ASTM D6201 Dynamometer Evaluation of Unleaded Spark-Ignition Engine Fuel
ASTM D6201 Standard Test Method for Dynamometer Evaluation of Unleaded Spark-Ignition Engine Fuel for Intake Valve Deposit Formation
6. Apparatus
NOTE 1 - Photographs are provided in Annex A1 depicting the required apparatus and suggesting appropriate design details.

6.1 Laboratory Facilities:
6.1.1 Engine and Cylinder Head Build-up and Measurement Area - The engine and cylinder head build-up and measurement area shall be reasonably free from contaminants and maintained at a uniform temperature +/-3°C (+/-5°F) between 10 to 27°C (50 to 80°F).

6.1.2 Engine Operating Area - The engine operating area should be relatively free from contaminants. The temperature and humidity level of the operating area are not specified. Air from a fan can be routed on to the production air intake system to assist in maintaining intake air temperature control.

6.1.3 Fuel Injector Testing Area - The fuel injector testing area shall be reasonably free of contaminants. The humidity should be maintained at a uniform comfortable level.

NOTE 2 - Precaution: In addition to other precautions, provide adequate ventilation and fire protection in areas where flammable or volatile liquids and solvents, or both, are used.

6.1.4 Intake Valve Rinsing and Parts Cleaning Area - The intake valve rinsing and parts cleaning area shall be reasonably free of contaminants. The humidity should be maintained at a uniform comfortable level. Because of the delicate nature of the deposits, do not subject the deposits to extreme changes in temperature or humidity. See precautionary Note 2.

6.1.5 Parts Rating and Intake Valve Weighing Area - The parts rating area shall be reasonably free from contaminants.

6.2 Test Stand Laboratory Equipment:
6.2.1 Test Stand Configuration - An example of a similar test stand configuration is described in Test Method D5302 (Sequence VE lubricant test method) since the same Ford 2.3 L base engine is utilized. Mount the engine on the test stand so that the flywheel friction face is 4.0 +/- 0.5° from the vertical with the front of the engine higher than the rear. The engine shall be coupled directly to the dynamometer through a driveshaft. Engine driven accessories include engine water pump and alternator or idler pulley configuration as detailed in 10.7.9 The alternator serves only as an idler pulley; it is not energized.

6.2.2 Dynamometer Speed and Load Control System - The dynamometer used for this test is the Midwest 1014, 175 horsepower, dry gap dynamometer or equivalent. Equivalency means that the dynamometer and dynamometer control system shall be capable of controlling the stage transitions to the procedural specifications as detailed in Table 1.

6.2.3 Intake Air Supply System - The intake air supply system is the production intake air system including the extension between the air filter housing and the upper intake manifold. Locate the intake air pressure and temperature probes in the production air filter housing between the air filter and the engine intake manifold. Install the intake air temperature probe 50 +/- 10 mm into the housing. Install the intake air pressure probe 5 +/- 3 mm into the housing. Take humidity readings within the ducting of the intake air supply system supplying the engine. See Fig. A1.4 for a detailed description.

6.2.4 Exhaust System - The exhaust system consists of the production exhaust manifold, exhaust back pressure control valve, exhaust back pressure probe, exhaust emissions probe(s) (if applicable), and the engine oxygen sensor. Locate the exhaust emissions probe and the exhaust back pressure probe downstream of the engine oxygen sensor at a distance no greater than 400 mm and position the probes at the center of the exhaust stream. Figure A1.6 gives details regarding the exhaust back pressure probe configuration and location.

6.2.5 Fuel Supply System - A schematic diagram of a typical fuel supply system is shown in Fig. A1.7. Supply an excess 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 source. Mix the make-up fuel with fuel that is returned from the fuel rail (fuel not used by the engine). Pump the fuel through a mixing chamber, or small heat exchanger, which is used to mix the two streams and provide fuel of consistent temperature to the engine as specified in Table 1. Deliver the fuel to a high-pressure pump that boosts the pressure and supplies the fuel to the fuel rail. The fuel temperature shall be measured after the high pressure pump and just prior to the engine fuel rail.

6.2.6 Engine Control Calibration - The specified engine control calibration for the test is the modified Ford Ranger Manual Transmission calibration EEC-IV processor available from OH Technologies, Inc.13 as detailed in Annex A2. The system should properly control the air-fuel ratio throughout the test. No other method shall be used in conjunction with or in place of the specified EEC-IV processor to adjust the air-fuel ratio, EGR, or ignition spark advance. However, the Ford Ranger non-modified manual transmission calibration EEC-IV processor (Part No. F47F-12A650-BGB), as detailed in Annex A2, shall be used for the engine break-in as described in 12.1.6.

