SH/T 0264-1992 Evaluation method for high-temperature oxidation and bearing corrosion of internal combustion engine oils (Peter W-1 method)

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Card type: Test method

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

• Standard number: SH/T 0264-92
• Full name: Evaluation method for high-temperature oxidation and bearing corrosion of internal combustion engine oils (Peter W-1 method)
• English name: not provided in the available source
• Replacement relationship: replaces SY 2629-84
• Reference adoption: European Community standard CECL-02A-1978 "Evaluation method for high-temperature oxidation and bearing corrosion of internal combustion engine oils" (see additional notes)
• Approval/implementation: approved by China Petrochemical Corporation 1992-05-20, implemented on 1992-05-20

2. Scope of application and non-applicability

• This standard specifies the specific method for evaluating high-temperature oxidation and bearing corrosion of internal combustion engine oils using a Peter W-1 gasoline engine.
• This standard applies to evaluating the high-temperature oxidation resistance and corrosion resistance of internal combustion engine oils.
• Not applicable: not provided in the available source.

3. Method principle

Using a single-cylinder four-stroke gasoline engine, under high-temperature conditions, with the sample as lubricating oil, operating at fixed speed and load 36h, the performance of the internal combustion engine oil is evaluated by examining the corrosion of the copper-lead bearing shells, the degree of oxidation of the sample, and piston deposits. (the original chapter heading is garbled in the source transcription; its interpretation as a method summary remains unverified)

4. Reagents and materials (purity / preparation)

• 5.2.1 Fuel: Peter W-1 engine standard fuel, which shall meet the performance requirements specified in SH/T 0038.
• 5.2.2 Industrial ethylene glycol.
• 5.2.3 Petroleum ether: 60～90℃, analytical reagent.
• 5.2.4 Solvent naphtha: meets the requirements of SH 0005.
• 7.3 Coolant: a mixture containing 96.5% (volume) ethylene glycol and 3.5% (volume) water.
• 7.2 Sample: prepare sample 3kg (original text "3 tons", suspected to be a misrecognition of source-text extraction, requires confirmation against the source standard (source-text extraction)).
• 7.4.1 / 8.1 Add sample 1000g (original text "1000&", requires confirmation against the source standard (source-text extraction)).
• 8.6 After testing to 16h, stop and take sample 150g±5g, and add new sample 150g±5g (record actual mass).
• 8.8 First drain 150g sample, then take 150g sample; after a total oil drain of 15min, weigh all samples; if the sample is less than 500g, the test is invalid.

