GB/T 9932-1988 Performance Evaluation Method for Internal Combustion Engine Oils (Caterpillar 1H2 Method)

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Card type: Test method

1. Method Number / Full Name / English Name / Replacement Relationship

• Standard number: GB 9932-88 (the original cover and page headers both write GB 9932-88; the file name is marked as GBT-9932-1988, requires confirmation against the source standard (source-text extraction))
• Chinese name: Performance Evaluation Method for Internal Combustion Engine Oils (Caterpillar 1H2 Method)
• English name: The test method for evaluating the performance of internal combustion engine oil (Caterpillar 1H2 method)
• UDC: $21.s2.21 .096 (source-text extraction noise, requires confirmation against the source standard (source-text extraction))
• Replacement relationship: not provided in the available source
• Approval/implementation: approved by China Petrochemical Corporation 1988-09-20, implemented on 1989-09-01
• Drafting unit: proposed and drafted by the Research Institute of Petroleum Processing; drafter Fang Zhichang
• Reference relationship: formulated with reference to the American Society for Testing and Materials standard ASTM STP 509A (PART I) "Single-Cylinder Engine Test for Evaluating the Performance of Crankcase Lubricants (Caterpillar 1H2 Method)"

2. Scope of Application and Non-Application

• Applicable to the performance evaluation of diesel engine oils (CD grade).
• Also applicable to the performance evaluation of universal oils for gasoline and diesel engines, oils for internal combustion locomotives, etc.
• Not applicable: not provided in the available source.

3. Method Principle

Before each test, the power-producing parts of the engine shall be completely disassembled, cleaned with solvent and measured, and reassembled strictly according to technical requirements. New pistons, piston rings and cylinder liners shall be installed for each test. The engine crankcase shall be cleaned with solvent, and worn and damaged parts shall be replaced. The test bench shall have auxiliary equipment for controlling speed, load and various test conditions, and must be equipped with an engine intake air supercharging system capable of heating the air.

The test uses the test oil as lubricant. First run in for 1 h, then operate the supercharged single-cylinder engine under the specified speed and fuel consumption rate for 480 h. An intermediate inspection may be carried out between 96~384 h during the test. For reference oil tests, an intermediate inspection must be carried out when running to 120 h. After the test, inspect the engine and determine the nature and quantity of piston deposits, the condition of piston ring sticking, and the degree of wear of piston rings and cylinder liners.

Only test results obtained strictly in accordance with this method are valid.

4. Reagents and Materials (Purity / Preparation)

5.1 Fuel

Each test requires approximately 4548 L (1200 US gal) of fuel; specification requirements are given in Appendix A (supplementary provision). The heat input shall be converted into fuel consumption based on the lower heating value of the fuel.

5.2 Test Oil

Each test requires approximately 76–95 L (20–25 US gal) of test oil.

5.3 Engine Coolant

Add 1.5% (volume) of RB type emulsified rust-preventive oil to softened water. New coolant must be used for each test.

5.4 Cleaning Agents

• 5.4.1 Engine cleaning agent: use NY-190 solvent naphtha conforming to GB 1922; the cleaning dispersant may be petroleum calcium sulfonate (T101).
• 5.4.2 Cooling system cleaning agent: add appropriate amounts of industrial sodium sulfate (Na₂SO₄) and industrial sodium phosphate (Na₃PO₄) to softened water.

Appendix A Fuel Specifications (Supplementary Provision)

5. Instruments and Equipment

4.1 Test Engine and Auxiliary Equipment

The test engine is a dedicated supercharged single-cylinder diesel engine with a cylinder bore of 130.2 mm and a piston stroke of 165 mm. In addition, the following auxiliary equipment shall be provided:

• 4.1.1 A circulating cooling system with a centrifugal water pump driven by the test engine.
• 4.1.2 A suitable fuel supply system.
• 4.1.3 An intake air supercharging system with a surge tank, intake air heating and intake air humidity adjustment.
• 4.1.4 An exhaust system with a surge tank and a muffler.
• 4.1.5 A suitably selected dynamometer.
• 4.1.6 The starting motor has a torque of 372 N·m at 400 r/min, and can automatically disengage when the torque increases to 420 N·m.
• 4.1.7 A crankcase blow-by measuring meter.
• 4.1.8 Thermocouples for measuring temperatures at various points.

