NB/SH/T 0893-2015 Evaluation method for medium-temperature dispersancy of passenger car direct injection diesel engine oils

AI-translated method card — human verification pending. This is not an official translation of the standard. Unclear source values remain unverified; check the original standard and product certificate before use.

Card type: Test method

1. Method number / full title / English title / replacement relationship

• Standard number: NB/SH/T 0893—2015
• Chinese title: Evaluation method for medium-temperature dispersancy of passenger car direct injection diesel engine oils
• English title: Oil dispersion test at medium temperature for passenger car direct injection diesel engines
• Replacement relationship: This standard is first published (foreword). It uses the redrafting method to modify and adopt CEC L-93-04 "Method for medium-temperature dispersancy of passenger car direct injection diesel engine oils" (2.4 edition).
• Publication/implementation: published on 2015-10-27, implemented on 2016-03-01; issued by the National Energy Administration.
• Custodianship: National Technical Committee for Standardization of Petroleum Products and Lubricants, Subcommittee on Petroleum Fuels and Lubricants (SAC/TC 280/SC 1).
• Drafting organization: PetroChina Dalian Lubricant Research and Development Center.
• Main drafters: Huang Shengjun, Zhao Xi, Fu Dailiang, Liu Honghui.

2. Scope of application and non-applicability

• This standard specifies the test method for evaluating viscosity increase and piston cleanliness of diesel engine oils caused by soot using a Peugeot DV4 TD engine (Chapter 1).
• This standard is applicable to evaluating the medium-temperature dispersancy performance of diesel engine oils (Chapter 1).
• Note: Except for pressure units, this standard uses International System of Units [SI] units; pressure units are bar or mbar (Chapter 1).
• Not applicable: not provided in the available source.

3. Method principle

A new engine is used for each test. First, a break-in test of 10 h is carried out, then the formal test of 120 h is carried out. Each 30 min is one cycle, including idle and full-speed full-load 2 operating conditions; the test consists of 240 cycles in total. Every 24 h, sample 90 mL, and measure 100 ℃ kinematic viscosity and soot content. Calculate the 100 ℃ kinematic viscosity increase of the engine oil at a soot content of 6% by linear interpolation. After the test is completed, disassemble the engine and rate the piston deposits (Chapter 4).

4. Reagents and materials (purity / preparation)

• 7.1 Fuel
  • 7.1.1 All fuel and transport containers shall remain clean before filling with oil.
  • 7.1.2 The amount of fuel used for each test is about 1500 kg.
  • 7.1.3 The performance requirements of all reference fuels used for testing shall meet the requirements of Annex C. Note: If fuel meeting the technical specifications of Annex C cannot be obtained, it may be purchased from a supplier approved by the TDG-L-93 working group. The batch number and supply code of the reference fuel used in the test shall be stated in the test report.
• 7.2 Coolant: The coolant used for the test is made by mixing water with 50% PSA antifreeze PRCOCOR 3000 or REVKOGEL 2000 (the PSA antifreeze can be purchased from the PSA authorized sales network), meeting the -35 grade coolant in NB/SH/T 0521—2010. The coolant shall be replaced for each test.
• 7.3 Test oil: About 10 L of test oil is required for each test.
• 7.4 Solvent naphtha: When cleaning the engine and accessories, use 2 grade solvent naphtha from GB 1922—2006.
• 7.5 Sealant: Use silicone rubber flat sealant to seal between the oil pan and the cylinder block.
• 7.6 Engine purchase: To avoid errors caused by engine assembly, a new engine shall be used for each test. The engine and spare parts shall be provided by PCM. PCM Contact information: Peugeot Citroen Moteurs, 49, rue Noel Pons, BP 420, 92004 NANTERRE Cedex, Tel: +33 1 46 49 49 72, Fax: +33 1 46 49 49 62.
• 7.7 Other connecting parts (see Annex D):
  • 7.7.1 The original oil heat exchanger connecting plate and the specified heat exchanger replace the original oil cooler (see Figure D.8, Figure D.9 and Figure D.10).
  • 7.7.2 Use a specially made connector to replace the original plastic connector of the charge air circuit (see Figure D.11, Figure D.12, Figure D.13 and Figure D.14).
  • 7.7.3 Modify the oil pan; the oil pan is welded with an expanded volume part according to Figure D.17.
  • 7.7.4 Modify the vehicle cooling circuit (see Figure D.6 and Figure D.7).
  • 7.7.5 Adjust the turbocharger wastegate screw.
  • 7.7.6 The temperature sensor is installed on the front transition plate of the turbocharger (see Figure D.19).
  • 7.7.7 Weld the muffler.

