ASTM D8047 Standard Test Method for Evaluation of Engine Oil Aeration Resistance in a Caterpillar C13 Direct-Injected Turbocharged Automotive Diesel Engine
6. Apparatus
6.1 Test Stand - The test stand consists ofthe test engine and the aeration measurement system.
6.1.1 Test Engine - The test engine is a production 2004 Caterpillar 320 kW C13 engine, designed for heavy-duty, on-highway truck use. It is an electronically controlled, turbocharged, after-cooled, direct-injected, six-cylinder diesel engine with an in-block camshaft and a four-valve per cylinder arrangement. The engine uses Caterpillar's ACERT technology featuring multiple injections per cycle and inlet-valve actuation control. It features a 2004 US EPA emissions configuration with electronic control for metering of the fuel and timing the fuel injection and inlet-valve actuation. See Annex A3 for the source of the test engine and critical and non-critical parts.

6.1.2 Aeration-Measurement System - The aeration measurement system uses the density measurement to calculate the percent entrained air volume within the engine oil at a given pressure and temperature. The system utilizes a Micro Motion Elite, Model CMF 025, coriolis-based, flow and density meter (FDM) capable of measuring density to less than 1 kg/m3. The calculation of the percent aeration is based on the difference in density between an un-aerated oil sample (measured by Test Method D4052) and the density of the aerated oil during the test measured by the FDM. The aeration measurement system comprises a heated line, a pressure-control valve, the FDM, a variable-speed pump, and pressure transducers and thermocouples. Assemble the system with the indicated line lengths, fittings and components as shown in Annex A7. The aeration measurement system is enclosed in a cabinet capable of maintaining the internal temperature at 50 °C regardless of ambient temperatures. This temperature is typically maintained by an internal heater and insulation within the cabinet. Include the FDM, FDM-inlet and -outlet thermocouples and pressure transducers in the enclosure.

6.2 Test-Engine Configuration:
6.2.1 Oil-Heat-Exchanger and Oil-Heat System - Replace the standard Caterpillar oil-heat-exchanger core with a stainless steel core, Caterpillar P/N 1Y-4026. Additionally, install a remotely mounted heat exchanger. Control the oil temperature with a dedicated cooling loop and control system which is separate from the engine coolant (see Annex A4). Ensure that the oil-cooler bypass valve is blocked closed.

NOTE 2 - In subsequent text, P/N denotes the part number for parts sourced from Caterpillar. Footnotes 6 and 7 apply.

6.2.2 Oil-Pan Modification - Modify the oil pan as shown in Figs. A5.1-A5.4. Install the oil-pan jacket as shown in Fig. A5.5.

6.2.3 Engine-Control Module (ECM) - The ECM defines the desired engine fuel timing and quantity. It also limits maximum engine speed and power. Caterpillar electronic governors are designed to maintain a speed indicated by the throttle position signal. Speed variation drives fuel demand (rack). Rack and engine speed are input to the injection duration and timing maps to determine duration and timing commands for the fuel injectors. Obtain special oil-test, engine-control software (module P/N 250-6775-03) for correct maps. Contact the Caterpillar oil-test representative through TMC for installation of this software. Use the Caterpillar engine technician (ET) service software package, version 2004B or later, to monitor engine parameters, flash software, and to change power and injector trim values. Use the full dealer version purchased from a Caterpillar dealer with a yearly subscription.

6.2.4 Crankshaft-Position Sensor - Sense the crankshaft position using a primary sensor at the crankshaft gear and a secondary sensor at the camshaft gear. The secondary sensor provides position information during cranking and in the event of a primary sensor position failure. Calibrate the engine control software before starting the timed test operation.

6.2.5 Air Compressor - Do not use the engine-mounted air compressor for this test method. Remove the air compressor and in its place install block-off plates, as shown in Fig. A5.6. P/N 227-2574 (cover group) and P/N 223-3873 (plug group) have been found satisfactory for this purpose.

6.2.6 Turbocharger - Modify the turbocharger wastegate for manual control by replacing the supplied pressure control with a manual linkage. See Figs. A5.21-A5.23.

6.3 Test-Stand Configuration:
6.3.1 For Full-Load Break-in - Configure the stand with a drive-line and dynamometer capable of meeting the conditions described in the break-in and on-test subsections in Section 10, Procedure, of Test Method D7549.

6.3.2 Engine Mounting - Install the engine so that it is upright and the crankshaft is horizontal.
6.3.2.1 Configure the engine-mounting hardware to minimize block distortion when the engine is fastened to the mounts. Excessive block distortion may influence test results.

6.3.3 Intake-Air System - With the exception of the air filter and intake-air tube, the intake-air system is not specified. See Fig. X1.1 for a typical configuration. Use a suitable air filter. Install the intake-air tube (Fig. A5.7) at the intake of the turbocharger compressor. The intake-air tube is a minimum 305 mm of straight, nominal 102 mm diameter tubing. The system configuration upstream of the air tube is not specified.

NOTE 3 - Difficulty in achieving or maintaining intake-manifold pressure or intake-manifold temperature, or both, may be indicative of insufficient or excessive restriction.

6.3.4 Charge-Air Cooler - In addition to the Caterpillar-supplied, charge-air cooler which is engine mounted, use another cooler to simulate the air-to-air charge air cooler used in most field applications. A Modine cooler (part number 1A012865) has been found suitable for this use. Alternatively, other charge air coolers may be used that provide sufficient cooling capacity to control inlet-manifold temperatures in the range specified elsewhere in this test method. Equip all coolers with a drain system to remove condensate continuously from the boost air cooler outlet side. Remove the coolant-diverter-valve diaphragm for the Caterpillar-supplied, charge-air cooler.