4.2 Cooling System

There shall be no mineral deposits or oils in the cooling system. The coolant circulation flow rate shall be adjusted to 58 ± 3.8 L/min (15.3 ± 1.0 US gal/min). The flowmeter shall be calibrated on the test bench. The coolant is distilled water or softened water with rust inhibitor added. During normal shutdown, the cooling system must be filled with coolant. During intermediate inspection shutdown, the coolant shall be drained and reused when the test is continued. When replenishment is needed during the test, the same coolant shall be used. Observe the glass tube on the cooling system outlet pipe; if mist-like bubbles are found in the coolant, stop the machine and check whether there is air leakage at the water pump inlet end or whether combustion gas is leaking from the cylinder head.

4.3 Fuel System

The length of the pipeline from the fuel filter to the injection pump is 1073 ± 13 mm (42.25 ± 0.5 in), to ensure that the pressure in the fuel pipeline is within the range of 137.9 ± 13.8 kPa (20 ± 2 lbf/in²) and to shorten the startup time. The fuel consumption meter used shall have a measurement accuracy within ±3%. When the engine is switched from the working state to the fuel consumption measurement state, the fuel transfer pump pressure and exhaust temperature shall not change.

4.4 Intake System

The intake system shall ensure that the air entering the cylinder is within the specified humidity, temperature and pressure ranges, and shall be equipped with a dry air filter. Use an air compressor or similar equipment to control the intake pressure. When the intake pressure drops to the specified lower limit, the air filter element shall be replaced or cleaned. The intake system shall have an intake surge tank with an electric heater. Its volume is 0.198–0.227 m³ (7–8 ft³), and its inner diameter is 487–584 mm (19–23 in). The length of the pipeline from the surge tank outlet flange plane to the cylinder head intake port plane is 794 ± 13 mm (31.25 ± 0.50 in), and only one elbow not smaller than 90° is allowed. The surge tank and electric heater shall be inspected once a year to keep them free of oil stains and rust. The intake humidity shall be controlled at 18 ± 1.7 g water per kilogram of dry air (125 ± 12 gr/lb). The humidity measurement system shall be calibrated once every six months.

4.5 Exhaust System

The diameter and length of the exhaust pipe after the exhaust manifold elbow shall be selected to obtain an air-fuel ratio of 23.5:1. The system shall be equipped with an exhaust surge tank and a muffler, and shall ensure: exhaust back pressure is 0–3.0 kPa (0–12 inH₂O). Elbows of 90° shall be avoided, and the distance between two elbows shall be greater than 305 mm (12 in).

4.6 Blow-by Measuring Meter

This measuring meter shall be a positive displacement gas flow meter equipped with an oil-gas separator and a surge tank. During measurement, connect it to the outlet of the crankcase breather with a rubber hose.

4.7 Thermocouples

The temperature at each point shall be measured with thermocouples having an appropriate temperature measurement range.

6. Recommended Operating Conditions

Table 1 Engine Break-in Specification

Note: Some values in Table 1 have severe noise in source-text extraction, and there is a possibility of misalignment between the oil temperature column and the coolant outlet temperature column, requires confirmation against the source standard (source-text extraction).

Table 2 Test Conditions

Table 3 Engine Cooling-Down Steps

Table 4 Engine Warming-Up Steps

Table 5 Air-Fuel Ratio Comparison Table (Partial)

Note: The latter part of Table 5 (including CO₂ 9.6–11.5 corresponding to air-fuel ratios 20.88–23.96 and 24.15~28.48, etc.) has disordered typesetting in source-text extraction, and the data correspondence requires confirmation against the source standard (source-text extraction).

7. Sampling and Test Specimen Preparation

• Test oil: each test requires approximately 76–95 L (20–25 US gal) of test oil (5.2).
• Fuel: each test requires approximately 4548 L (1200 US gal) of fuel (5.1).
• Cleaning of new piston (6.5):
  • 6.5.1 Spray-clean with cleaning agent (NY-190), then blow dry with compressed air.
  • 6.5.2 Scrub the piston with chamois leather or silk dipped in pentane, paying special attention to the ring grooves and ring lands, then air dry.
  • 6.5.3 Before installing on the engine, coat the piston side surface with test oil.
• Preparation of cylinder head (6.6): ream, hone, and clean the valve guides; the inner diameter of the pre-combustion chamber passage hole should be 7.62±0.025 mm (0.300±0.001 in); if it exceeds this dimension, it should be replaced.
• Measurement (6.7): Measure the piston, piston rings, cylinder liner, and fuel supply advance angle both before and after the test. Measure and record the compression ratio before each test.

