnut shells which are available commer- Transport and Storage Warning Limits
cially from industrial and automotive supply sources. Typical Batch Initial Transport and Storage
Parameter
7.8 Desiccant—Use a granular form of anhydrous calcium Analysis Values Warning Limits

sulfate (CaSO4).17 When not in use, store the desiccant in an API gravityA 59.9 58.7–61.2
Vapor pressureB 61.5 kPa 60–63 kPa
airtight container. Total sulfurC 0.025 mass % 0.01–0.04 mass %, max
Solvent washed gumD 1 mg/100 mL 5 mg/100 mL, max
8. Hazards DistillationE
IBP 30.1°C 25–35°C
8.1 Specific Hazards—Personnel are exposed to various 10 % evaporated 52.5°C 50–55°C
hazards while in the testing area. Take appropriate care to 50 % evaporated 102.5°C 95–110°C
90 % evaporated 154.9°C 150–160°C
ensure the safety of all personnel while in the testing area. EP 204.0°C 196–212°C
Hydrocarbon typeF
9. Reference Fuel Aromatics 31.0 volume % 27–35 volume %
Olefins 7.0 volume % 5–10 volume %
9.1 Reference Base Fuel Batch Approval Process—Each Saturates 62.0 volume % 55–68 volume %
new batch of IVD reference base fuel13 is approved by the The following parameters are analyzed on an absolute basis:
following process: Appearance clear and bright clear and bright
9.1.1 Before initial blending, each of the fuel components is WaterG 0.001 volume % 0.01 volume %, max
analyzed by the fuel supplier. A small amount of fuel mixture LeadH <2.5 mg/L 13 mg/L, max
Oxidation stabilityI >1440 min 1440 min, min
A
In accordance with Test Method D287 or D1298.
B
15 In accordance with Test Method D4953, D5190, D5191, or D5482 Vapor
Reagent Chemicals, American Chemical Society Specifications, American
Pressure.
Chemical Society, Washington, DC. For Suggestions on the testing of reagents not C
In accordance with Test Method D1266, D2622, or D4294.
listed by the American Chemical Society, see Annual Standards for Laboratory D
In accordance with Test Method D381.
Chemicals, BDH Ltd., Poole, Dorset, U.K., and the United States Pharmacopeia E
In accordance with Test Method D86.
and National Formulary, U.S. Pharmacopeial Convention, Inc. (USPC), Rockville, F
In accordance with Test Method D1319.
MD. G
In accordance with Test Method D1744, E203, or E1064.
16
Available from Jacobs Equipment Distributing Company, 729 South Flores, H
In accordance with Test Method D3237 or D5059.
San Antonio, TX 78204. I
In accordance with Test Method D525.
17
Drierite has been found to be satisfactory. An equivalent material can be used.

Copyright by ASTM Int'l (all rights reserved); 8

 D6201 − 04 (2009)
controlled in initial production of the fuel by the manufacturer, Connect a voltage readout device to Pin 27 (output) and Pin 46
and verified by the user group by the process described in (signal return) of the Ford EEC-IV Processor.
9.1.2. 10.2 Engine Block Preparation:
9.2.2 In addition, the fuel supplier shall analyze the contents 10.2.1 Piston Top Preparation and Inspection—Inspect pis-
of each storage tank that contains IVD reference base fuel used ton tops for integrity. Ensure there are no unusual wear patterns
for qualified IVD Dynamometer Tests every two months to on piston tops (pitting, scratches, and so forth). Make sure
ensure the fuel has not deteriorated excessively or been piston tops are completely clean of all deposits. Use appropri-
contaminated in storage. Laboratories should take composite ate solvents (see 7.4), a walnut shell blaster, or other appro-
samples using Practice D4057 as a guideline. The fuel supplier priate tools to clean the piston tops. Make sure the tools used
shall provide an adequate supply of fuel sample containers with do not alter the piston top surface, and the piston-to-cylinder
packaging and pre-addressed return labels to each dynamom- wall crevices are clean of all contaminants.
eter IVD laboratory. Upon receipt of fuel samples from the 10.2.2 Cylinder Bore Inspection—Inspect cylinder bores for
laboratories, the fuel supplier will perform the following unusual wear (scores, pits, and so forth).
analyses, report the results to the submitting laboratory, and 10.2.3 Engine Block Inspection—Inspect the integrity of the
tabulate the results in a database: engine block by monitoring the engine’s compression pressure
Test Method (see 12.3.4), percent leakdown (see 12.3.4), and oil consump-
D4953, D5190, D5191, or D5482 Vapor Pressure tion (see 12.3.1). The block should be replaced if unusual wear
D287 API Gravity is detected.
D86 Distillation 10.2.4 Cylinder Head-to-Cylinder Block Mating Surface—
D381 Solvent Washed Gum Clean the cylinder head-to-cylinder block mating surface of
D381 Unwashed Gum any gasket material or deposit using a gasket scraper, the
D525 Oxidation Stability appropriate solvents (see 7.4), a walnut shell blaster, or other
9.2.3 In instances where results from the physical and appropriate tools.
chemical tests listed previously appear to vary significantly 10.3 Preparation of Miscellaneous Engine Components:
from the expected results, a second sample will be analyzed or 10.3.1 Fuel Injector Preparation—Prior to engine installa-
the following tests will also be conducted, or both: tion, evaluate all injectors (new and used) for spray-pattern and
C2 through C5 hydrocarbon determination by gas chroma- flow-rate using a suitable apparatus as defined in 6.4.13 and
tography, Test Method D2427 Stoddard Solvent (see 7.4.2). The evaluation procedure is
Potential Gum, Test Method D873 outlined in this section. Injectors may be cleaned and reused if
9.2.4 Forward the results of the analyses performed in 9.2.1 the criteria outlined in this section are satisfied.
and 9.2.2 to the TMC for inclusion in the appropriate data base. [Link] Flush New Injectors—Flush new injectors for 30 s
9.3 Fuel Batch Shipment and Storage—Ship the fuel in to remove any assembly residue before flow testing.
containers with the minimum allowable venting as dictated by [Link] Operating Flow Rig—Using a rig as described in
all safety and environmental regulations, especially when 6.4.13, turn on the fuel pumps, the flow meter, and the timer.
shipment times are anticipated to be longer than one week. After the pumps are turned on, the test fluid (see 7.5) will start
Store the fuel following all applicable safety and environmen- to flow through the slave injector. Maintain the test fluid
tal regulations. pressure supplied to injector at 269 6 3.4 kPa (39 6 0.5 psi)
during the entire test. The maintenance of this pressure is very
10. Preparation of Apparatus critical because a small change in pressure will have a dramatic
effect on the flow rate and spray pattern.
10.1 Test Stand Preparation: [Link] Flow-test Injectors—Flow-test each injector for
10.1.1 Instrumentation Calibration —Calibrate all sensors three 60-s periods. Record each of these measurements. The
and indicators as required by the particular types of instrumen- final flow rate of the injector is based on the average of these
tation utilized. Section 11 provides details on all calibration three, 60-s trials.
requirements. [Link] Observe Spray Quality—While the injector is flow-
10.1.2 Exhaust Back Pressure and Exhaust Emissions ing, make a visual observation of the spray pattern quality.
Sample Probe Inspection—The exhaust back pressure and Record this observation for each occurrence. Reject any
exhaust emission sample probes can be used until they become injector that demonstrates an abnormal spray pattern. Injectors
unserviceable. Inspect probes for wear, cracks, contamination, shall not leak or drip while under pressure for at least 30 s
residue, and so forth, and replace if necessary. when the injectors are not open. Replace any injector that drips
10.1.3 External Hose Inspection—Inspect all external hoses or leaks.
for wear, cracks, contamination, unspecified restrictions, and [Link] Acceptance Criteria—Meet the following guide-
so forth, and replace as necessary. lines when selecting injectors to be used for this test method.
10.1.4 Engine Wire Harness Inspection—Inspect the engine Do not use groups of injectors or individual injectors not
wire harness for broken connectors, broken wires, frayed meeting the following guidelines.
wires, general integrity, and replace or repair as required. (1) Flow Specification-Individual Injectors—Flow-test in-
10.1.5 EGR Voltage Readout Preparation—The EGR volt- dividual injectors at 269 6 3.4 kPa (39 6 0.5 psi) using
age signal is located at Pin 27 of the Ford EEC-IV Processor. Stoddard solvent at 15 to 25°C (59 to 77°F) and specific