5. Instruments and equipment

• 6.1 Test engine
  • 6.1.1 A PSA turbocharged direct injection 1.4 L diesel engine is used, as used in the European version Peugeot 206 (Peugeot 206) model. Its model and technical parameters are shown in Table 1.
  • 6.1.2 The cylinder head is made of lightweight aluminum alloy. The overhead camshaft operates the intake and exhaust valves through roller rocker arms. The cam and rocker arms are connected through hydraulic tappets. The inner top of the piston is cooled by spraying oil onto the metal surface through oil nozzles. The piston ring set consists of a first ring with a chrome-plated surface and a trapezoidal cross-section, a second ring made of nodular cast iron with a rectangular cross-section, and an oil control ring integrated with an expander ring.
  • 6.1.3 The injection parameters are controlled by the engine electronic control unit (ECU). This ECU has been modified to reduce fuel injection pressure and increase exhaust smoke.
  • 6.1.4 Engine spare parts shall be provided by the parts supplier of Peugeot Citroën Engines (PCM); substitutes shall not be used.
• Table 1 Engine model and technical parameters

  Name	Parameter
  Engine model	DV4 TD/L4
  Number of cylinders	4
  Bore/mm	73.7
  Stroke/mm	82
  Displacement/cm³	1398
  Fuel injection system	Bosch EDC16 common rail direct injection
  Power/kW	50
  Torque/(N·m)	150

• 6.2 Engine installation: The engine shall be installed vertically on the test bench and fixed by rubber mounts. The rear mount is located on the gearbox housing. The coordinates of several points behind the cylinder block and on the crankshaft axis are shown in Figure D.1. The engine and vehicle wiring harness diagram is shown in Figure D.5.
• 6.3 Cooling system
  • 6.3.1 The vehicle cooler shall be replaced by a water-to-water heat exchanger. The heat exchanger model is Bowman FH 300/3282-2 and has its own expansion chamber (see Figure D.2, Figure D.3 and Figure D.4). The pressure of the cooling circuit shall be 1.0 bar±0.1 bar. The design scheme of the cooling water pressure system is shown in Figure D.6.
  • 6.3.2 Retain the original engine coolant thermostat mechanism. A bypass circuit shall be used to simulate the vehicle thermal cycle. There is a calibrated orifice in the rubber hose at the connection of the two heating circuits (see Figure D.7).
• 6.4 Oil system: The oil cooling heat exchanger shall be replaced by a plate-type oil cooler (11 plates) mounted on a connecting plate. The design drawing of the connecting plate is shown in Figure D.8, Figure D.9 and Figure D.10. The external oil circuit diagram is shown in D.8, h). It is recommended to connect the oil-water heat exchanger to an independent cooling circuit. The oil temperature is measured in the main oil gallery and adjusted by a PID control valve. To avoid adding oil during the test, the oil pan is modified and expanded; the design drawing is shown in Figure D.17.
• 6.5 Intake system and turbocharger
  • 6.5.1 In the engine intake system, a modified connecting pipe is installed between the turbocharger outlet and the intake manifold. This modified connecting pipe has holes for measuring intake air temperature and boost pressure. The part drawing is shown in Figure D.11, Figure D.12, Figure D.13 and Figure D.14. To adjust the turbocharger boost pressure, there shall be no air leakage between the air flow sensor and the engine intake manifold.
  • 6.5.2 It is recommended to adjust the turbocharger wastegate screw to leave 5 threads at the end before the test starts. The temperature at the air filter inlet shall be controlled (generally between 30 ℃~40 ℃) so that the charge air temperature is maintained at 120 ℃±5 ℃.
• 6.6 Blow-by flow measurement system: The blow-by volume is measured at the end of the cycle stage; the blow-by tester is connected between the rocker cover and the turbocharger inlet. It is recommended to use a shorter pipe (typical length 2 m). During the test stage and the measurement stage, the blow-by shall return to the intake system.
• 6.7 Exhaust system
  • 6.7.1 Disconnect the exhaust gas recirculation system (EGR) valve. Remove all EGR pipes, and fully seal the EGR inlet and outlet with a partition plate. The exhaust pipe, smoke measurement point and exhaust back pressure shall be arranged according to Figure D.18. The exhaust temperature shall be measured before the turbocharger.
  • 6.7.2 When measuring smoke opacity, either the AVL415 or the AVL415S smoke opacity meter may be used. The installation and operation of the instrument shall be in accordance with the instrument manual provided by AVL List GmbH (AVL). The smoke opacity measurement point shall be located at the turbocharger outlet 1700 mm±300 mm. The length of the sampling line between the smoke opacity measurement point and the AVL smoke opacity meter shall be 1300 mm±300 mm. The AVL smoke opacity meter shall use a non-heated sampling line. It is recommended that the instrument operate in automatic sampling mode and report the average measured value of 3 samples each time. If the AVL415S smoke opacity meter is used, the laboratory shall ensure that its reading is correlated with the AVL415 smoke opacity meter.
• 6.8 Fuel system: The fuel inlet temperature is controlled by a heat exchanger at 32 ℃±2 ℃. The temperature sensor is installed at the fuel cooler outlet, approximately 1 m before the connection above the engine timing belt cover. Fuel flow needs to be measured, and a vent device shall be installed on the return line of the fuel pump and injectors.
• Installation of 6.9 sensors
  • 6.9.1 Temperature sensors are shown in Table 2.