6.2.7 Ignition System - Use the modified Ford Ranger manual transmission calibration EEC-IV processor as supplied in the intake valve deposit parts kit detailed in Annex A2 to control the engine ignition.

6.2.8 Engine Coolant System - The engine cooling system used shall meet the criteria detailed in 6.2.12, 6.2.13, and 6.2.14. A typical cooling system is detailed in Fig. A1.11.
6.2.8.1 Control the coolant outlet temperature and flow rate according to the specifications listed in Table 1. The thermostat is not used. The coolant capacity is 21 +/- 4 L.

6.2.9 External Oil System - Configure the external oil system in accordance with the photographs shown in Figs. A1.8 and A1.9. The heat exchanger should be mounted in a vertical plane. Be sure all hoses and fittings on the oil heat exchanger are properly connected and secure.

6.2.10 Blowby Flow Rate Measurement System - A typical apparatus used to measure blowby is detailed in 6.4.12. The system is used to indicate the condition of the piston rings and cylinder bore.

6.2.11 Exhaust Gas Analysis Equipment - Precision instruments and system configuration for measurement of O2, CO, and NOx are required, if these gases are measured.

6.2.12 Temperature Measurement Equipment and
Locations - Temperature measurement locations for the procedurally required temperatures are specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy and resolution of the temperature measurement sensors and complete temperature measurement system shall follow the guidelines detailed in ASTM Research Report RR: D02-1218. If thermocouples are used, all thermocouples except the intake air thermocouple shall be premium, sheathed types. The intake air thermocouple may be an open-tip type. Thermocouples between 3.0 and 6.5 mm (0.125 and 0.25 in.) diameter may be used. However, minimum diameter thermo-couples are recommended at locations which require short immersion depths to prevent undesirable temperature gradients. Thermocouple, wires, and extension wires shall be matched to perform in accordance with the limits of error as defined by ANSI publication MC96.1-1975. Type J (Iron-Constantan), Type T (Copper-Constantan), or Type K (Chromel-Alumel) thermocouples are acceptable.
6.2.12.1 Engine Oil Inlet - Install the tip at the center of the flow stream through the oil filter adapter housing at the engine (See Figs. A1.8 and A1.9).

6.2.12.2 Engine Oil Outlet - Install the tip at the center of the flow stream through the cross fitting attached to the bottom of the heat exchanger (see Fig. A1.8).

6.2.12.3 Engine Coolant Inlet - Install the tip at the center of the flow stream between the coolant heat exchanger and the engine at a distance of 430 +/- 100 mm from the coolant inlet at the engine block.

6.2.12.4 Engine Coolant Outlet - Install the tip at the center of the flow stream through the thermostat housing within 50 mm of the coolant exit orifice on the cylinder head.

6.2.12.5 Intake Air Inlet - Install the tip through the air filter housing at a depth of 50 +/- 10 mm and perpendicular to the housing (see Fig. A1.4)

6.2.12.6 Fuel Temperature - Install the tip at the center of the flow stream after the high pressure pump and just prior to the engine fuel rail (see Fig. A1.7).

6.2.13 Pressure Measurement Equipment and Locations - Pressure measurement locations for the procedurally required pressures are specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy and resolution of the pressure measurement sensors and complete pressure measurement system shall follow the guidelines detailed in ASTM Research Report RR: D02-1218.

6.2.13.1 Oil Inlet - Measure the oil inlet pressure at the oil filter adapter housing (see Fig. A1.9).

6.2.13.2 Coolant Delta Pressure (outlet - inlet) - The coolant delta pressure determines the flow restrictions of the external cooling system. The measurement is the resultant of the absolute value of the difference between the pressure measured as the coolant exists the cylinder head and prior to the coolant entering the water pump. Make pressure measurements within 300 mm of these locations. The coolant delta pressure shall be less than 41 kPa gage.

6.2.13.3 Air Inlet - Measure air inlet pressure as detailed in 6.2.3.

6.2.13.4 Manifold Absolute Pressure - Measure manifold absolute pressure between the vacuum tree and the intake manifold (see Fig. A1.5).