Copyright by ASTM Int'l (all rights reserved); 9

 D6201 − 04 (2009)
gravity of 0.754 to 0.82. Adjust flow rates for test conditions of in the three locations that correspond to the valve guide
fluid temperature and pressure. Individual injectors shall have measurements. The clearances shall be within the specifica-
flow rates of 1.82 to 2.23 mL/s. tions listed below:
(2) Flow Specification-Groups—Groups of four injectors [Link] Valve Stem-to-Guide Clearance Specifications: Ex-
shall not have any one injector deviate from the four injector haust: 0.038 to 0.140 mm (0.0015 to 0.0055 in.)
average by more than 3 %. Intake: 0.025 to 0.069 mm (0.0010 to 0.0027 in.)
10.3.2 Intake Manifold Preparation —Make sure the intake 10.4.7 Valve Seat Width Measurements —Measure and re-
manifold is clean before each test. Use an acceptable cleaning cord the valve seat widths to the nearest 0.025 mm (0.0009 in.).
agent such as a commercially available carburetor cleaner or [Link] Valve Seat Width Specifications : Intake: 1.524 to
Stoddard solvent. Inspect the intake manifold for integrity. The 2.032 mm (0.060 to 0.080 in.)
intake manifold can be used in repeated engine builds until it Exhaust: 1.778 to 2.286 mm (0.070 to 0.090 in.)
becomes unserviceable. 10.4.8 Valve Spring Free Length Measurements—Measure
10.3.3 PCV Valve Preparation—Use the PCV flow rate and record the valve spring free length dimensions. Experience
measuring device as detailed in 6.4.14 to measure and verify has shown that the springs should fall within the specifications
the flow rates of the PCV valve before and after test; record the shown in 10.4.9.
flow rates. Measure the flow rate twice and average the 10.4.9 Valve Spring Loading Measurements—If the springs
readings. Reject any PCV valve that does not adhere to the are within the specifications for free length dimensions, mea-
following specifications: sure the load on an unassembled valve spring calibration
24.1 to 32.6 L/min (0.85 to 1.15 ft3/min) at 60.8 kPa device. The spring loading is measured at a compressed height
(18 in. Hg) vacuum of 29.5 mm (1.16 in.). Experience has shown that the valve
spring parameters should be within the specifications shown
52.4 to 60.9 L/min (1.85 to 2.15 ft3/min) at 27.0 kPa
below.
(8 in. Hg) vacuum
[Link] Valve Spring Specifications : Free length: 50.3 to
10.4 Cylinder Head Preparation: 53.8 mm (1.98 to 2.12 in.)
10.4.1 Valve Labeling—Use new intake and exhaust valves Load: 67.3 6 3.6 kg at 29.5 6 0.76 mm deflection
for each test. Mark each valve prior to valve weighing. For (148 6 8 lb at 1.16 6 0.03 in.)
example, an intake valve that is going to be used in Test No. 5 10.5 Cylinder Head Assembly:
and inserted into the number one cylinder intake valve position 10.5.1 Valve and Valve Seal Installation—Lubricate each
could be marked T5 No.1 In. Place all valve markings on the valve seal and valve stem with the specified test oil. Insert each
valve stem between the top of the valve and the valve valve into the cylinder head. Install the valve seal over the end
seal-to-valve stem contact area. of the valve stem with a plastic installation cap in place.
10.4.2 Valve Seat and Face Cutting—Cut intake and exhaust Carefully seat the seals fully on the guides.
valve faces (areas that contact the valve seats) to a 45° angle. 10.5.2 Valve Spring and Retainer Installation—Install pre-
Double cut the intake and exhaust valve seats. The first cut screened valve springs and retainers. When installing the valve
should be at a 45° angle. The second cut should be at a 30° springs and retainers, do not compress the springs excessively.
angle perpendicular to the axis of the valve guide and located Excessive spring compression can damage the valve seals.
on the outer diameter of the seat. A 60° cut can be utilized to 10.5.3 Valve Spring Assembled Height Measurements—
adjust the valve seat to valve face interface as required. Measure and record the assembled height of the valve springs
10.4.3 Valve Seat and Face Lapping—Lap each intake and according to the procedure described in the 1994 Ford Aero-
exhaust valve using Fel Pro Clover 320 Grade 1A Silicone star, Ranger, Explorer Service Manual18. The assembled height
Carbide Grease Compound (Part No. 1A51804)16 for 20 s. shall be between 37.85 mm and 39.37 mm (1.49 in. and 1.55
10.4.4 Valve Seat and Face Cleaning—Clean the valves by in.).
dipping in Stoddard solvent and wiping with a soft towel. 10.5.4 Valve Leak Check—It is recommended to perform a
Clean the seats with Stoddard solvent and wipe dry with a soft valve leak check be performed on the cylinder head. Seal off
towel. Wash valves with n-hexane or cyclohexane. Gently the cylinder head’s combustion chambers with a metal plate
shake off any remaining solvent. Place valves in an oven (see and a cylinder head gasket. Apply 480 kPa (70 psi) to each
6.4.4) at 936 5°C (200 6 9°F) for 5 min. Place valves in a combustion chamber through the spark plug hole and record
desiccant for 1 h. the percent leakdown. The percent leakdown should not be
10.4.5 Valve Weighing—Weigh and record the valve weights greater than 5 % in any of the combustion chambers. If the
to the nearest 0.0001 g. percent leakdown is greater than 5 % in any of the combustion
chambers, then the suspect valve(s) should be re-cut or
10.4.6 Valve Stem-to-Guide Clearance Measurements—
re-lapped, or both, as well as reweighed until the percent
Measure and record intake and exhaust valve stem-to-guide
leakdown is less than 5 %. An alternative leak check method is
clearances at the top, center, and bottom of the guide. Two sets
to use a vacuum pump and a sealing plate on the combustion
of measurements shall be taken in the guide. The first set of
side of the cylinder head.
measurements shall be taken 3 mm from the top of the guide,
at the center of the guide, and 3 mm from the bottom of the 10.6 Cylinder Head Installation :
guide. The second set of measurements shall be taken 90° from
the first set of measurements. The valve stem shall be measured 18
Available from Helm, Inc., P.O. Box 07150, Detroit, MI 48207.