5. Instruments and equipment

• 5.1.1 Engine: Peter W-1 single-cylinder gasoline engine; main technical parameters are given in Appendix A (supplementary document).
• 5.1.2 Auxiliary equipment: dynamometer, heaters, energy regulators, temperature measuring devices, exhaust system, cooling system, etc.; see Appendix B (supplementary document) for details.
• 5.1.3 Platform scale: 0～5 tons (the platform-scale range is unclear in the source transcription and requires verification).
• 5.1.4 Precision balance: sensitivity 0.0001g.
• Appendix B Auxiliary equipment:
  • B1 Electric dynamometer (or any other form of dynamometer).
  • B2 Engine heaters: B2.1 oil tank heater 400W, 250V; 800W, 250V; B2.2 hot spot heater 425W, 250V; B2.3 oil tank control heater 325W, 250V.
  • B3 The heater is equipped with a suitable energy regulator.
  • B4 Temperature measurement: any reliable temperature measuring device may be used.
  • B5 Exhaust system: B5.1 exhaust muffler, a straight-through muffler with inner diameter ≥38mm, installed on the exhaust pipe of the expansion chamber; B5.2 expansion chamber, volume ≥40 times the piston displacement, installed at the engine exhaust end, connected by a pipe of length 1500～1800mm and inner diameter 1in.
  • B6 Cooling system: an evaporative condenser is used; the engine and condenser assembly are connected by 1in pipe, with a stainless steel flexible hose in between to reduce vibration.
  • B7 Temperature measurement points: B7.1 oil tank temperature measurement point is located at the standard pipe threaded coupling 12mm below the hot spot heater, with a length from the top to the coupling of 140mm; B7.2 coolant outlet temperature measurement point, with the thermocouple installed on the pipe 102mm from the cylinder head surface, with the tip at the center of the pipe; B7.3 coolant inlet temperature measurement point, at a vertical distance of 114mm from the cylinder block surface; B7.4 hot spot temperature measurement point, with the thermocouple junction silver-brazed in the small hole of the electrode, as close as possible to the inner surface; B7.5 exhaust temperature measurement point, with the thermocouple tip installed at 51mm from the exhaust port surface in the center of the gas flow.
  • B8 Other measurements: B8.1 intake manifold vacuum measurement point is 51mm from the cylinder head surface; B8.2 exhaust sampling point, with a sampling tube of outer diameter 6mm installed in the elbow 230mm after the exhaust manifold.
• Appendix A Main technical parameters and dimensional clearances of main components of the Peter W-1 single-cylinder gasoline engine (supplementary document):
  • A1 Cylinder diameter 85mm
  • A2 Piston stroke 82.5mm
  • A3 Total displacement 470cm³ (the engine displacement and unit are unclear in the source transcription and require verification)
  • A4 Rated power 2.2kW (1500r/min)
  • A5 Compression ratio 5:1
  • A6 Rated speed 1500r/min
  • A7 Ignition advance angle 20° before top dead center
  • A8 Spark plug gap 0.5mm
  • A9 Cylinder liner wear or roundness not greater than 0.08mm
  • A10 Crankshaft main journal wear or roundness not greater than 0.10mm
  • A11 Crankpin wear or roundness not greater than 0.025mm
  • A12 Piston ring end gap: compression ring 0.23～0.33mm; oil ring 0.33～0.46mm
  • A13 Piston ring side clearance: compression ring 0.04～0.08mm; oil ring 0.03～0.08mm
  • A14 Valve clearance (cold) 0.25～0.30mm
  • A15 Connecting rod dipper oil groove clearance 1.0mm
  • A16 Connecting rod bearing clearance 0.03～0.08mm
  • A17 Main bearing clearance 0.10～0.15mm
  • A18 Crankshaft axial end play 0.15～0.40mm
  • A19 Camshaft axial end play 0.15～0.40mm
  • A20 Platinum contact gap 0.40mm

6. Recommended operating conditions

• 8.3 Start the engine, turn on the power to each heater, and bring the engine operating state to the following conditions as soon as possible:
  • Speed: 1500r/min±15r/min
  • Power: about 2.5kW
  • Fuel consumption: 113s/50mL±1s/50mL
  • Oil pressure: (55×10³±20×10³)Pa (0.55bar±0.2bar)( gauge pressure)
  • Coolant temperature (outlet): 150℃±1℃ (original text "150℃ t 190", requires confirmation against the source standard (source-text extraction))
  • Coolant temperature (inlet): 146℃±1℃ (original text "14690 1 490", requires confirmation against the source standard (source-text extraction))
  • Hot spot temperature: 200℃±5℃
  • Intake manifold vacuum: 6666.10Pa±666.61Pa (50mmHg±5mmHg or 2inHg±0.2inHg)
  • Exhaust temperature: 525～600℃
  • Oil temperature: for oils with 100℃ viscosity of 5.6mm²/s or lower than 5.6mm²/s, the temperature is 130℃±1℃; for other oils with 100℃ viscosity higher than 5.6mm²/s, the temperature is 138℃±1℃ (the oil-temperature conditions and tolerances are garbled in the source transcription; verify the displayed interpretations before use)
  • Air-fuel ratio: 11.7:1～12.1:1
• 7.4 Break-in operation (Table 2):
  • 0～1.5h: 1000r/min, 0.75kW, torque 32.6N·m, fuel consumption about 300s/50mL
  • 1.5～3h: 1250r/min, 1.5kW, torque 52.1N·m, fuel consumption about 190s/50mL
  • 3～4h: 1500r/min, 2.5kW, torque 72.4N·m, fuel consumption 113s/50mL (original text "(113:L 1) s/50mL", requires confirmation against the source standard (source-text extraction))
• 7.4.4 Start the engine, adjust the oil pressure to 34×10³Pa (0.34bar) (original text "34 x 1 0 3 P . ( 0 . 3 4 6 . , )", requires confirmation against the source standard (source-text extraction)))
• 7.4.5 Shutdown: immediately drain water and drain oil 15min.
• 7.4.2 Use water as coolant during break-in.
• 7.4.3 Use a transparent acrylic plate instead of the hot spot heater to observe the lubricating oil splashing.