    Identification	Location	Reference	Range	Uncertainty
    Coolant inlet temperature/℃	Before engine inlet 180 mm±30 mm	Figure D.15	-10~200	1.5 (A class)
    Coolant outlet temperature/℃	After engine outlet 250 mm±30 mm	Figure D.15	-10~200	1.5 (A class)
    Main oil gallery temperature/℃	At the original oil sensor position in the main oil gallery	Figure D.15	-10~200	1.5 (A class)
    Air intake temperature/℃	Air filter inlet	Figure D.15	-10~200	3 (B class)
    Charge air temperature/℃	On the connecting pipe between the turbocharger outlet and the intake manifold	Figure D.15	-10~200	1.5 (A class)
    Fuel temperature/℃	Before engine fuel inlet 1000 mm±300 mm	Figure D.15	-10~200	1.5 (A class)
    Exhaust temperature/℃	At the turbocharger flange 40 mm±10 mm	Figure D.18	375~1200	15 (A class)

    • Note: The definitions of A class and B class uncertainty are given in clause 8.1.
  • 6.9.2 Pressure sensors are shown in Table 3.

    Identification	Location	Reference	Range	Uncertainty
    Main oil gallery pressure/bar	At the original oil sensor position in the main oil gallery	Figure D.15	2~0	0.2 (B class)
    Coolant pressure/mbar	After engine outlet 250 mm±30 mm	Figure D.15	-1000~2000	25 (B class)
    Charge air pressure/mbar	On the connecting pipe between the turbocharger outlet and the intake manifold	Figure D.15	-1000~2000	15 (A class)
    Exhaust back pressure/mbar	Before the exhaust pipe, after the exhaust elbow 70 mm±5 mm	Figure D.16	-1000~2000	15 (A class)
    Atmospheric pressure/mbar	In the laboratory	Figure D.18	800~1200	5 (A class)

    • Note: The definitions of A class and B class uncertainty are given in clause 8.1.
  • 6.9.3 Other sensors and measuring instruments are shown in Table 4.