8. Analysis Procedure

8.1 Engine Break-In

Add test oil 5.7 L, and operate for 1 h according to the steps listed in Table 1. After stopping, drain the test oil. At the last 15 min of step 4, measure and record the crankcase blow-by.

8.2 Formal Test

Add test oil 5.7 L and conduct the formal test. After starting, follow the heating procedure of 8.7, and after reaching the test conditions of Table 2 within 30 min, begin counting the test time. The test conditions must be strictly controlled so as not to affect the test results.

8.3 Replenishment of test oil

• 8.3.1 After the test oil reaches the specified temperature, note the test oil level height on the oil dipstick; call this the "full" mark.
• 8.3.2 Check the test oil level height every 12 h. If the level drops by no less than 2 scale units below the "full" mark, drain oil to 2 scale units, then add 0.95 L of new oil. If the drop is between 2 and 3 scale units, do not drain oil; only add 0.95 L of new oil. If the drop exceeds 3 scale units, then new oil should be added to the "full" mark. Whenever the test oil level drops by more than 2.5 scale units, 0.95 L of new oil should be added. The amounts of test oil added and drained must be recorded.

8.4 Method for measuring test oil level

• 8.4.1 Pull out the oil dipstick and wipe off the test oil.
• 8.4.2 With the graduated side facing the operator, insert the oil dipstick.
• 8.4.3 After 5 s, pull out the oil dipstick and read the test oil level.

8.5 Replacement of test oil

The test oil should be replaced at the end of the trial run and after every 120 h of operation. After shutdown, while still hot, drain the test oil from the crankcase, governor, oil cooler, and oil filter through the drain valve for 30 min. Record the amount of test oil drained, then add 5.7 L of new oil.

8.6 Engine cooling-down procedure

Except for uncontrollable emergency shutdowns, all shutdowns including the trial run should first stop intake heating, then proceed according to the steps in Table 3. When the test conditions drop below the values specified in Table 2, stop counting the test time. The total cooling-down time should be 15 to 20 min.

8.7 Engine heating-up procedure

Except for the trial run, starting the engine should proceed according to the steps in Table 4. Turn on the intake heater. When the test conditions reach the values specified in Table 2, begin counting the test time. The total heating-up time should be at least 30 min, but it must not be dragged out too long.

8.8 Shutdown

Record the test hours, shutdown time, and shutdown reason for each shutdown. Shutdowns carried out according to the cooling-down procedure in Table 3 for intermediate inspections or test oil replacement are normal shutdowns. Shutdowns not carried out according to the cooling-down procedure in Table 3 are emergency shutdowns; every effort should be made to reduce the number of shutdowns in order to improve test precision. The total shutdown time for each test must not exceed 250 h. When each shutdown exceeds 8 h, the engine should be placed at top dead center of the compression stroke, with the intake and exhaust valves and breather in the closed state.

8.9 Soft start

First add some test oil to the piston crown recess, then start the engine; this is called a soft start. Its purpose is to first lubricate the piston and piston rings to prevent scuffing during starting. Soft start is only used for starting after an emergency shutdown, and it must be recorded. The amount of oil added is 30 mL.

8.10 Exhaust temperature recording

An exhaust temperature recorder must be used during starting, trial running, and shutdown. Its purpose is to record the changes in exhaust temperature caused by changes in speed and load during trial running, heating-up, and cooling-down. Since deviations in exhaust temperature can affect the test results, they must be controlled. When adjusting speed, load, and intake pressure, minimize the excess deviation of exhaust temperature.

8.11 Air-fuel ratio

The air-fuel ratio must be measured once every 120 h. The air-fuel ratio must be (23.5±1.0):1. The measurement method may use an orifice flowmeter to measure the intake air flow and calculate it, or use exhaust gas analysis to look up Table 5 and infer it. The exhaust gas should be collected from the sampling tube on the exhaust pipe.

8.12 Periodic measurement

The test parameter data should be recorded once every hour. These data should be the actual engine operating conditions at the time of recording, not the average value within 1 h. The actual observed values must be recorded truthfully; only after recording may adjustments be made to parameters that have deviated from the test conditions. The recording form is shown in Appendix B (reference document).