7. Sampling and sample preparation

• 7.2 Sample: prepare sample 3kg (original text "3 tons", requires confirmation against the source standard (source-text extraction)).
• 7.3 Coolant: prepare a mixture containing 96.5% (volume) ethylene glycol and 3.5% (volume) water.
• 8.6 After testing to 16h, stop and take sample 150g±5g, and add new sample 150g±5g (record actual mass).
• 8.8 First drain 150g sample, then take 150g sample; after a total oil drain of 15min, weigh all samples; if the sample is less than 500g, the test is invalid.
• 9.3 Oil sample analysis: perform 40℃ kinematic viscosity analysis on the new sample and the sample after testing, and report the percentage increase in viscosity.

8. Analysis procedure

• 7.1 Engine assembly: before each test, the equipment shall be systematically inspected, worn parts replaced, and clearances adjusted according to the following steps.
  • 7.1.1 Piston: Before each test, a new standard piston must be used, thoroughly cleaned and dried. In the direction perpendicular to the centerline of the piston pin hole, measure the upper and lower outer diameters of the skirt; the dimensions should be between 84.86 and 84.88mm (the piston-skirt diameter range and unit are unclear in the source transcription and require verification).
  • 7.1.2 Piston rings: New piston rings must be used for each test. Place the ring into a standard ring gauge of 85mm to measure the end gap, then place it into the ring groove to measure the side clearance; the clearances are given in Appendix A. This ring can be brought to the required clearance by selective fitting or by placing the ring on a cast iron surface plate and grinding with emery paper of 600 grit.
  • 7.1.3 Connecting rod bearing shells: New bearing shells must be used before each test. Before installation, they must be thoroughly cleaned and weighed to an accuracy of 0.1mg; the installation clearance is given in Appendix A. Method for measuring the bearing shell installation clearance: place a lead wire or plastic material strip in the lower half of the bearing shell, secure the bearing shell to the crankpin with bolts, and tighten it in stages with a torque wrench, loosening the bearing at each stage, until the standard torque (40N·m)) is reached; then rotate the bearing in both clockwise and counterclockwise directions through an angle 2 to 3 times, then disassemble it and remove the lead wire or plastic material strip; at this time, the thickness of the lead wire or plastic material strip is the bearing shell clearance.
  • 7.1.4 Cylinder: A new cylinder must be thoroughly cleaned; an old cylinder must have carbon deposits removed from the top and be cleaned thoroughly. Use a suitable cylinder gauge to measure the cylinder inner diameter in two directions parallel and perpendicular to the crankshaft axis, along the cylinder wall, at the top dead center, bottom dead center, and midpoint of the piston stroke, i.e., at three positions at distances of 7,, 49,, and 90mm from the top of the cylinder.
  • 7.1.5 Crankpin: Measure before each test; its roundness shall not exceed 0.025mm.
  • 7.1.6 Crankshaft journals: Measure in two directions parallel and perpendicular to the crankshaft axis. Their wear or roundness shall not exceed 0.10mm.
  • 7.1.7 Spark plug: Type KLG FE50 may be used, or type 4C5 or type T4195J spark plugs produced by Nanjing Electric Porcelain Factory may also be used. Before each test, it must be cleaned and the gap adjusted; see Appendix A.
  • 7.1.8 Magneto: The breaker contact points must be removed, cleaned, and serviced after every five tests; the installation gap is given in Appendix A. The gears should be relubricated at each major overhaul.
  • 7.1.9 Carburetor: After at most five tests, it should be removed, the nozzles and passages cleaned and blown through with compressed air; if necessary, the nozzles should be checked, repaired, or replaced; the venturi should be cleaned with acetone. Note: Acetone is a highly flammable solvent and irritating to the skin; use with care.
  • 7.1.10 Air filter: Before each test, it must be removed, thoroughly cleaned with solvent naphtha, blown dry, and filled with new test sample.
  • 7.1.11 Cylinder head: Before each test, carbon deposits must be cleaned and a new cylinder head gasket installed.
  • 7.1.12 Crankcase: Before each test, it must be thoroughly cleaned; after 25 tests, the crankcase must be completely disassembled to inspect the main bearings.