    Identification	Location	Reference	Range	Uncertainty
    Engine speed/(r/min)	Dynamometer	—	0~7500	10 (A class)
    Engine torque/(N·m)	Dynamometer	—	0~200	2+1%M (A class)
    Fuel consumption/(kg/h)	Fuel consumption meter	—	0~40	0.1+1% (A class)
    Coolant flow rate/(L/min)	At the heat exchanger inlet	—	0~100	1+3% (A class)
    Blow-by gas flow rate/(L/min)	Blow-by gas measurement system	—	0~200	5.0 (A class)
    AVL smoke opacity meter/FSN	Installed after the AVL smoke opacity meter, with a minimum distance of 300 mm	Figure D.18	—	—
    Back pressure control	After the exhaust pipe elbow 1700 mm±500 mm	Figure D.18	~5	0.005+6% (A class)

    • Note: The definition of A class uncertainty is given in clause 8.1.
    • Example: 0.01/ refers to the unit 0.01/; 1% refers to ±1% of the reading; 1%M refers to ±1% of the maximum value recorded in the test; 1 (unit) + 1% of the maximum value recorded.
• 6.10 Generator: The installation of the generator is optional.
• 6.11 Fuel injection system: The engine is fully assembled with the Bosch (Bosch) high-pressure fuel injection system. To improve uniformity and precision, ECU is provided by PCM to control the injection pressure below the standard value set at PSA. Smoke opacity is regulated by boost pressure, charge air temperature, and fuel flow rate.
• 6.12 Turbocharger front-end adapter plate: To measure the pre-turbine exhaust temperature, the turbocharger needs to be modified to add a temperature measurement point, or an adapter plate installed between the exhaust manifold and the turbocharger as described in Appendix D.10 and Figure D.19 shall be used. When the adapter plate is used, extended studs are required: PCM standard 235570.

6. Recommended Operating Conditions

• The test procedure is divided into: break-in (see clause 9.2), oil filling and adjustment (see clause 9.3), main test procedure (see clause 9.4), sampling (see clause 9.5), end of test (see clause 9.6), ECU error codes (see clause 9.7) (9.1 general provisions).
• The break-in procedure consists of 10 h (40 steps, each step 15 min), and the transition between every two stages shall be 30 s and is included in the total time (see Table 6) (9.2.2.1).
• Table 6 Break-in procedure (partial excerpt, source-text extraction unclear in the source text, requires confirmation against the source standard)

  Step	Speed/(r/min)	Torque/(N·m)	Coolant outlet temperature/℃	Main oil gallery oil temperature/℃	Intake air temperature/℃	Fuel temperature/℃
  1	1500	20	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
  2	1500	20	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
  3	2000	20	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
  4	2250	20	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
  5	2000	20	100±2	100±2	35±5	32±2
  …	…	…	…	…	…	…
  40	4000±20	Full load	100±2	100±2	35±5	32±2

  • Note: Table 6 complete 40 step data source-text extraction has considerable noise, some values require confirmation against the source standard (source-text extraction).
• 9.3 Oil filling and adjustment
  • 9.3.1 Initial oil filling: Install a new oil filter and pour 4200 g±20 g test oil into the engine.
  • 9.3.2 The test includes an adjustment condition of 20 min. It consists of the following two parts.
    • 9.3.2.1 Warm-up procedure, totaling 10 min (see Table 7).

      Duration/min	Speed/(r/min)	Torque/(N·m)	Coolant outlet temperature/℃	Main oil gallery oil temperature/℃	Intake air temperature/℃	Fuel temperature/℃
      1	2000	50±5	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
      2	3500	70±5	Not greater than 100	Not greater than 100	Not greater than 35	Not greater than 32
      3	4000±20	85±5	100±2	100±2	35±5	32±2