The content recorded once every hour is: engine speed, fuel consumption rate, engine load, coolant outlet temperature, coolant inlet temperature, oil temperature, intake air temperature, exhaust temperature, oil cooler inlet temperature, oil pressure, piston cooling oil injection pressure, intake pressure (absolute), exhaust back pressure, fuel injection pump inlet fuel pressure, intake air humidity, and crankcase vacuum.

Record the engine coolant flow rate every 12 h.

The crankcase blow-by must also be recorded every 12 h; each measurement time is 10 min, measured twice consecutively, and the average of the two readings is taken.

When the test oil is replaced every 120 h, calculate the test oil consumption rate, expressed in mL/kW·h. Calculate based on a brake power of 24.6 kW.

9 Inspection of the test

9.1 Intermediate inspection

The reference oil test requires an intermediate inspection once every 120 h; the test oil evaluation test may have an intermediate inspection at any time within 96 to 384 h. The intermediate inspection only scores the piston and must not remove the piston rings. Before scoring, wipe off the oil contamination on the test piston with a clean, dry, soft cloth that has not been dipped in any solvent, and record the time of the intermediate inspection.

9.2 Final inspection

The final inspection of the test mainly inspects the piston, piston rings, and cylinder liner. Perform a comprehensive scoring of the piston, measure the wear of the cylinder liner and piston rings, and photograph the piston; the piston rings must be removed before photographing.

9.3 Scoring method

9.3.1 Definition of deposits

Carbon deposit is a black, hard, and not easily soluble deposit; except for the parts that rub against components, its surface has no luster.

Piston ring groove carbon deposits are divided into three grades: heavy carbon, medium carbon, and light carbon:

• Heavy carbon: carbon deposit fills the entire space behind the piston ring and ring groove, as well as parts that, although of smaller thickness, have been polished smooth due to excessive carbon behind the ring.
• Medium carbon: carbon deposit occupies more than 1/4 of the space behind the piston ring and ring groove.
• Light carbon: carbon deposit occupies less than 1/4 of the space behind the piston ring and ring groove.

Piston ring land carbon deposits are divided into two grades: heavy carbon and light carbon:

• Heavy carbon: carbon deposit has traces of friction and polishing.
• Light carbon: other carbon deposits.

Lacquer film is a very thin, hard, lustrous, and not easily soluble deposit; according to color it is divided into six grades: black, dark brown, brown, light brown, discolored, and clean. Use a standard color plate for comparison to distinguish them.

9.3.2 Scoring environment

Scoring should be carried out in a standard scoring box. To improve scoring precision, use a scoring sheet to divide the piston measurement surface into 20 equal parts, each equal part accounting for 5% of the total area.

9.3.3 Scoring

9.3.3.1 Scoring of deposits

Align zone number 1 of the scoring sheet with the front of the piston, and separately observe the coverage area of different categories of deposits in each zone of the piston, accurate to 1%.

9.3.3.2 Coefficients for various deposits and zone weighting coefficients

Carbon deposit coefficients:

Lacquer film deposit coefficients:

Zone weighting coefficients:

Note: The zone weighting coefficient table source-text extraction has disordered layout; the correspondence of some values requires confirmation against the source standard (source-text extraction).

9.3.3.3 Calculation of scoring

The formula for calculating piston deposit scoring is as follows:

• Zone score = deposit coverage area percentage × deposit coefficient
• Zone weighted score = sum of zone scores × zone weighting coefficient
• Total weighted score = sum of zone weighted scores

The deposit coverage area percentage is expressed as an integer. When calculating the zone weighted score, only one decimal place is retained, and the first decimal place is handled according to the "rules for rounding off numerical values".

9.4 Reporting of test results

The content of the test result report includes: bench reference oil test results and piston scoring of the test oil, test conditions, test oil consumption, wear conditions, piston photographs, shutdown conditions, etc. The report format is shown in Appendix C (supplementary document).