Copyright by ASTM Int'l (all rights reserved); 10

 D6201 − 04 (2009)
10.6.1 Cylinder Head Torquing—Install the assembled test the belt tensioning system shall be certified Ford OEM parts.
cylinder head on the engine. Do not use any sealing or All parts used in the belt tensioning system shall be free
anti-seizure compound on the cylinder head gasket. Install and wheeling and shall not add any additional load to the engine
torque the head bolts according to the procedure described in other than normal frictional load losses.
the 1994 Ford Aerostar, Ranger, Explorer Service Manual. 10.7.10 Engine Cooling System Installation—A typical en-
10.6.2 Spark Plug Installation—Install new Motorcraft gine cooling system configuration is detailed in Fig. A1.11.
F3TE-12405-BA spark plugs into the cylinder head. Gap the Equal volumes of a commercial ethylene glycol-based low-
spark plugs to 1.06 to 1.17 mm (0.042 to 0.046 in.). Torque the silicate antifreeze and distilled or demineralized water shall be
spark plugs to 6.8 to 13.6 N-m (5 to 10 lbf-ft). utilized in the cooling system. Coolant capacity is specified in
10.7 Final Engine Assembly: [Link].
10.7.1 Camshaft, Rocker Arms, and Camshaft Drive 10.7.11 External Oil System Installation—Refer to 6.2.9 for
Sprocket Installation—Install the camshaft, rocker arms, and the proper external oil system configuration and installation.
camshaft drive sprocket. Collapse all lash adjusters before the 10.7.12 Fuel System Installation—Refer to 6.2.5 for the
rocker arms are installed to prevent potential damage to the proper fuel system configuration and installation.
valves when the timing belt is installed and tensioned. 10.7.13 Resistance-Temperature Detector (RTD) or Ther-
10.7.2 Camshaft Drive Installation —Install the auxiliary mocouple Installation, or both—Install all RTDs or thermo-
shaft sprocket and align the camshaft drive. Torque the couples, or both, into their respective locations. Refer to
sprockets according to the procedure noted in the 1994 Section 6 for the proper locations.
Aerostar, Ranger, Explorer Service manual. Install a camshaft 10.7.14 Pressure and Vacuum Line Installation—Install all
drive belt. Use a new camshaft drive for each test. Tension the pressure and vacuum lines into their respective locations. Refer
camshaft drive belt according to the procedure noted in the to Section 6 for the proper locations.
1994 Aerostar, Ranger, Explorer Service Manual. 10.7.15 Exhaust Emission and Back Pressure Probe
10.7.3 Water Pump and Water Pump Pulley Installation— Installation—Install the exhaust emission probe and exhaust
Install the water pump and water pump pulley. back pressure probe into their respective locations. Refer to
10.7.4 Camshaft Drive Belt Cover and Crankshaft Pulley Section 6 for the proper locations.
Installation—Install the camshaft drive belt cover. Install the 10.7.16 Engine Wire Harness Installation—Connect all en-
crankshaft pulley. It is advisable to make a reference mark on gine wire harness connectors to their respective locations on
the crankshaft pulley corresponding to top dead center of the the engine and engine components.
number one and number two pistons. The reference marks are
used for the required percent leakdown test. 11. Calibration
10.7.5 Lower Intake Manifold Runner Installation—Install 11.1 Test Stand Calibration:
the lower intake manifold runner to the test head. The lower 11.1.1 Verification:
intake manifold may be installed onto the cylinder head prior [Link] Each laboratory will schedule stand calibration
to the cylinder head being installed onto the engine block. tests when reference fuels and additives are available, and
10.7.6 Fuel Injectors and Fuel Injector Rail Installation— when TMC has begun to monitor this procedure. Stand
Install the fuel injectors and the fuel injector rail to the lower calibration tests are normally conducted upon expiration of the
intake manifold runner. Install injectors such that the electrical 180 day calibration time period. However, calibration time
connection is at the topmost (12 o’clock) position. Reference periods may be adjusted by the TMC. Any deviation from the
scribe markings should be placed on the fuel injectors and the standard calibration time frequency shall be approved by the
lower intake manifold runner and the scribe markings should TMC and reported on a supplemental operational data sheet of
be lined up for each test. the final test report. Any non-reference test started within 180
10.7.7 Rocker Cover and Upper Intake Manifold days of the completion date of the previous calibration test is
Installation—Install the rocker cover and the production upper considered within the calibration time period.
intake manifold. [Link] Containers of reference fuel additive are provided
10.7.8 Intake Air System Installation —Install the specified by the TMC for each stand calibration test. Each container has
test intake air system which consists of the production air the correct amount of reference fuel additive to blend with 300
cleaner housing, air filter, and rubber flexible tube which gal of the IVD Reference Base fuel.
attaches from the air cleaner housing to the throttle body of the 11.1.2 Unacceptable Calibration Results:
upper intake manifold. Refer to Fig. A1.4 and Table A2.1. [Link] It is recognized that a certain percentage of cali-
Route conditioned intake air per the temperature and humidity bration tests will fall outside the acceptance limits because of
specifications dictated in Table 1 to the inlet of the air cleaner the application of statistics in the development of the accep-
housing. Replace the specified test air filter every test. tance limits. Failure of a reference fuel test to meet Shewhart
10.7.9 Miscellaneous Parts Installation—Install the exhaust or exponentially weighted moving average EWMA precision
manifold, belt tensioning system, accessory drive belt, ignition control chart limits can be indicative of a false alarm or a stand
coil packs, and spark plug wires. or industry problem. When this occurs, the laboratory, in
[Link] The belt tensioning system shall consist of the conjunction with the TMC, shall attempt to determine the
water pump pulley and the crankshaft pulley as specified by the problem source. The TMC may solicit input from industry
test engine parts list detailed in Annex A2. Other parts used in expertise (other testing laboratories, the test sponsor, ASTM