    • 9.3.2.2 adjustment phase, total 10 min.
      • Adjust the accelerator pedal so that the fuel flow rate is 11.8 kg/h±0.2 kg/h.
      • Adjust the intake air temperature so that the boosted intake air temperature is controlled at 120 ℃±2 ℃.
      • Control the exhaust back pressure to 200 mbar±20 mbar.
      • Adjust the boost pressure so that the smoke value is 3.3 FSN±0.2 FSN. If necessary, adjust the boost air pressure to achieve the above smoke value.
      • Ensure that the boost air temperature is within the range of 120 ℃±2 ℃. If the boost air temperature is incorrect, the intake air temperature should be adjusted.
      • When the test conditions meet the requirements, measure the blow-by flow rate. If the blow-by flow rate reaches 70 L/min, stop the engine and find the cause. Check the vacuum pump suction pipe to ensure it is completely sealed.
      • After the adjustment phase ends, the following parameters should be within the given ranges: Fuel flow rate: 11.8 kg/h±0.2 kg/h; Smoke: 3.3 FSN±0.2 FSN; Boost pressure: 710 mbar±40 mbar; Boost air temperature: 120 ℃±2 ℃.
      • After the adjustment phase ends, the engine speed drops to idle.
      • Wait until the main oil gallery oil temperature drops to 80 ℃±5 ℃, stop the engine and drain the oil 15 min. Do not loosen the oil filter housing when draining the oil.
      • According to the procedure described in 9.3.1, adjust the oil to 4200 g±20 g and add it back into the engine.
• 9.4 Test procedure
  • The 9.4.1 test consists of a total of 240 double-cycle operating conditions. The test should run continuously, and no oil should be added during the 120 h test process.
  • 9.4.2 At the start of the test or after an abnormal shutdown, perform the warm-up procedure. The warm-up process is as follows: within 5 min, increase the speed and load to 4000 r/min and 40 N·m; stabilize the engine outlet water temperature and main oil gallery oil temperature at 100 ℃ and 120 ℃ respectively.
  • Table 8 Test procedure

    Parameter	Phase 1	Phase 2
    Time	30	27
    Phase interval time/s	30	—
    Speed/(r/min)	1100±50	4000±20
    Power	Dynamometer minimum control value	Greater than 4
    Torque	10 maximum	—
    Fuel flow rate/(kg/h)	—	11.8±0.2
    Smoke	—	3.3±0.2
    Boost pressure/mbar	—	710±40
    Boost air temperature/℃	—	120±5
    Exhaust temperature/℃	—	Not higher than 800
    Main oil gallery temperature/℃	—	120±2
    Coolant outlet temperature/℃	—	200±20
    Coolant flow rate	—	Greater than 7.0
    Fuel temperature	—	Meets the boost intake air temperature control requirements
    Exhaust back pressure/mbar	—	—
    Main oil gallery oil pressure/bar	—	—
    Air intake temperature/℃	—	—

    • Note: Some cells in Table 8 have significant source-text extraction noise, requires confirmation against the source standard (source-text extraction).
  • 9.4.3 The above parameters are carried out according to the following requirements: Phase 1: record the values listed above at the end of the phase; Phase 2: at the end of the phase, record once every 5 min minutes. When recording, take the average of 5 recorded values. Record once for each phase of the cycle (except smoke, which should be recorded at least once per hour).

7. Sampling and sample preparation

• 9.5 Oil sampling: sample 90 mL at 24 h, 48 h, 72 h, 96 h and 120 h respectively. Sampling can be done either during 4000 r/min or during the idle phase. Before sampling, drain oil to flush the line, then pour the drained oil back into the engine. 0 h samples should be taken from a new oil drum.
• 9.6 End of test
  • 9.6.1 At the end of the test, the engine returns to the first phase operating condition, and after the main oil gallery oil temperature drops to 80 ℃±5 ℃, adjust the engine to idle. Stop the engine and drain the oil 15 min. The oil filter housing should not be unscrewed when draining the oil. Weigh the mass of the drained oil, and calculate the oil consumption together with the mass of the samples taken.
  • 9.6.2 After the test ends, the engine should be disassembled within 72 h. Oil samples should be analyzed within one month (kinematic viscosity and soot content analysis using CEC L-82 and CEC L-83 methods).
• 9.7 ECU Error codes: In case of engine failure or abnormal operating conditions, there is a DV4TD ECU error code table on the CEC website for reference.