  • 7.1.13 Valves: Before each test, they must be inspected; grind the intake and exhaust valves with valve grinding compound until no kerosene seeps past the valves when checked with kerosene.
  • 7.1.14 Connecting rod: Check the connecting rod for bend and twist. This can be done using a standard mandrel, V type block, dial indicator, and surface plate on a 152.4mm (6in) mandrel. Any bend or twist exceeding 0.025mm (0.001in)) must be corrected. Check the alignment and perpendicularity of the connecting rod oil scoop; if necessary, use a special alignment fixture (see Figure 1)). The installation clearance between the oil scoop and the oil groove should be 1.0mm (0.040in)). The oil groove installation can be corrected using an oil groove alignment fixture (see Figure 2)).
  • 7.1.15 Engine assembly: Assemble and adjust the engine according to the engine component fitting clearances in Appendix B (others according to the instructions).
• 7.4 Break-in operation:
  • 7.4.1 Add test sample 1000g (original text "1000&", requires confirmation against the source standard (source-text extraction))
  • 7.4.2 Use water as coolant.
  • 7.4.3 Replace the hot spot heater with a transparent acrylic plate to observe oil splashing.
  • 7.4.4 Start the engine, adjust the oil pressure to 34×10³Pa (0.34bar)), then operate according to Table 2.
  • 7.4.5 Shutdown: Immediately drain water and drain oil 15min.
• 8 Test procedure:
  • 8.1 Add test sample 1000g (original text "1000&", requires confirmation against the source standard (source-text extraction))
  • 8.2 Add an appropriate amount of a mixture of water containing 3.5%( by volume) and 96.5%( by volume) of ethylene glycol (at the 2/3 mark of the liquid level tube). Adjust the mixture ratio by adding or reducing water to achieve the specified temperature. (original text "%.5%", requires confirmation against the source standard (source-text extraction))
  • 8.3 Start the engine, turn on the power to each heater, and as quickly as possible bring the engine operating conditions to the following conditions (see Section 6 recommended operating conditions).
  • 8.4 After all the above conditions are met, begin recording the test time, and record all test conditions except the air-fuel ratio every hour.
  • 8.5 At the 2, 17, 35h, record and measure the air-fuel ratio; between the 2h and the 17h, and between the 17h and the 35h, measure once more respectively, but recording is not necessary; for the measurement method see Appendix C( supplementary document).
  • 8.6 After testing to 16h, stop, take sample 150g±5g, and add new test sample 150g±5g( record actual mass).
  • 8.7 The engine is not allowed to stop while operating between 32 and 36h; if it stops, the severity of the test will be increased. After the test has proceeded for 36h, stop the fuel supply or cut off the ignition power to stop the engine.
  • 8.8 First drain 150g test sample, then take 150g test sample; after a total oil drain of 15min, weigh all test samples. If the test sample is less than 500g, the test is invalid.
  • 8.9 After the test sample and coolant are completely drained and the engine has cooled to room temperature, disassemble the engine and remove the connecting rod bearing shells and piston assembly for weighing and rating.
• Appendix C Air-fuel ratio determination (supplementary document):
  • C1 Use an Orsat gas analyzer or other suitable method to determine the oxygen and carbon dioxide contents, then find the air-fuel ratio from the following table:
    • CO₂ 10.1% → air-fuel ratio 11.7:1
    • CO₂ 10.2% → air-fuel ratio 11.8:1
    • CO₂ 10.3% → air-fuel ratio 11.9:1
    • CO₂ 10.4% → air-fuel ratio 12.0:1
    • CO₂ 10.5% → air-fuel ratio 12.1:1
  • Note: During sampling and measurement, the oxygen content must be lower than 0.5%; if it exceeds 0.5%, the sample must be retaken.
  • C2 The air-fuel ratio can be adjusted by adjusting the size of the main metering jet and the choke. (the metering component name is garbled in the source transcription; its interpretation as the main metering jet remains unverified)
• Appendix D Adjustment and calibration test of new engines (supplementary document):
  • D1 A new engine or an engine after major overhaul must be run in under standard test conditions using an additive-free lubricating oil with a viscosity of 100℃ of 9.6 to 12.9mm²/s, operating for 36h to break it in. (the break-in oil viscosity range and unit are garbled in the source transcription and require verification)
  • D2 The calibration test of the engine with standard reference oil shall meet the requirements of 6.2 of this standard.