Copyright by ASTM Int'l (all rights reserved); 11

 D6201 − 04 (2009)
Technical Guidance Committee, IVD Dynamometer Test Sur- 11.2 Instrumentation Calibration —Calibrate the instru-
veillance Panel, IVD Dynamometer Test Operations and Hard- mentation described below prior to each calibration test or
ware Subpanel, and so forth) to help determine the cause and every 180 days or as otherwise indicated.
extent of a problem. Industry problems shall be adjudicated by 11.2.1 Engine Speed Measurement System—Calibrate the
the IVD Dynamometer Test Surveillance Panel. speed measurement system prior to each calibration test. If the
[Link] If the TMC determines the problem is a false alarm, test stand has been inactive and the instrumentation has not
and is stand related, there is no impact on non-reference tests been calibrated within 180 days, perform a speed measurement
running in other stands within the laboratory. system calibration prior to starting a test. Calibrate over the
operating range of the test.
[Link] The TMC will reschedule a calibration test once it
is satisfied that no particular problem exists or the problem has 11.2.2 Manifold Absolute Pressure Measurement System—
been resolved. The laboratory shall provide adequate docu- Calibrate the manifold absolute pressure measurement system
prior to each calibration test. If the test stand has been inactive
mentation to support the conclusions reached during this
and the instrumentation has not been calibrated within 180
process. This documentation shall be attached to the acceptable
days, perform an engine manifold absolute pressure measure-
calibration test report. It shall provide sufficient information to
ment system calibration prior to starting a test. Calibrate over
show how the problem related to other tests operated during the
the operating range of the test.
same period of time.
11.2.3 Engine Fuel Consumption Measurement System—
11.1.3 Test Stand Modifications—Report modification of Calibrate the fuel consumption measurement system prior to
test stand control systems or completion of any nonstandard each calibration test. If the test stand has been inactive and the
test on a calibrated stand to the TMC immediately. A non- instrumentation has not been calibrated within 180 days,
standard test includes any test completed under a modified perform a fuel consumption measurement system calibration
procedure requiring hardware or controller tuning modifica- prior to starting a test. Calibrate over the operating range of the
tions to the test stand. The TMC will determine whether test.
another calibration test is necessary after the modifications 11.2.4 Engine “Real Time” Equivalence Ratio Measure-
have been completed. ment System—Calibrate the equivalence ratio measurement
11.1.4 Reference Fuel Accountability : system prior to each calibration test. If the test stand has been
[Link] Laboratories conducting calibration tests are re- inactive and the instrumentation has not been calibrated within
quired to provide a full accounting of the identification and 180 days, perform an equivalence ratio measurement system
quantities of all reference fuels used. calibration prior to starting a test. Calibrate over the operating
[Link] With the exception of the new fuel analysis re- range of the test.
quired in 9.2, no physical or chemical analysis of new 11.2.5 Exhaust Gas Analysis Calibration—If exhaust gas
reference fuels shall be performed without permission of the analysis equipment is used, calibrate the exhaust gas analysis
TMC. Retain all reference fuel samples for 90 days. equipment before each set of measurements are taken during
the test. The calibration technique should compensate for the
11.1.5 Test Numbering System:
flow rate sensitivity of the exhaust gas analysis meters.
[Link] Acceptable Tests—The test number shall follow the
11.2.6 Pressure and Temperature Probe Measurement
format AA-BB-CCC , where AA represents the stand number, Systems—Calibrate the pressure and temperature probe mea-
BB represents the number of tests since the last reference, and surement systems used to acquire the pressure and temperature
CCC represents the total number of tests on the stand. data detailed in Table 1 prior to each calibration test. If the test
As an example, 02-15-125 represents the 125th test on Stand stand has been inactive and the instrumentation has not been
No. 2 and the 15th test since the last reference. Consecutively calibrated within 180 days, perform a pressure and temperature
number all tests on a given stand. probe measurement system calibration prior to starting a test.
[Link] Unacceptable or Aborted Tests—If a calibration Calibrate over the operating range of the test.
test is aborted or the results are outside the acceptance limits, 11.2.7 Humidity System—Calibrate the primary measure-
the CCC portion of the test number for subsequent calibration ment system at each test stand on a semi-annual basis.
test(s) shall include a letter suffix. The suffix shall begin with [Link] Using a hygrometer with a minimum dew point
the letter A and continue alphabetically until a calibration test accuracy of 60.55°C at 16°C (61°F at 60°F), locate the
is completed within the acceptance limits. For example, if three sample tap on the air supply line to the engine, between the
consecutive unacceptable calibration tests are completed on the main duct and 0.6 m (2 ft) upstream of the engine intake air
same test stand, and the test number of the first test is 02-0-125, filter. The calibration consists of a series of paired humidity
the next two test numbers would be 02-0-125A and 02-0-125B. measurements comparing the supply system with the calibra-
If the results of the next calibration test are acceptable, the test tion hygrometer. The comparison period lasts from 20 min to 2
number 02-0-125C would permanently identify the test and h with measurements taken at 1 to 6 min intervals, for a total
appear on future correspondence. The completion of any of 20 paired measurements. The measurement interval shall be
amount of operational time on tests other than calibration tests appropriate for the time constant of the humidity measurement
will cause the test number to be increased by one. No letter instruments.
suffix will be added to the test number of tests other than [Link] Verify that the flow rate is within the equipment
calibration tests. manufacturer’s specification, and that the sample lines are

Copyright by ASTM Int'l (all rights reserved); 12

 D6201 − 04 (2009)
non-hygroscopic. Correct dew point hygrometer measurements [Link] The break-in period consists of six, 4-h cycles.
to standard conditions, 101.12 kPa (29.92 in. Hg), using the Thirteen steps comprise one cycle. The ramp times between
appropriate equations (see [Link]). Compute the difference each step are 2 min and are not part of step times. The total
between each pair of readings and calculate the mean and break-in period is 26 h, 36 min (6 cycles = 24 h; total ramp
standard deviation of the twenty paired readings, using equa- time = 2 h, 36 min).
tions in Annex A3. The absolute value of the mean difference [Link] The operational parameters specified for the
shall not exceed 1.43 g/kg (10 grains/lb), and the standard break-in period are detailed in Table 3. During the first few
deviation shall not be greater than 0.714 g/kg (5 grains/lb). If steps of the break-in, the coolant out temperature and the oil in
these conditions are not met, investigate the cause, make temperature may be below specification due to low engine
repairs, and recalibrate. Maintain calibration records for two speeds and loads. This is acceptable as long as the coolant and
years. oil heat exchangers are not functioning (that is, no cooling is
occurring). The coolant and the oil shall not be heated to try to
12. Procedure meet the specification.
12.1 Pretest Procedure: [Link] Charge the engine coolant system as described in
12.1.1. Charge the engine oil system with 4.1 6 0.025 kg (9.0
12.1.1 Engine Cooling System Charge—Add equal volumes
6 0.06 lb). Prime the oil system by removing the distributor
of a commercial ethylene glycol-based low-silicate antifreeze
shaft cap and using a drill to turn the engine oil pump.
and distilled or demineralized water. The cooling system
12.1.7 After the break-in period is complete, an oil con-
capacity shall be 21 6 4 L.
sumption verification test shall be performed.
12.1.2 Test Oil Charge—The test oil charge procedure is as
[Link] Drain the engine oil from the break-in period for 20
follows:
min. Weigh the oil.
[Link] Charge the system with 4.1 6 0.025 kg (9.0 6 0.6
[Link] Add test oil to the oil drain so that the final amount
lb) of the specified test oil.
equals 4.1 6 0.025 kg (9.0 6 0.06 lb).
[Link] Prime the oil system by removing the distributor
[Link] Charge the system with the 4.1 6 0.025 kg (9.0 6
shaft cap and using a drill to turn the engine oil pump.
0.06 lb) of oil derived in [Link].
[Link] At the 0.6 h compression pressure and percent [Link] Operate the engine at test conditions as stated in
leakdown inspection (see 12.3.4), drain the oil for 20 min Table 1 for a period of 24 h.
through the oil pan drain plug hole. [Link] Drain the oil for a period of 20 min and record the
[Link] Add test oil to the oil drain so that the final amount weight.
equals 4.1 6 0.025 kg (9.0 6 0.06 lb). [Link] Calculate the oil consumption by subtracting the
[Link] Charge the system with the 4.1 6 0.025 kg (9.0 6 weight of the oil derived in [Link] from the oil charge as
0.06 lb) of oil derived in [Link]. stated in [Link].
[Link] If the optional oil level check during the test is
going to be performed, after 20 min, set the dipstick level to the
TABLE 3 IVD Dynamometer Test Break-in CycleA
full mark using an adjustable calibrated dipstick.
Step No. Time Per Step Total Time Speed Manifold
12.1.3 Fuel System Preparation—Change all system fuel (min) (h) (r/min) Absolute
filters before each test. The fuel system run tank/container(s) Pressure
shall be sufficiently flushed. Purge an appropriate amount of (kPa)