8. Analysis procedure

• 10.1 General: Test scoring includes evaluation of piston ring sticking, deposits, and oil analysis.
• 10.2 Piston ring sticking
  • 10.2.1 Disassemble the engine for scoring; during disassembly, be very careful to avoid damaging piston deposits. Once the engine is disassembled, immediately evaluate the operation of the piston rings as defined below.
  • 10.2.2 Free ring (10 points): The piston ring should be able to move freely in the ring groove under its own weight or with slight contact; and should be able to rotate with a slight torque. This force or torque should be comparable to the force required for a new piston ring to move in a groove without deposits.
  • 10.2.3 Blunt ring (9.5 points): The piston ring can be moved and rotated in the ring groove by hand. However, it requires a slightly greater force than that required for a free ring to move.
  • 10.2.4 Tight ring or spot-stuck ring (9 points): The piston ring can move in the ring groove, but only in and out or rotating near the sticking point.
  • 10.2.5 Stuck ring: The piston ring or a part of the piston ring cannot be moved by hand. In this case, the following two situations need to be distinguished:
    • 10.2.5.1 Cold stuck ring (4.5 points to 9 points; expressed as 9- (4.5×sticking area %)): The piston ring is stuck, but the surface is polished, indicating that the piston ring was free during operation.
    • 10.2.5.2 Hot stuck ring (0 points to 4.5 points; expressed as 4.5- (4.5×sticking area %)): The piston ring is stuck, but the surface is covered with a layer of lacquer, carbon deposits, or both, proving that the piston ring was stuck during operation.
• 10.3 Deposits
  • 10.3.1 After evaluating the piston rings, remove the piston rings, soak the piston in solvent naphtha, clean it, and dry it in air.
  • 10.3.2 The specified piston areas need to be evaluated according to the scoring procedures applicable to passenger car diesel engines in the CRC20 manual. The format of the scoring table is given in Appendix E (scoring coefficients are shown in Table 9).
  • Table 9 Scoring coefficients for piston ring grooves and ring lands

    Deposit	Ring groove scoring coefficient	Ring land scoring coefficient
    Heavy carbon (polished)	0	—
    Medium-heavy carbon (MHC)	2.5	—
    Medium carbon (MC)	5.0	5.0
    Light carbon (LC)	7.5	8.5
    Extra-light carbon (VLC)	8.5	9.1 to 10
    Black lacquer - clean	9.1 to 10	—

    • Note: Some cells in Table 9 have significant source-text extraction noise, requires confirmation against the source standard (source-text extraction).
  • 10.3.3 The following piston areas need to be scored: second ring land; third ring land; first ring groove; second ring groove; third ring groove; piston inner crown.
• 10.4 Oil analysis
  • 10.4.1 Oil samples are analyzed according to the following methods, see Table 10.

    Analysis item	Standard/Method
    100 ℃ kinematic viscosity/(mm²/s)	CEC L-83
    Metal content (iron)/(mg/kg)	Atomic spectroscopy
    Mass fraction of soot content/%	CEC L-82

  • 10.4.2 Perform the specified analysis items on the following different samples respectively, see Table 11.

    Analysis item	New oil	24h	48h	72h	96h	End of test 120h
    100 ℃ kinematic viscosity/(mm²/s)	V	V	V	V	V	V
    Metal content (iron)/(mg/kg)	—	—	—	—	—	V
    Soot content (mass fraction)/%	—	V	V	V	V	V
    6% soot content at 100 ℃ kinematic viscosity increase	—	—	—	—	—	V

    • Note: The 100 ℃ kinematic viscosity increase at a mass fraction of 6% soot content shall be calculated by linear interpolation.
  • The 100 ℃ kinematic viscosity increase at 10.4.3 soot content shall be calculated by linear interpolation: plot soot content as the abscissa and viscosity value as the ordinate, take the viscosity values on both sides of the 6% soot value content and draw a straight line to calculate the viscosity value at 6% soot content; the difference from the new oil viscosity value is the viscosity increase value.
  • 10.4.4 If the soot content after the test does not reach 6%, the 100 ℃ kinematic viscosity increase may be calculated by linear extrapolation, drawing an extension line to calculate the viscosity value at 6% soot content. If the soot content at the end of the test does not reach 5.5%, the test result is invalid.