6.2.13.5 Exhaust Back Pressure - Measure exhaust back pressure downstream of the engine oxygen sensor at a distance no greater than 400 mm and at the center of the exhaust stream. Figure A1.6 gives details regarding the exhaust back pressure probe configuration and location. A condensate trap should be installed between the probe and sensor to accumulate water present in the exhaust gas.

6.2.13.6 Crankcase Pressure - Measure the crankcase pressure at the dipstick tube. The sensor shall be capable of measuring positive and negative pressure.

6.2.14 Flow Measurement Equipment and Locations - Flow measurement locations for the procedurally required flows are specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy and resolution of the flow measurement sensors and complete flow measurement system shall follow the guidelines detailed in ASTM Research Report RR: D02-1218.
6.2.14.1 Engine Coolant - Measure the engine coolant flow rate in an area most applicable to the flow measurement device used so that the most accurate measurement can be taken.

6.2.14.2 Fuel - Measure the engine fuel flow rate in an area most applicable to the flow measurement device used so that the most accurate measurement can be taken. The fuel flow rate shall be taken prior to the makeup fuel return line from the fuel rail.

6.2.15 Speed and Load Measurement Equipment and Locations - Speed and load measurement locations for the procedural required speeds and loads are not specified. Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy and resolution of the speed and load measurement sensors and complete speed and load measurement system shall follow the guidelines detailed in ASTM Research Report RR: D02-1218.
6.2.15.1 Required Capabilities - The dynamometer speed and load control systems shall be capable of maintaining the limits specified in Table 1.

6.2.16 Exhaust Emissions Measurement Equipment and Location - Precision instruments for measurement of O2, CO, and NOx are required if exhaust emissions are measured. Equipment suitable for automobile emission measurements is recommended. Precision nondispersive infrared instrumentation for CO and polarographic instrumentation for O2 are suggested (see SAE J254). Response time is an important consideration in the performance of this instrumentation. Make exhaust emission measurements downstream of the engine oxygen sensor at a distance no greater than 400 mm and at the center of the exhaust stream. Figure A1.6 gives details regarding the exhaust emission probe configuration and location.

6.2.17 DPFE (EGR) Voltage Measurement Equipment and Location - DPFE voltage measurement locations for the procedural requirements shall be measured at Pin 27 of the EEC-IV processor. Pin 46 is signal return (ground). Specific measurement equipment is not specified. This allows reasonable opportunity for adaptation of existing test stand instrumentation. The accuracy and resolution of the DPFE voltage measurement equipment shall follow the guidelines detailed in ASTM Research Report RR: D02-1218.

6.2.18 Spark Advance Measurement Equipment and Location - Specific measurement locations and equipment for the measurement of spark advance are not specified.

6.3 Test Engine Hardware - This section specifies the engine hardware required for testing.
6.3.1 Test Engine Parts - The test engine parts required are detailed in Annex A2.

6.3.2 New Engine Parts Required - The following table contains those new parts to be used for preparing the engine to run this test method.
Belt, camshaft drive
Bolt, head to block
Filter, air
Filter, fuel
Filter, oil
Gasket, EGR valve
Gasket, exhaust manifold
Gasket, head
Gasket, low manifold - head
Gasket, plenum manifold
Gasket, rocker arm cover
Gasket - throttle body
Gasket, water outlet connection
PCV valve
Seal, cam
Seal, exhaust valve
Seal, intake valve
Spark plugs
Valve, exhaust
Valve, intake

6.3.3 Reusable Engine Parts - The parts listed in the following table may be reused. The replacement frequency is listed in the footnotes. Discard all parts when they become unserviceable.
Air cleaner tube assembly, out
Air cleaner tube assembly, in
Air cleaner assembly
Alternator or idler pulley assembly
Belt, alternator or idler pulley
Bolt, cam sprocket
Camshaft
Coil
Cylinder headA
EEC-IV processor
Engine wire harness
Engine assemblyB
Fuel injectorC
Filter, air
Guide, timing belt
Hose, DPFE
Ignition control assembly
Ignition wire, LH
Ignition wire, RH
Key, valve spring retainer
Lash adjusters
Plate, cam
Pulley water pump
Regulator, EGR vacuum (EVR)
Retainers
Rocker arms
S&W, cam plate
Sensor, air charge temperature (ACT)
Sensor, crankshaft timing assembly
Sensor, engine coolant temperature (ECT)
Sensor, heated exhaust gas O2(HEGO)
Sensor, mass air flow (MAF)
Sensor, pressure feedback EGR
Assembly (PFE)
Sensor, throttle position (TPS)
Sprocket, cam
Valve, EGR
Valve spring and damper
Washer, cam sprocket

Reuse the cylinder head as long as it meets the procedural requirements for buildup as detailed in 10.4 and 10.5.