test fuel through the entire fuel system to ensure that the 1 15 0.25 1000 35.2
2 15 0.50 1200 36.6
previous test fuel is out of the system and the correct test fuel 3 15 0.75 1400 38.6
is in the system. Take a 900 mL fuel sample at the engine stand 4 15 1.00 1600 40.6
5 15 1.25 1800 43.9
after the fuel system has been purged and prior to the start of 6 30 1.75 2000 47.2
test. 7 15 2.00 2200 50.5
12.1.4 PCV Valve Installation—Refer to 10.3.3 for proper 8 15 2.25 2400 53.8
9 15 2.50 2600 57.2
PCV valve preparation. Install the PCV valve so that there are 10 15 2.75 2800 60.5
no leaks between the hoses and the valve. The PCV valve shall 11 45 3.50 3000 67.1
have the same orientation as configured in the engine assembly 12 15 3.75 3200 70.5
13 15 4.00 3400 73.8
kit (vertical orientation).
A
Oil inlet temperature–101 ± 3°C
12.1.5 Keep Alive Memory (KAM) Reset—Turn off the Oil Outlet Temperature–record (°C)
power to the Keep Alive Memory for a minimum of 5 min Oil Inlet Pressure–record (kPa)
before start of test. Coolant out temperature–90 ± 3°C
Coolant in temperature–record (°C)
12.1.6 Engine Break-in Procedure—Use the engine break-in Intake air inlet temperature–32 ± 3°C
procedure to break in a new engine short block (an engine Intake air inlet humidity–11.4 ± 0.7 g/kg
block less the cylinder head, valves, camshaft, and engine Manifold absolute pressure–as specified (kPa)
Exhaust back pressure–105 ± 1 kPa abs at 2800 r/min, 71.8 kPa MAP
accessories). With the exception of a slave cylinder head and Fuel flow - total–record (total kg)
the non-modified Ford Ranger Manual Transmission calibra- Fuel inlet temperature–32°C, max
tion EEC-IV processor (Part No. F47F-12A650-BGB), utilize Coolant in/out delta pressure–<41 kPa
EGR–record (voltage)
all test engine hardware and associated engine stand hardware Intake air pressure 0.05 ± 0.01 kPa gage
during the break-in period.

Copyright by ASTM Int'l (all rights reserved); 13

 D6201 − 04 (2009)
[Link] Unusually high oil consumption is occurring if the timing is out of specification when a reading is taken (Table 1
oil consumption is greater than 0.4 kg. and 12.3.3), the time accumulated between that current out of
12.2 Engine Operating Procedure : specification reading and when the parameter is back within
12.2.1 Engine Operating Parameters and Specifications specification counts toward the out-of-specification time accu-
—The engine operating parameters and specifications are mulated for the test. The maximum cumulative total out-of-
detailed in Table 1. Monitor the parameters and their specified specification time limit for these parameters is 3 h. Any
limits as detailed in 12.3. shutdown associated with bringing the parameter back within
specification is also counted toward the cumulative number of
12.2.2 Test Time—The test time is defined as the time at
engine shutdowns limit and the cumulative engine shutdown
which the engine is being controlled remotely (when the engine
time limit.
stand controlling system and test timer are functioning). Any
time during which the engine is not being controlled remotely 12.3 Periodic Measurements and Functions:
(such as an initial engine start-up) does not count toward test 12.3.1 Oil Level Check Procedure—Performing an oil level
time. The maximum amount of time in which an engine can be check during the test is optional. If an oil level check is
operating in a non-remote situation is 1 h per test. When an performed, the procedure for performing an oil level check is
engine is operating in a non-remote situation, operate it either as follows:
in an idle condition or test condition. [Link] Shut down the engine at the beginning of Stage 1.
[Link] At instances just after the engine has been switched [Link] Wait 20 min after engine has been shut down.
over to remote operation and the engine parameters have not [Link] Perform an oil level dipstick measurement using
reached specification, the time accumulated counts toward test the calibrated oil dipstick.
time. During this time, allow the parameters to reach specifi- [Link] If the oil level is low by more than 473 mL (16 fl.
cation limits as quickly as possible. The two exceptions are oz), add 0.41 6 0.01 kg (0.9 6 0.02 lb) to the engine and
engine speed and engine manifold absolute pressure where continue the test.
ramp times shall be 30 s; both shall be ramped together and [Link] If the oil level is low by less than 473 mL, continue
linearly. the test.
12.2.3 Test Duration—The test duration is 100 h (approxi-
[Link] Record the oil level and any oil addition quantities.
mately 462 cycles).
12.3.2 Unusually high oil consumption is occurring if the
12.2.4 Engine Shutdown Duration—The maximum amount
oil level reduction exceeds 950 mL per 50 h period. If oil is
of time an engine can be shut down for unscheduled shutdowns
added, record the weight of the oil added.
during a test is 10 h (cumulative).
12.3.3 Data Collection Procedure—Utilize 1-min auto-
12.2.5 Maximum Number of Engine Shutdowns—The maxi-
mated data collection to collect data at 1-min intervals at least
mum number of engine shutdown occurrences during a test is
three times during each Stage 1 and at least seven times during
four including all scheduled and unscheduled shutdowns. At
each Stage 2 for all parameters shown in Table 1 except for the
most, one of these shutdown occurrences may involve multiple
parameters as noted below:
stops and restarts of the engine, within a 1-h period after
initially restarting the engine for the purpose of troubleshooting Parameter Data Collection Interval
Exhaust Emissions or At least once every 24 h
a persistent engine/control system problem. Equivalence Ratio
12.2.6 Scheduled and Unscheduled Shutdowns—Unless Ignition Timing At least once every 24 h
EGR Voltage At least once every 24 h
there is an emergency to shut down the engine, all engine Blowby Once within the first 5 h of test time
shutdowns shall be done at the beginning of Stage 1. One and once within the last 5 h
scheduled shutdown occurs at the 0.6 h compression pressure of test time
Fuel Flow Continuous
and percent leakdown check.
12.2.7 Engine Starts and Restarts —Engine starts and re- [Link] Take transition traces of engine speed and manifold
starts occur at the beginning of the test, after the 0.6 h absolute pressure (MAP) at least once within the first 15 h of
compression pressure and percent leakdown check, and after test time and at least once within the last 15 h of test time. The
any unscheduled shutdowns. After the engine has been started, frequency of data collection shall be at least 0.5 Hz.
it shall be checked for proper operation (correct oil pressure, 12.3.4 Compression Pressure and Percent Leakdown
fuel pressure, and so forth). As stated in 12.2.2, the maximum Check—Perform a compression pressure and percent leakdown
amount of time in which an engine can be operating in a check at 0.6 6 0.2 h into the test. The compression pressure
non-remote situation is 1 h per test. When an engine is and percent leakdown procedure is as follows:
operating in a non remote situation, it shall operate either in an [Link] Compression Pressure Check:
idle condition or test condition. After the engine has been (1) Disable the fuel.
checked for proper operation, it shall be put on test (remote (2) Disconnect the ignition power.
operation) as quickly as possible. The engine shall be put on (3) Remove one spark plug from each cylinder.
remote operation at the same point in test time, as when it was (4) Set the throttle plate to wide open throttle (WOT).
shut down. In most cases, this should be at the beginning of (5) Install compression pressure gage spark plug fitting
Stage 1. into spark plug hole.
12.2.8 Out-Of-Specification Time—If the exhaust gas analy- (6) Crank the engine until compression pressure reading
sis (O2, CO, or CO2), the equivalence ratio or the ignition on gage stabilizes. Do not exceed eight compression strokes.