9. Qualitative and quantitative and calculation formulas

• 9.1 Bearing shell weight loss: Remove the connecting rod from the engine, carefully remove the bearing shell, remove oil contamination, rinse thoroughly with solvent naphtha and petroleum ether, dry in air, weigh with a balance accurate to one ten-thousandth, record the actual mass, and calculate the weight loss. The difference between the mass before the test and the mass after the test is the bearing shell weight loss.
• 9.2 Piston cleanliness rating: Remove the piston from the engine, first evaluate the freedom of the piston rings, then clean the piston thoroughly with solvent naphtha to remove oil contamination, and rate the lacquer film on the piston outer skirt, inner skirt, inner cavity top, and oil hole blockage; see Appendix E( supplementary document).
• 9.3 Oil sample analysis: Perform 40℃ kinematic viscosity analysis on the new test sample and the test sample after the test, and report the percentage increase in viscosity.
• Appendix E Piston rating method (supplementary document):
  • E1 Method summary:
    • E1.1 Based on the condition of the piston surface or components and the proportion of the area they occupy, a numerical value—deduction points—is obtained.
    • E1.2 The surface condition is determined by a series of so-called "average severity coefficients" (ASF)); ASF represents the severity, intensity, color, or depth of the contaminated surface condition (see Table E1)).
    • Table E1 Severity levels:
      • ASF 10: black; piston ring sticking level hot sticking
      • ASF 7.5: dark brown; piston ring sticking level cold sticking
      • ASF 5: brown; piston ring sticking level spot sticking
      • ASF 2.5: light brown; piston ring sticking level free ring
      • ASF 1: discoloration
      • ASF 0: clean
      • Note: The rating for a blunt ring is 0.5 points.
    • E1.3 The proportion or range of area occupied by surfaces contaminated at each severity level is called the "spread coefficient" (EF)). According to statistical sampling theory, the EF of each ASF can be evaluated from the optimal number of points distributed over the entire surface. For the final calculation of deduction points, see the rating table (see Table E2)).
    • Table E2 Rating table format: date, engine, rating item, ASFᵢ or group, Cᵢ, Iᵢ=Cᵢ×ASFᵢ, EFᵢ, deduction points; the values in the vertical column ASF are 10, 7.5, 5, 2.5, 1, 0; R= the sum of all cross marks.
    • Note: ASF— average severity coefficient; i— represents any one of the seven ASFᵢ in the first vertical column; Cᵢ—the sum of the x numbers in the first horizontal row; Iᵢ—Cᵢ multiplied by ASFᵢ; R— the sum of all cross marks.
  • E2 Lacquer film and carbon deposits: Use the severity levels given in Table E1 to rate the lacquer film on the piston outer skirt, inner skirt, and inner cavity top. When rating the lacquer film on each part, treat carbon deposits as black lacquer film. A separate table must be used for rating each part.
    • E2.1 Point selection: piston outer skirt 100 points; piston inner skirt 44 points; piston inner cavity 25 points.
    • E2.2 In order to improve the accuracy of scoring, a lacquer film scoring color plate shall be used to determine the lacquer film grades of various colors, and the wire evaluation mesh cover as shown in Figure E1 shall also be used.
  • E3 Evaluation results: the evaluation results of each part of the piston shall be reported separately.
  • E4 Scoring table: according to Table E2.