Reuse the engine assembly depending on the condition of the cylinder head bolt holes, cylinder bore wear, blowby, and oil consumption. Procedural requirements have yet to be determined. Refer to 12.4 for procedural requirements for oil consumption.

Reuse the fuel injectors as long as they meet the procedural requirements detailed in 10.3.1.

6.4 Special Measurement and Assembly Equipment:
6.4.1 Graduated Cylinder - Blending of the deposit control additive may be required and the concentration may be given as a volumetric ratio. A 1000 mL graduate is recommended.

6.4.2 Analytical Balance - Blending of the additive may be required and the concentration may be given as a mass ratio. An analytical balance capable of 0.01g resolution with a maximum capacity of at least 2000 g is recommended. Also, a balance is required to determine intake valve weight, which is approximately 100 g, with accuracy of 0.25 % of full scale and resolution of 0.0001 g. Calibrate the balance following the manufacturer's procedure and frequency recommendations.

6.4.3 Desiccator - An airtight chamber with lid shall contain an adequate amount of desiccant to maintain a relatively moisture-free environment for intake valves with deposits. (see 7.8).

6.4.4 Oven - Use a natural convection oven that is capable of maintaining 93°+/- 5°C (200°+/- 9°F) for evaporating the cleaning solvents from the valves. The oven shall have sufficient dimensions to stand the valve upright. There shall be no arcing contacts in the oven.

6.4.5 Power Wire Wheel - Use a power wire wheel (bench grinder fitted with a fine, 150 mm (6 in) diameter steel wire wheel) to clean the intake valves as specified. See 13.1.

6.4.6 Walnut Shell Blaster - Similar to a sand blaster, the walnut shell blaster uses shop air pressure; however, a fine, abrasive media of crushed walnut shells is used instead of sand. The walnut shells are sufficiently abrasive to remove carbon while not removing metal from the surface being cleaned. The walnut shell blaster technique is more effective than solvents and generally preferred over a wire brush for removing carbon deposits from the valves and the cylinder head.

6.4.7 Valve Stem and Guide Measuring Equipment - Specific equipment to measure valve stem-to-guide clearances in the cylinder head as required in this test method (see 10.4.6) is not specified. Use any commercially available automotive equipment that is capable of measuring to the specifications and tolerances listed in 10.4.6.
6.4.7.1 Accurate measurements are mandatory to determine stem-to-guide clearance as this parameter can affect oil consumption and intake valve deposit accumulation.

6.4.8 Vernier Caliper - A vernier caliper is necessary to measure valve seat width of the cylinder head as required in this test method (see 10.4.7).
6.4.8.1 Accurate measurement of valve seat width is required as this parameter can affect heat transfer from the valves, particularly the intake valve and the surface where deposits may accumulate, ultimately affecting deposit accumulation.

6.4.9 Valve Spring Compression Testing Machine - A valve spring compression testing machine capable of assessing valve spring condition as specified in 10.4.9 is required. The device shall have an accuracy of 2 % and a resolution of 0.45 kg (1 lb).

6.4.10 Valve Lapping Tool - Use a device to rotate or oscillate the valves on the seat to lap the valves. Suitable valve lapping tools are available from automotive tool supply sources. See 10.4.3.

6.4.11 Valve and Valve Seat Cutting Equipment - Equipment may be needed to ensure valve and valve seat mating quality as outlined in 10.4.2. Acceptable equipment is available from automotive tool supply sources.

6.4.12 Blowby Meter - The blowby meter is a device to measure flow rate of the gas passing the piston rings and entering the crankcase. This flow rate provides an indication of the condition of the piston rings and cylinder bore and, therefore, is used as a quality assurance criteria. The device shall have an accuracy of 5 % full scale and a resolution of 0.3 L/min (0.01 ft3/min).

6.4.13 Fuel Injector Test Rig - A suitable device capable of accurate, repeatable flow measurement of port fuel injectors is required. This device shall be capable of performing necessary port fuel injector evaluations as outlined in 10.3.1. No suitable commercially available apparatus has been identified.