Copyright by ASTM Int'l (all rights reserved); 14

 D6201 − 04 (2009)
(7) Record the reading on the compression pressure and grinder fitted with a fine steel brush as stated in 6.4.5. Perform
percent leakdown log. the buffing process by rotating the valve and applying just
(8) The compression pressure shall be a minimum of 1034 sufficient pressure against the wire wheel to remove the
kPA (150 psi) in all cylinders, and the compression pressure in deposits. Avoid removing deposits from any area not specified
any one cylinder shall not be less than 80 % of the pressure of above.
the cylinder with the highest compression pressure reading. 13.1.1 Valve Rinse—Wash the valves gently with cyclo-
(9) Repeat for remainder of cylinders. hexane or n-hexane. Discharge the solvent from a hand squeeze
[Link] Percent Leakdown Check: bottle onto the valve. Gently rinse the valve starting at the top
(1) Disable the fuel. of the stem and proceeding towards the tulip section. While
(2) Disconnect the ignition power. discharging the solvent, rotate the valve (which is held in
(3) Remove one spark plug from each cylinder. gloved hand) to ensure removal of all oily residues. Continue
(4) Rotate crankshaft so that intake and exhaust valves are the washing process until the solvent running off the valve is
closed on the cylinder to be leak checked. clear, but perform this procedure only once. Gently shake off
(5) Install percent leakdown tester spark plug fitting into any remaining solvent. (Warning—In addition to other pre-
spark plug hole. cautions, provide adequate ventilation and fire protection in
(6) Charge cylinder with air at 100 psi. areas where flammable or volatile, or both, liquids and solvents
(7) Record percent leakdown on a compression pressure are used. Suitable protective clothing is recommended.)
and percent leakdown log. 13.1.2 Removing the Rinse—Immediately after the wash is
(8) The percent leakdown shall be less than 15 % in any of complete, place the intake valves inside an oven (see 6.4.4) for
the cylinders. 5 min to remove any remaining solvent through vaporization.
12.3.5 Blowby Measurement—When measuring engine The oven temperature shall be 93 6 5°C (200 6 9°F).
blowby, maintain crankcase pressure at 0.0 6 25 Pa (0.0 6 0.1 13.1.3 Warm Valve Handling Technique—Use tongs to
in. H2O). transfer the valves from the oven directly into a desiccator.
12.4 End of Test Procedures: 13.1.4 Desiccator—The valves shall remain in the desicca-
12.4.1 Engine Cylinder Head Removal—Completely drain tor (see 6.4.3) for a minimum of 1 h and not more than 48 h
the coolant system. Drain the oil per 12.4.2. Remove the while they cool to room temperature. Conduct a periodic check
necessary engine accessories to expose the cylinder head. of the desiccant to ensure its proper functioning. Monitoring of
Remove the cylinder head bolts. Carefully remove the cylinder color change is usually the method employed.
head from the engine block. Remove the cylinder head gasket. 13.1.5 Weighing the Valves—After the valves have been
Avoid allowing any coolant or oil, or both, to drip onto piston dried and cooled in the desiccator, they are ready to be
tops or cylinder head combustion chamber. Wipe away any weighed. When the valves are transferred from the desiccator
coolant or oil, or both, that is on the engine block and cylinder to the scale, wear clean gloves to eliminate contamination and
head mating surfaces. Cover the engine and cylinder head to the addition of weight to the valve due to oil or debris from
protect from contamination. skin contact. Hold valves by the stems. Weigh the valves to the
[Link] Weigh (see 13.1), photograph (see 13.2), and, if nearest 0.0001 g using a calibrated balance (see 6.4.2) and
requested, rate (see 13.3) the intake valves within 48 h of test record the weights.
completion. Place the valves in a desiccator while they are not [Link] Confirm the repeatability of the balance between
being weighed, photographed, or rated. the start and the end of this procedure by weighing and
12.4.2 Final Oil Drain—After test completion, drain the oil recording the weight of a reference valve before and after
from the oil pan for 20 min. Weigh the oil and record the weighing the four valves. The start and end valve weights shall
weight. not differ by more than 0.0010 g. If the absolute difference is
12.4.3 Final Oil Consumption—Oil consumption is derived greater than 0.0010 g, then repeat 13.1.5.
by calculating the difference between the initial oil charge (4.1 13.1.6 Calculating Deposit Weight—Calculate the deposit
kg) plus any oil additions and the final oil drain (final oil weight by subtracting the start-of-test clean valve weight
consumption = 4.1 kg + oil additions – final oil drain). (obtained in 10.4.5) from the end-of-test weight (obtained in
12.4.4 Final Fuel Consumption—Final fuel consumption is 13.1.5) for each valve.
the total fuel used while the engine was in both manual and [Link] For deposit weights less than 0.0005 g (including
remote operation. negative values), clean valves as described in 10.4.4 and
12.4.5 Engine Inspection—On test completion and after the reweigh as described in 10.4.5. Substitute this end-of-test clean
cylinder head has been removed, visually inspect the cylinder valve weight for start-of-test clean valve weight to calculate the
bores for unusual wear. Inspect engine hardware and note deposit weight on these valves. Take photographs (see 13.2)
necessary hardware replacements. before the valves are cleaned. Clean valves using a walnut shell
blaster. Avoid using a wire brush. Rinse residue from the
13. Determination of Test Results cleaning as described in 13.1.1. Place valves in oven as
13.1 Post-Test Intake Valve Weighing Procedure—Prepare described in 13.1.2, and follow 13.1.3-13.1.5.
the intake valves for weighing using the following procedure. [Link] If using the end-of-test clean valve weight to
Remove carbon deposits from the combustion chamber side of calculate deposit weight ([Link]), and the deposit weight is
the valve (valve face) and the valve margin using a bench still found to be less than –0.0010 g, the valve weight will be