9. Qualitative and quantitative and calculation formulas

• 6% Soot content at 100 ℃ kinematic viscosity increase: calculated by linear interpolation, plotting soot content as the abscissa and viscosity value as the ordinate, taking the viscosity values on both sides of the 6% soot value content and drawing a straight line to calculate the viscosity value at 6% soot content; the difference from the new oil viscosity value is the viscosity increase value (10.4.3).
• If the soot content after the test does not reach 6%, the viscosity value at 6% soot content may be calculated by linear extrapolation, drawing an extension line. If the soot content at the end of the test does not reach 5.5%, the test result is invalid (10.4.4).
• Piston ring sticking rating: free ring 10 points; blunt ring 9.5 points; tight ring or spot-stuck ring 9 points; cold-stuck ring 4.5 points–9 points (expressed as 9- (4.5×stuck area%)); hot-stuck ring 0 points–4.5 points (expressed as 4.5- (4.5×stuck area%)) (10.2).
• Sediment rating coefficients are shown in Table 9 (10.3.2).
• Oil consumption: weigh the mass of the drained oil, and calculate the oil consumption together with the mass of the collected sample (9.6.1).

10. Precision

• 12.1 General: Judge the reliability of test results according to the following provisions (confidence level of 95%). This precision data is obtained based on reference oil results (valid operation tests).
• 12.2 Repeatability r: For the same operator, using the same instrument, the difference between two consecutive test results on the same sample shall not exceed the values in Table 14 and Table 15.
• 12.3 Reproducibility R: The difference between independent test results shall not exceed the values in Table 14 and Table 15.
• Table 14 100 ℃ viscosity increase

  Reference oil	Number of laboratories	Number of tests	Average value/(mm²/s)	r/(mm²/s)	R/(mm²/s)
  CEC RL216	9	13	3.67	0.46	0.75
  CEC RL223	9	31	13.44	5.82	9.43

  • Note: The test results are calculated based on industrial data collected by the working group up to 2010 year 9 month.
• Table 15 Piston rating

  Reference oil	Number of laboratories	Number of tests	Average value	r	R
  CEC RL216	—	—	3.48	0.94	1.16
  CEC RL223	9	31	6.08	1.36	1.23

  • Note: The test results are calculated based on industrial data collected by the working group up to 2010 year 9 month.
  • Note: Some cells in Table 15 have relatively high noise at source-text extraction and require confirmation against the source standard (source-text extraction).

11. Report

• The 13 report shall at least include the following contents; see Appendix F for the test result report.
  • a) Test information: laboratory name; test bench number; test number; fuel number and batch; test start and end time; test oil number and batch.
  • b) Test data information: see Table F.2.
  • c) Rating information: piston ring sticking rating; piston rating; oil analysis results; oil consumption; piston photographs.

12. Reference documents

• GB/T 260 Determination of water in petroleum products
• GB/T 261 Determination of flash point — Pensky-Martens closed cup method
• GB/T 265 Determination of kinematic viscosity of petroleum products and calculation of dynamic viscosity
• GB/T 268 Determination of carbon residue of petroleum products (Conradson method)
• GB/T 386 Determination of cetane number of diesel fuel
• GB/T 508 Determination of ash in petroleum products
• GB/T 1884 Laboratory determination of density of crude petroleum and liquid petroleum products (hydrometer method)
• GB 1922—2006 Solvent naphtha for paints and cleaning
• GB/T 5096 Copper strip corrosion test method for petroleum products
• GB/T 6536 Determination of atmospheric distillation characteristics of petroleum products
• GB/T 17754—2012 Tribology — Vocabulary
• GB/T 27025—2008 General requirements for the competence of testing and calibration laboratories
• NB/SH/T 0521—2010 Ethylene glycol-based and propylene glycol-based engine coolants
• SH/T 0175 Determination of oxidation stability of distillate fuel oils (accelerated method)
• SH/T 0248 Determination of cold filter plugging point of diesel and domestic heating oils
• SH/T 0606 Determination of hydrocarbon types in middle distillates (mass spectrometry)
• SH/T 0689 Determination of total sulfur content in light hydrocarbons, engine fuels and other oils (ultraviolet fluorescence method)
• SH/T 0765 Evaluation of lubricity of diesel fuel (high-frequency reciprocating rig method)
• CEC L-83 Determination of 100 ℃ kinematic viscosity of in-service oils
• CEC L-82 Determination of soot content in in-service engine oils (spectrophotometric method)
• CEC P-72 Reference oil manual

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 Q&A