6.3.5 Exhaust System - Install the exhaust tube, see Fig. A5.8, at the discharge flange of the turbocharger-turbine housing. Downstream exhaust piping is required but is left to the discretion of the laboratory to fabricate. Include a method to control exhaust back pressure.

6.3.6 Fuel System - The fuel-supply and filtration system is not specified. See Fig. X1.2 for a typical configuration. Determine the fuel-consumption rate by measuring the rate of fresh fuel flowing into the day tank. Provide a method to control fuel temperature. Return the excess fuel from the engine into the day tank.

6.3.7 Coolant System - The system configuration is not specified. See Fig. X1.3 showing a typical configuration consisting of a non-ferrous core heat exchanger, a reservoir (expansion tank), and a temperature-control valve. Pressurize the system by regulating air pressure at the top ofthe expansion tank. Ensure the system has a sight glass to detect air entrapment.
6.3.7.1 System volume is not specified. Avoid a very large volume as it may increase the time required for the engine coolant to reach operating temperatures.

6.3.8 Pressurized Oil-Fill System - The oil-fill system is not specified. A typical system includes an electric pump, a 50 L reservoir, and a transfer hose. Fig. A5.24 shows the location of the pressurized oil-fill system.

6.3.9 External Oil System for Full-Load Break-in:
6.3.9.1 Configure the oil system as shown in Fig. A6.1 for full-load break-in of new or rebuilt engines only. Do not use this system during the oil aeration test cycle. The capacity of the oil reservoir is 10 L to 13 L. Ensure that the oil return is drawn from the bottom of the oil reservoir - see Fig. A5.10. Use Viking Pump Model No. SG053514. Locate the external oil pumps at a depth that is below the pump supply fitting on the oil pan. The nominal speed for the oil-pump motor is 1725 r/min. Figs. A5.1-A5.5 show the pump supply and return port locations. This system is removed for testing after the break-in and during the aeration tests. The locations for the pump supply and return port of the oil pan are capped when this system is not in use.

6.3.9.2 Oil-Sample Valve Location - Locate the oil-sample valve on the oil-sump drain port.

6.3.9.3 Unacceptable Oil-System Materials - Do not use brass or copper fittings because they can adversely influence the analyses for oil-wear metals in the external oil system.

6.3.10 Crankcase Aspiration - Vent the blowby gas at the blowby filter housing located at the left-front side of the cylinder head cover (Fig. A5.11). Use crankcase breather P/N 9Y-4357. Use breather spacer P/N 221-3934 or equivalent plate 20 mm thick with a fully-open center. Use gasket P/N 9Y-1758 on each side of the spacer.

6.3.11 Blowby Rate - See the general configuration of this system in Fig. A5.11. The minimum internal volume of the blowby canister is 26.5 L. The inside diameter of the pipe connecting the breather outlet to the blowby canister is 32 mm. Incline the pipe downward to the canister. The hose connecting the blowby canister to the device for measuring the flow rate is not specified but it shall match closely to the inlet of the device. The device for measurement of flow rate is not specified, but shall be capable of measuring approximately 70 L/min. The J-TEC Associates, Inc. Model No. YF563A or YF563B have been found to give satisfactory results under the conditions specified in this test method.

6.4 System-Time Responses - The maximum allowable system-time responses are shown in Table 1. Determine system-time responses in accordance with the Data Acquisition and Control Automation II (DACA II) Task Force Report.

6.5 Oil-Sample Containers - Preferably use high-density polyethylene containers for oil samples. (Warning - Avoid using glass containers which may break and cause injury or exposure to hazardous materials.)

7. Engine Liquids and Cleaning Solvent
7.1 Test Oil - Approximately 115 L of test oil is required to complete the test.

7.2 Test Fuel - Approximately 490 L of Chevron Philips PC-10 ultra-low-sulfur diesel (ULSD) fuel, is required to complete the test. Fuel property tolerances are shown in Annex A15.

7.3 Engine Coolant:
7.3.1 Use a mixture of equal parts by volume of mineral-free water and Caterpillar-brand, coolant concentrate P/N 238-86476.

7.3.2 As an option, premixed coolant is available and may be used directly.
7.3.2.1 Table 2 shows Caterpillar part numbers for several container sizes for concentrate and premixed coolant.

7.3.3 Replace the coolant mixture after 5000 h. The mixture shall remain at equal parts by volume of water and concentrate during the course of the test. Keep the coolant mixture free from contamination.

7.3.4 Maintain a correct additive concentration.

7.4 Cleaning Solvent - Use a solvent meeting the requirements of Specification D235, Type II, Class C for volume fraction of aromatics 0 % to 2 %, flash point (61 °C, min), and color (not darker that +25 Saybolt or 25 Pt-Co). Obtain a certificate of analysis for each batch of solvent from the supplier. (Warning - Combustible. Health Hazard. Use adequate safety precautions.)

7.5 Sealant - Because leached silicon from engine gaskets and sealants can cause elevated aeration levels (see A12.1), use silicon-free sealants such as alkyl acrylate copolymer (ACM). Loctite 5810A (item 39210 or 39211) has been found suitable for this purpose.