Copyright by ASTM Int'l (all rights reserved); 15

 D6201 − 04 (2009)
invalid. Valves that have a deposit weight between –0.0010 g be 71.8 6 1.3 (540 6 10 mm Hg). If engine operation does not
and 0.0000 g shall be noted and 0.0000 g shall be used to conform to this requirement, the test is invalid.
calculate average deposit weight. No negative valve weights 13.4.3 Engine Speed During Transitions:
may be used to calculate average deposit weight. [Link] Test Validation Criteria—Engine speed shall be
[Link] Outlier rejection criteria may not be used to omit 2400 6 75 r/min after 15 s into the transition between
deposit weights. Four valid intake valve deposit weights are stabilized stages. If engine operation does not conform to this
necessary for a valid test. requirement, the test is invalid.
13.4.4 Manifold Absolute Pressure During Transition:
13.2 Photographs of Parts–General —In order to better
[Link] Test Validation Criteria—Manifold absolute pres-
document the test results, take photographs of engine test parts.
sure shall be 51.2 6 6.6 kPa (385 6 50 mm Hg) after 15 s into
Photographs shall be of sufficient clarity to accurately assess
the transition between stabilized stages. If engine operation
the deposit area. Reproduce the photographs in color using
does not conform to this requirement, the test is invalid.
standard print sizes. Take appropriate precautions so that the
13.4.5 Total Engine Oil Consumption —Calculate the en-
photography does not disrupt the deposits.
gine oil consumed per oil drain interval from the oil fill and
13.2.1 Intake Valves—Take photographs of valves after
drain weights as stated in 12.4.3.
obtaining deposit weights. Take a photograph of all four valves
[Link] Test Validation Criteria—If the final total oil con-
grouped sequentially, and take individual photographs of each
sumption for the entire test is greater than 1.0 kg, the test is
valve from directly above the valve stem. Mark the valves
invalid.
according to their position in the engine.
13.4.6 Total Engine Test Duration :
13.2.2 Intake Ports—Take photographs of all four ports,
[Link] Test Validation Criteria—Operate the engine for
viewed from the combustion chamber side. Take individual
100 h (approximately 462 cycles) using the same batch of test
photographs of each port from directly in front of that
fuel.
particular cylinder. Individual port photographs may be com-
13.4.7 Downtime—After the 0.6 h compression pressure and
bined with the corresponding runner photograph.
percent leakdown check, a maximum of 48 h may elapse
13.2.3 Intake Runners—Take photographs of the four run- before restarting test, at which point the official accrual of
ners, viewed from the intake manifold side of the cylinder engine downtime begins. Once downtime accrual has begun
head. Take individual photographs of each runner from directly and the engine begins operating according to this test method,
in front of that particular runner. complete the test with minimal downtime. Refer to 12.2 for
13.3 Induction System Rating—If requested, rate the intake specific downtime requirements.
valves, the manifold intake runners, and cylinder head intake [Link] Test Validation Criteria—Total engine-off time (or
ports visually using the CRC Manual 16. Clarification of the downtime) cannot exceed 10 h during any test. If engine
induction system rating procedure is as follows: operation does not conform to this requirement, the test is
13.3.1 Cylinder Head Intake Ports—Area defined by a invalid. Four engine shutdowns are the maximum number
cylindrical projection of the intake seat concentric with the allowed. If engine operation does not conform to this require-
valve guide and extending from valve seat to floor and ment, the test is invalid.
including walls. 13.4.8 Out-of-Specification Time—Refer to 12.2.8 for spe-
13.3.2 Cylinder Head Runner Entrances—Area extending cific out-of-specification time limits.
25 mm into cylinder head runners from manifold to cylinder 13.4.9 Engine Disassembly—Engine disassembly other than
head interface. specified in the procedure shall not be permitted for a valid test.
13.3.3 Valve Tulips—Area from bottom end of travel to top The engine shall not be disassembled for inspection during this
of wear pattern on valve face. Rate valve tulips after valve test method.
faces are buffed. 14. Report
13.4 Determination of Test Validity-Engine Conformance— 14.1 Standard Report—The standard test report shall in-
During each test, strictly adhere to the specified operating clude the sections listed below. Begin each section on a new
conditions of the engine and monitor the conditions with data page, and insert the sections in the order listed below. Devia-
acquisition equipment capable of recording the following data tions in the format are not permitted. However, additional
as indicated in 12.3.3. details and data may be attached as an appendix.
13.4.1 Engine Speed During Stages 14.1.1 Title page including the name of the testing labora-
[Link] Test Validation Criteria—For Stage 1, the engine tory, test description, run number, start of test date, end of test
speed averaged over the entire test shall be 2000 6 25 r/min. date, test oil, test fuel including identification of the test
For Stage 2, the engine speed averaged over the entire test shall fuel/deposit control additive by (the name of the submitting
be 2800 6 10 r/min. If engine operation does not conform to organization and) its name or code, or both, provided by the
this requirement, the test is invalid. submitting organization, a validity statement which states that
13.4.2 Manifold Absolute Pressure During Stages: the test was conducted in a valid manner, and a signature block
[Link] Test Validation Criteria—For Stage 1, the engine referring to the test overseer.
manifold absolute pressure averaged over the entire test shall 14.1.2 Unscheduled shutdown summary including the test
be 30.6 6 1.3 kPa (230 6 10 mm Hg). For Stage 2, the engine hour the engine was shut down, the amount of time the engine
manifold absolute pressure averaged over the entire test shall was shut down, and the reason the engine was shut down.

Copyright by ASTM Int'l (all rights reserved); 16

 D6201 − 04 (2009)
14.1.3 Intake valve deposit weight summary including new were conducted by ten laboratories on four fuels. A data
valve weights, end-of-test valve weights that have been pre- analysis panel was appointed by the Coordinating Research
pared as stated in 13.1.5, and the difference between the Council to analyze the intake valve deposit weight data from
end-of-test valve weights and the new valve weights. the ILS. The CRC Data Analysis Panel developed ASTM
14.1.4 Induction system merit rating summary including the repeatability and reproducibility values using the ILS data-
valve tulip, intake port, and cylinder head runner entrance base.19 The original test matrix consisted of eleven laboratories
ratings. performing tests on the four fuels with a repeat test on each of
14.1.5 Pretest and post test measurement summary includ- two of the fuels for a total of six tests per laboratory. One
ing the pretest fuel injector flow analysis, the pretest intake and laboratory did not participate and data from two laboratories
exhaust valve stem-to-guide clearance measurement summary, were eliminated because of test fuel contamination. Hence, the
the pretest valve seat width measurement summary, the pretest data from these three laboratories were not included in the ILS
PCV valve flow rate summary, the engine compression pres- database. With the elimination of these 18 tests, the minimum
sure and percent leakdown check which is performed 0.6 h into data required for the calculation of precision as stated in ASTM
the test, the post test oil consumption data, and the final engine D02-1007 were not met. The repeatability and reproducibility
test fuel consumption data. statements may be negatively impacted by the reduced sample
14.2 Data Acquisition Summary Report—The test validation size and should, therefore, be used with caution. The TMC will
criteria report, derived from the data acquisition equipment, be obtaining data on reference fuels for test stand certification.
shall include the sections listed below: These data in the future will be available for reassessing the
14.2.1 Manual data acquisition summary. Report maximum, precision calculations.
minimum, and average data of Stage 1 and Stage 2. Omit data 15.1.1 Repeatability—The difference between successive
gathered for the first 20 min after any start-up due to engine results obtained by the same operator with the same apparatus
warm-up effects. under constant operating conditions on identical test material
14.2.2 Automated data acquisition operational summary as would in the normal and correct operation of the test method
detailed in 12.3.3. Report maximum, minimum, average, and exceed 287 mg only in one case in twenty.
standard deviation of Stage 1 and Stage 2. Omit data gathered 15.1.2 Reproducibility—The difference between two single
for the first 20 min after any start-up due to engine warm-up and independent results obtained by different operators work-
effects. ing in different laboratories on identical test material would
14.2.3 Stage transition data summary of engine speed and exceed 317 mg only in one case in twenty.
manifold absolute pressure as detailed in [Link]. 15.2 Bias—No estimate of bias is possible as the behavior of
14.3 Photographs of Specific Parts—Include photographs of a fuel is determined only under the specific conditions of the
engine parts in the following order: (Take photographs as test and no absolute standards exist.
specified in 13.2.)
14.3.1 Intake Valves-Group, 16. Keywords
14.3.2 Intake Valve-Cylinder 1 and 2, 16.1 automotive spark-ignition engine fuel; deposit control
14.3.3 Intake Valve-Cylinder 3 and 4, additive; deposits (in internal combustion engines); intake
14.3.4 Intake Port and Runner-Cylinder 1 and 2, and valve deposits
14.3.5 Intake Port and Runner-Cylinder 3 and 4.
15. Precision and Bias
19
CRC Report No. 606, CRC Intake Valve Deposit Study. Available from the
15.1 Precision—In 1995, an interlaboratory study (ILS) Coordinating Research Council, 3650 Mansell Rd., Ste. 140, Alpharetta, GA
using Draft 3.1 of this test method was conducted. Sixty tests 30022–8246.

ANNEXES

(Mandatory Information)

A1. DETAILED SPECIFICATIONS AND PHOTOGRAPHS OF APPARATUS

A1.1 See Figs. A1.1-A1.11 for detailed specifications and

photographs of apparatus.