  • E5 Ring sticking: generally speaking, if ring sticking occurs, this test should be discarded, but in practice if such a situation occurs, it may still be necessary to complete the evaluation of ring sticking. Free rings shall be rated as 0 points, blunt rings shall be rated as 0.5 points, and spot-stuck rings shall be rated as 1.0 points (generally the number of evaluation points for each ring is selected as 40 points).
    • E5.1 Evaluation of cold-stuck rings:
      • E5.1.1 Select the number of points on the surface to be evaluated.
      • E5.1.2 Evaluate the ASF of each point in sequence, and in the second vertical column of the scoring table E2, opposite the corresponding ASF, fill in a x. At this time, points distributed on cold-stuck rings shall be filled in the row where ASF is “7.5”; otherwise, they shall be filled in the ASF row.
      • E5.1.3 After all points have been evaluated, fill in the sum of the x numbers in the C row, and add up the I vertical column to obtain R.
      • E5.1.4 Divide each Cᵢ by R respectively to calculate EFᵢ, and according to the results in Table E3 obtain: EF₁₀=12/40=0.30.
      • E5.1.5 Use the following formula to calculate the deduction for cold-stuck rings: deduction=4.5×EF₁₀+1. For example, in Table E3: deduction=4.5×0.3+1=2.35.
      • E5.1.6 Score=10- deduction. In Table E3: score=10-2.35=7.65.
    • E5.2 Evaluation of hot-stuck rings:
      • E5.2.1 Select the number of points on the surface to be evaluated.
      • E5.2.2 Evaluate the ASF of each point in sequence, and in the second vertical column of the scoring table E2, opposite the corresponding ASF, fill in a x. In this case, points distributed on hot-stuck rings shall be filled in the row where ASF is “10”; otherwise, they shall be filled in the ASF row.
      • E5.2.3 After all points have been evaluated, fill in the sum of the x numbers in the C row, and add up the I vertical column to obtain R.
      • E5.2.4 Divide each Cᵢ by R respectively to calculate EFᵢ, and according to the results in Table E4 obtain: EF₁₀=17/40=0.430.
      • E5.2.5 Use the following formula to calculate the deduction for hot-stuck rings: deduction=4.5×EF₁₀+5.50. For example, in Table E4: deduction=4.5×0.43+5.5=7.440.
      • E5.2.6 Score=10- deduction, in Table E4: score=10-7.44=2.560.
  • E6 Oil ring hole blockage: the number of oil ring holes is used as the number of selected points (see Table E5).
    • Table E5: ASF 10 blockage >90%; ASF 7.5 blockage 60～90%; ASF 5 blockage 35～60%; ASF 2.5 blockage 15～35%; ASF 1 blockage 5～15%; ASF 0 blockage 0～5%. (original text “35- printed”, requires confirmation against the source standard (source-text extraction))
  • E7 Evaluation of the outer skirt:
    • E7.1 For the evaluation of the outer skirt, generally select 100 points, whose distribution is shown in Figure E2.
    • E7.2 Evaluate the appearance deduction, report the score and explain the color of the deposits. For example: 5% brown, 2% black.
    • E7.3 Evaluation example:
      • E7.3.1 Select the number of points on the surface to be evaluated.
      • E7.3.2 Evaluate the ASF of each point in sequence, and in the second vertical column of the scoring table E2, opposite the corresponding ASF, fill in a x. At this time, points on carbon deposits shall be filled in the “10” row.
      • E7.3.3 After all points have been evaluated, fill in the sum of the x numbers in the C row, and calculate R.
      • E7.3.4 Multiply each Cᵢ by its corresponding ASF, fill the product into the Iᵢ row, and then add the Iᵢ together.
      • E7.3.5 Divide the total of Iᵢ by R to calculate the deduction DA.
      • E7.3.6 For example, according to the results in Table E6 obtain: DA=308.0/100=3.08. Score=10-DA=6.920.