9. Qualitative and quantitative and calculation formulas

See 9.3.3.3 scoring calculation:

• Zone score = deposit coverage area percentage × deposit coefficient
• Zone weighted score = sum of zone scores × zone weighting coefficient
• Total weighted score = sum of zone weighted scores

Wear measurement:

• Cylinder liner wear: scrape off the carbon deposits inside the cylinder liner. Before removing the cylinder liner from the cylinder block, measure the cylinder liner inner diameter at two positions, 19.1 mm (0.75 in) and 25.4 mm (1 in) downward from the top of the cylinder liner, in both directions parallel and perpendicular to the crankshaft axis; the difference between the inner diameters at the two positions is the cylinder liner wear (6.7.1.2).
• Piston ring wear: before and after the test, place the piston ring in a ring gauge with an inner diameter of 130.2 mm (4.125 in) and measure the piston ring end gap; after the test, first inspect and remove deposits on the piston ring, then measure the end gap. The difference between the two measurements before and after the test is the piston ring wear. Its maximum allowable values are: first ring 0.13 mm (0.005 in); second and third rings 0.15 mm (0.006 in); oil ring 0.25 mm (0.010 in) (6.7.2).
• Piston ring side clearance: the side clearance of each piston ring should be measured before and after the test. Gently insert a feeler gauge into the ring groove above the piston ring, and measure the maximum and minimum values of the piston ring side clearance. During measurement, the piston ring should not be pushed to the back of the ring groove. Measurement after the test should be carried out before the piston ring is removed from the piston and while deposits are present. The allowable side clearance values for new pistons and piston rings are: first ring 0.127 to 0.155 mm (0.0050 to 0.0061 in); second and third rings 0.076 to 0.114 mm (0.0030 to 0.0045 in); oil ring 0.038 to 0.076 mm (0.0015 to 0.0030 in) (6.7.3).
• Compression ratio: The compression ratio shall be measured before the test. The compression ratio is achieved by measuring the clearance between the piston top and the cylinder head. Use 4 lead balls or fuse wires with a diameter of 2.4~2.7 mm, place them at the edges of the piston top in two directions parallel and perpendicular to the piston pin axis, stick them with grease, and position the piston midway between top dead center and bottom dead center. Install the cylinder gasket and cylinder head, tighten the nuts to the specified torque, turn the flywheel by hand to make the piston pass through top dead center, remove the cylinder head and cylinder block as a whole, measure the thickness of the 4 lead balls or fuse wires, and their average value is the piston top clearance, which shall not exceed the range of 1.30±0.127 mm (0.051±0.005 in) (6.7.4).

10. Precision

For test precision, see Appendix E (reference item).

Appendix E Test Precision (Reference Item)

Note: The data in Appendix E source-text extraction is garbled in typesetting, and the correspondence of some values requires confirmation against the source standard (source-text extraction).

11. Report

The content of the test result report includes: bench reference oil test results and test oil piston rating, test conditions, test oil consumption, wear conditions, piston photographs, shutdown conditions, etc. For the report format, see Appendix C (supplementary item).

Appendix C Test Report (Supplementary Item) includes:

• C1 Bench reference oil test results
• C2 Piston rating
• C3 Test conditions
• C4 Test oil consumption rate
• C5 Measurement and inspection of cylinder liner and piston rings
• C6 Test piston photographs
• C7 Test shutdown conditions
• C8 Test conclusions

12. Normative References

• GB 261 Petroleum products — Determination of flash point — Closed cup method
• GB 265 Petroleum products — Determination of kinematic viscosity
• GB 380 Petroleum products — Determination of sulfur content — Lamp method
• GB 386 Diesel fuel — Determination of cetane number — Synchronous flash method
• GB 508 Petroleum products — Determination of ash
• GB 1884 Petroleum and liquid petroleum products — Determination of density — Hydrometer method
• GB 1885 Petroleum density metering conversion tables
• GB 1922 Solvent naphtha
• GB 3535 Petroleum — Determination of pour point
• GB 4945 Petroleum products and lubricants — Determination of neutralization value — Color indicator method
• GB 5096 Petroleum products — Copper strip corrosion test
• GB 6533 Crude petroleum — Determination of water and sediment
• GB 6536 Petroleum products — Determination of distillation
• ZB E 30001 Petroleum products — Determination of carbon residue — Ramsbottom method
• SY 2204 Light petroleum products — Determination of cloud point and crystallization point

13. Source and verification

This page is an AI translation of the available Chinese method card. Human verification is pending. It is not an official translation of the standard. Check the source standard and product certificate before use.

14. Quick Reference Q&A