Copyright by ASTM Int'l (all rights reserved); 17

 D6201 − 04 (2009)

FIG. A1.1 Typical Test Stand, Forward View

Copyright by ASTM Int'l (all rights reserved); 18

 D6201 − 04 (2009)

FIG. A1.2 Typical Test Stand, Right Rear View

Copyright by ASTM Int'l (all rights reserved); 19

 D6201 − 04 (2009)

FIG. A1.3 Typical Test Stand, Left Forward View

FIG. A1.4 Intake Air Supply System

Copyright by ASTM Int'l (all rights reserved); 20

 D6201 − 04 (2009)

FIG. A1.5 Manifold Absolute Pressure Measurement Location

Copyright by ASTM Int'l (all rights reserved); 21

 D6201 − 04 (2009)

FIG. A1.6 Exhaust Emissions Probe and Exhaust Back Pressure Probe Configuration and Orientation

FIG. A1.7 Typical Engine Fuel System

Copyright by ASTM Int'l (all rights reserved); 22

 D6201 − 04 (2009)

FIG. A1.8 Typical Oil Cooling System

Copyright by ASTM Int'l (all rights reserved); 23

 D6201 − 04 (2009)

FIG. A1.9 Typical Oil Cooling System Adapter Housing with Typical Fittings for Temperature Sensor, Pressure Taps, and Dipstick Tube

Copyright by ASTM Int'l (all rights reserved); 24

 D6201 − 04 (2009)

FIG. A1.10 PCV Valve Flow Test Apparatus

FIG. A1.11 Typical Engine Cooling System

Copyright by ASTM Int'l (all rights reserved); 25

 D6201 − 04 (2009)

A2. ENGINE PART NUMBER LISTING

A2.1 See Tables A2.1-A2.3 for part numbers and TABLE A2.2 Critical Parts
description. Part Number Quantity Description
F47Z-6268-B 1 belt, camshaft drive
F27E-6049-A11B 1 cylinder head, finished casting
F47F-12A650-BGBA 1 EEC-IV processor (for break-in)
OHTIVD-001-1 1 modified EEC-IV processor (for test)
F5JL-12A200-BA 1 engine wire harness
E6AE-9601-BC 1 filter, air
F03E-9F593-A2B 1 fuel injector (pintle DRI)
TABLE A2.1 Test Stand Set-up Kit Parts Group Z-060-150 F47B-9D930-AA 1 fuel injector sub-harness
Part Number Quantity Description F37U-12029-AA 1 coil
F2ZE-12A166-DA 1 bracket, coil
F27E-9F805-AC 1 air cleaner tube assembly, out
N606502-S36 1 bolt, coil bracket
F27E-9A673-AA 1 air cleaner tube assembly, in
E8TF-12A297-AA 1 ignition control assembly
F37E-9600-DD 1 air cleaner assembly
F37E-12280-BD 1 ignition wire, RH
E9PF-10346-BA 1 alternator assembly
F37E-12281-CA 1 ignition wire, LH
E97A-10145-AA 1 arm, alternator adjusting
F37E-6A517-CA 1 seal, exhaust valve (III)
E27E-8620-AB 1 belt, alternator drive (6Kx4475)
F37E-6A517-AA 1 seal, intake valve (II)
390785-S36 1 bolt, adjustment arm to alternator 3⁄8-16 × 1.25
F32F-12A697-AA 1 sensor, air charge temperature (ACT)
389483-S36 1 bolt, alternator to bracket 7⁄16-14 × 5.0
F27E-6C351-BA 1 sensor, crankshaft timing assembly
N605545-S100 2 bolt, alternator brace to engine M10-1.5 × 25
F2AF-9B989-AA 1 sensor, throttle position (TPS)
N605799-S2 3 bolt, adjustment arm to engine M10-1.5 × 20
F2AF-12A648-AA 1 sensor, engine coolant temperature (ECT)
N606043-S2 3 bolt, alternator bracket to engine M8-1.25 × 50
F37F-12B579-FA 1 sensor, mass air flow (MAF)
E87A-10B315-CA 1 brace, alternator
F47E-9E494-BA 1 bracket, press. feedback EGR assembly (PFE)
E97A-10239-AB 1 bracket assembly, alternator
F1AE-9J460-AA 1 sensor, press. feedback EGR assembly (PFE)
F5JL-12A200-BA 1 engine wire harness
F0SF-9F472-AA 1 sensor, heated exhaust gas oxygen (HEGO)
E69A-8509-CB 1 pulley, water pump
F37E-6507-A2A 1 valve, intake
F0TE-9J459-A1A 1 regulator, EGR vacuum (EVR)
F37E-6505-A2A 1 valve, exhaust
F0SF-9F472-AA 1 sensor, heated exhaust gas oxygen (HEGO)
A
F37E-9J433-BA 1 sensor, pressure feedback EGR assembly (PFE) EEC-IV processor (Part No. F47F-12A650) can be sent to OH Technologies,
F47E-9E494-BA 1 bracket Inc.11 to be modified to correspond to the Modified EEC-IV Processor (Part No.
F1AE-9J460-AA 1 sensor OHTIVD-001–1).

Copyright by ASTM Int'l (all rights reserved); 26

 D6201 − 04 (2009)
TABLE A2.3 Engine Kit, Parts
Group: Z-060-151
Part Number Quantity Description
EK-191-AA 1 Engine
F7JL-6006-AA or F3ZZ-6009-C 1 Short Block Assembly
Group: Z-060-151-A01
F27E-6019-A11B 1 cylinder head, finished casting
F03E-9F593-A2B 4 fuel injector (pintle DRI)
F37E-6A517-AA 16 seal, intake valve (II)
F37E-6507-A2A 16 valve, intake std.
N600414-S100A 1 bolt, cam sprocket M12-1.75×45
F3ZZ-6065-F 40 bolt, head to block
E77E-6251-AA 1 camshaft, finished
E2AE-6714-B2A 4 filter, oil (Motorcraft)
E6AE-9601-BC 4 filter, air (Motorcraft)
F1TE-9D476-CA 4 gasket, EGR valve
E89E-9439-AC 4 gasket, lower manifold-head
E59E-9E936-AA 4 gasket, upper manifold-throttle
F47E-6051-A5A 4 gasket, head
F37E-9448-AB 4 gasket, exhaust manifold
E87E-8255-AA 4 gasket, water outlet connection
F47E-9H486-AA 4 gasket, upper and lower manifold
F57E-6584-AA 4 gasket, rocker arm cover
D42E-6B260-AA 1 guide, timing belt
F57E-12281-CA 2 ignition wire, LH
F57E-12280-BC 2 ignition wire, RH
D0AE-6518-B3 16 key, valve spring retainer
F67E-6C501-AA 8 lash adjustors
E97E-6A666-A2A 4 PCV valve
F37E-6A222-A3A 1 plate, cam
E43E-6514-AC 8 retainers
F07E-6529-AA 8 rocker arms
N604465-S 2 S&W, cam plate, M6-1×16
F37E-6A517-CA 16 seal, exhaust valve (III)
E6ZE-6700-A1A 4 seal, cam
F37E-12405-BA 32 spark plugs
F17E-6256-AA 1 sprocket, cam
F0EE-8575-AA 1 thermostat
F57E-8575-AB 16 valve, exhaust
E59E-6A511-A2A 8 valve spring and damper
D42E-6278-A 1 washer, cam sprocket
A
Denotes part number change

A3. STATISTICAL EQUATIONS FOR MEAN AND STANDARD DEVIATION

A3.1 See Eq A3.1 and Eq A3.2 for mean and standard n = total number of data pairs, and
deviation. df = degrees of freedom = n − 1.
n
1
mean 5
n ( @ Yi~ standard! 2 Zi~ reading! #
i51
(A3.1)

! ( @ ~ Yi 2 Zi! 2 mean# 2
i51
standard deviation 5 (A3.2)
df

where:

Copyright by ASTM Int'l (all rights reserved); 27

 D6201 − 04 (2009)

ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.

This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
responsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should
make your views known to the ASTM Committee on Standards, at the address shown below.

This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
address or at 610-832-9585 (phone), 610-832-9555 (fax), or service@[Link] (e-mail); or through the ASTM website
([Link]). Permission rights to photocopy the standard may also be secured from the ASTM website ([Link]/
COPYRIGHT/).

Copyright by ASTM Int'l (all rights reserved); 28