      • Note: This method specifies that at least one point must be selected at the location with the most severe surface condition.
  • E8 Evaluation of the inner skirt:
    • E8.1 The piston inner surface below the oil holes near the top is the inner skirt.
    • E8.2 For the evaluation of the inner skirt, generally select 44 points, whose distribution is shown in Figure E3.
    • E8.3 Evaluate the appearance deduction, report the score and explain the color of the deposits, for example: 2% brown.
    • E8.4 Evaluation example:
      • E8.4.1 Select the number of points on the surface to be evaluated.
      • E8.4.2 Evaluate the ASF of each point in sequence, and in the second vertical column of the scoring table E2, opposite the corresponding ASF, fill in a x. At this time, points on carbon deposits shall be filled in the “10” row.
      • E8.4.3 After all points have been evaluated, fill in the sum of the x numbers in the C row, and calculate R.
      • E8.4.4 Multiply each Cᵢ by its corresponding ASF, fill the product into the Iᵢ row, and then add the Iᵢ together.
      • E8.4.5 Divide the total of Iᵢ by R to calculate the deduction DA.
      • E8.4.6 For example, according to the results in Table E7 obtain: DA=65.0/44=1.48. Score=10-DA=8.52.
  • E9 Evaluation of the inner top:
    • E9.1 The piston inner surface above the oil holes near the top is the inner top.
    • E9.2 For the evaluation of the inner top, generally select 25 points, whose distribution is shown in Figure E4.
    • E9.3 Evaluate the appearance deduction, report the score and explain the nature and color of the deposits: for example 5% brown, 2% black.
    • E9.4 Evaluation example:
      • E9.4.1 Select the number of points on the surface to be evaluated.
      • E9.4.2 Evaluate the ASF of each point in sequence, and in the second vertical column of the scoring table E2, opposite the corresponding ASF, fill in a x. At this time, points on carbon deposits shall be filled in the “10” row.
      • E9.4.3 After all points have been evaluated, fill in the sum of the x numbers in the C row, and calculate R.
      • E9.4.4 Multiply each Cᵢ by its corresponding ASF, fill the product into the Iᵢ row, and then add the Iᵢ together.
      • E9.4.5 Divide the total of Iᵢ by R to calculate the deduction DA. According to the results in Table E8 obtain: DA=117/25=4.680.
      • E9.4.6 Score=10-DA=5.320.

10. Precision

• Not provided in the available source.

11. Report

• 10 Reporting of results: report the test results according to the test report form in Appendix F( reference item).
• Appendix F Petter W-1 single-cylinder evaluation method test result report (reference item):
  • Oil ring hole blockage: score; blockage percentage
  • Ring sticking: first ring score; second ring score; oil ring score
  • Lacquer film scoring: outer skirt score; inner skirt score; inner top score
  • Copper-lead bearing shell: upper shell, mg weight loss; lower shell, mg weight loss; upper and lower shells, mg total weight loss
  • Oil sample analysis: new oil 40℃ viscosity, mm²/s; used oil 40℃ viscosity, mm²/s; 40℃ viscosity increase percentage
  • Engine oil consumption: total, g
  • Remarks

12. Referenced documents

• SH 0005 Solvent naphtha for the paint industry
• SH/T 0038 Petter W-1 engine standard fuel
• Reference adoption: European Community standard CECL-02A-1978 “Evaluation method for high-temperature oxidation and bearing corrosion of internal combustion engine oils”

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 for questions and answers