6.4.14 PCV Valve Flow Rate Device - This device is used to verify the flow rate of the PCV valves. Fabricate the device according to the details shown in Fig. A1.10.

6.4.15 Timing Light - An inductive pickup timing light may be used to measure ignition timing.

7. Reagents and Materials
7.1 Fuel:
7.1.1 Fuel Management - Fuel management is very critical in this test. The following procedure shall be used each time a new base fuel batch will be used in testing:
7.1.1.1 The base fuel storage container(s) shall be relatively free from all contaminants.

7.1.1.2 Take at least a 900 mL fuel sample of the delivered base fuel before the base fuel is installed into the fuel storage container(s). The fuel sample shall be representative of the overall base fuel.

7.1.1.3 Flush the fuel storage container(s) with the base fuel.

7.1.1.4 Add the base fuel to the storage container(s).

7.1.1.5 Take at least a 900 mL fuel sample after the fuel storage container(s) are flushed with the base fuel and the base fuel has been installed into the fuel storage container(s). The fuel sample shall be representative of the overall base fuel.

7.1.2 Test Fuel Quantity - Approximately 950 L (250 gal) of test fuel (including all flushes) is required for the test.

7.1.3 Additive/Base Fuel - Some test requesters may require the test fuel be blended at the test laboratory and,therefore, will supply the neat deposit control additive and untreated base fuel. The test requester shall supply the deposit control additive and base fuel in appropriate volumes and packaging to ensure safe and efficient handling. Blending instructions detailing the concentration ratio either volumetric-based or mass-based shall accompany all deposit control additives. Mass-based measurement is preferred. However, it is most desirable to have the additive supplied in premeasured, individual containers. Clearly identify the blended fuel.

7.1.4 Test Fuel - Test fuel containing deposit control additive shall be a homogeneous blend of additives and base fuel. Blend sufficient fuel before the start of the test. The fuel may be stored in drums or tankage, and shall be labeled clearly to prevent misfueling. Measure and record quantities of fuel and additive blended and dispensed for use in determining the fuel consumption.

7.1.5 Engine Break-in Fuel - The engine break-in fuel shall comply with Specification D4814 requirements. Approximately 380 L (100 gal) are required for engine break-in.

NOTE 3 - Consider using a fuel with a minimum octane rating of 92 ((R+M)/2) to avoid detonation in the engine during the break-in period.

7.1.6 Reference Fuel - See Section 9 regarding reference fuel requirements and specifications.

7.2 Engine Oil/Assembly Lubricant - The standard engine oil and assembly lubricant shall be the IVD Reference Oil (IVD Dynamometer Reference Oil). Approximately 4.7 L (5 qt) are needed for this test method, including engine assembly and initial crankcase fill.

7.3 Engine Coolant - The coolant is a mixture of equal volumes of a commercial ethylene glycol based low-silicate antifreeze and distilled or demineralized water. Do not use uninhibited ethylene glycol.

7.4 Solvents and Cleaners:
7.4.1 Normal-Hexane or Cyclohexane - The valves are rinsed with either n-hexane or cyclohexane.

NOTE 4 - Precaution: In addition to other precautions, provide adequate ventilation and fire protection in areas where flammable or volatile liquids and solvents, or both, are used. Suitable protective clothing is recommended.

NOTE 5 - Reagent-grade chemicals will be used for all test procedures. Unless otherwise noted, it is intended that all reagents conform to the specifications of the Committee on Analytical Reagents of the American Chemical Society, where such specifications are available. Other grades may be used provided it is first ascertained that the reagent is of sufficient purity to permit its use without lessening the accuracy of the determination.

7.4.2 Naphtha Solvent - Stoddard solvent conforming to Type I of Specification D235 is recommended. Proprietary solvents of this general type may be used. This fluid may be used for cleaning parts (that is, valve train parts, cylinder head, intake manifold, throttle body) and as a fuel injector test fluid.

7.5 Fuel Injector Test Fluid - Use naphtha solvent (see 7.4.2).

7.6 Valve Lapping Compound - Use Fel Pro Clover 320 Grade 1A silicon carbide grease compound (Part No. 1A51804) valve lapping compound.

7.7 Crushed Walnut Shells - A walnut shell blaster may be used to remove carbon and deposits from the head. Use clean, fresh walnut shells which are available commercially from industrial and automotive supply sources.

7.8 Desiccant - Use a granular form of anhydrous calcium sulfate (CaSO4). When not in use, store the desiccant in an airtight container.