SH/T 0759-2005 Evaluation method for low-temperature sludge and anti-wear performance of internal combustion engine oils (Procedure VE method)

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Card type: Test method

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

• Standard number: SH/T 0759-2005
• Chinese full name: Evaluation method for low-temperature sludge and anti-wear performance of internal combustion engine oils (Procedure VE method)
• English name: Test method for evaluation of automotive engine oils for inhibition of deposit formation and wear (Sequence-VE method)
• Replacement relationship: not provided in the available source (the foreword only states modified adoption of ASTM D5302-00a, and does not mention replacement of an old standard)
• Adoption relationship: modified adoption of ASTM D5302-00a "Standard Test Method for Evaluating Automotive Engine Oils for Deposit Formation and Wear Resistance under Low-Temperature Light-Duty Conditions in Spark-Ignition Gasoline Internal Combustion Engines"
• Publication/implementation: published by 2005-04-11, implemented by 2005-09-01
• Issuing unit: National Development and Reform Commission of the People's Republic of China
• Drafting unit: Sinopec Petroleum Processing Research Institute
• Main drafters: Li Shaoyu, Liu Shuntao, Geng Biao, Lu Wentong

2. Scope of application and non-applicability

• 1.1 This standard specifies methods for evaluating the tendency to form deposits such as sludge and varnish in internal combustion engine oils and their anti-wear performance.
• 1.2 Applicable to evaluating the low-temperature sludge and anti-wear performance of gasoline engine oils (such as: SG, SH, GF-1, SJ/GF-2).
• 1.3 This standard involves certain hazardous materials, operations, and equipment, but it is not intended to address all safety issues associated with them. Users should establish appropriate safety and protection measures and determine applicable management systems before using this standard.
• Non-applicable scope: not provided in the available source as an explicit list.

3. Method principle

• 4.1 Each test engine is assembled from many new parts, and all aspects of the installation process have detailed requirements.
• 4.2 A 2.3L internal combustion engine is installed on a bench that can control speed, load, and various other control parameters.
• 4.3 The engine operates for a total of 288h, which includes 72 cycles, each cycle lasting 4h, and each cycle consists of three stages.
• 4.4 Operating conditions are changed in each cycle, characterized by transitions among low-temperature, medium-temperature, and light-load operating conditions.
• 4.5 To accelerate deposit formation and increase engine wear, compared with normal engine operation, the nitrogen oxide content in blow-by gas and the amount of blow-by gas entering the crankcase are significantly increased, and two stages are switched to an obviously fuel-rich state.
• 4.6 At the end of the test, the performance of the test oil is evaluated by disassembling the engine and measuring deposits and wear.
• 5.1 This test method, through carefully selected test conditions, accelerates deposit formation and wear to evaluate the ability of internal combustion engine oils to inhibit deposit formation and reduce wear.
• 5.2 This method, together with other methods, defines the performance of gasoline engine oils.
• 5.3 The engine used in this method represents engines used in many modern automobiles, but does not fully represent all engines. When extrapolating test results, this factor should be considered, together with the intensified operating conditions.

4. Reagents and materials (purity / preparation)

• 7.7 Solvents and cleaning agents:
  • 7.7.1 Solvent (190 solvent naphtha)
  • 7.7.2 Ethyl acetate
  • 7.7.3 Pennmul A600 (requires confirmation against the source standard (source-text extraction), original text as such)
  • 7.7.4 n-Pentane
  • 7.7.5 Trisodium phosphate cleaning agent
  • 7.7.6 Oxalic acid
  • 7.7.7 Oakite 8110
  • 7.7.8 Carburetor cleaner
  • 7.7.9 Rust inhibitor
• 8.4.1 Coolant: prepared from rust inhibitor and deionized water or distilled water, in which for every 15L water, 470mL rust inhibitor is added.
• 8.4.2 Rocker cover coolant: prepared from rust inhibitor and deionized water or distilled water, in which for every 15L water, 470mL rust inhibitor is added.
• 12.1.1.5 Oxalic acid: added in the proportion of 23g oxalic acid per liter of water.
• 12.1.1.10 Sodium carbonate: added in the proportion of 3.8g sodium carbonate per liter of water.
• For technical requirements of test fuel, see Appendix A (normative appendix); for specific indicators, see Appendix A table.
• Test oil: 8.3.2 at least 7.6L new oil is required for one test; to prevent accidental loss, generally 20L oil is provided.
• 12.1.2 Initial amount of test oil added: add 3.67L±0.03L test oil to the crankcase.

5. Instruments and equipment

• 6.1 For the test, a 2.3L four-stroke four-cylinder in-line engine produced by Ford Automobile Company is used, characterized by an overhead camshaft, a swirl fast-burn cylinder head design, and electronic fuel ignition.
• 6.2 The engine test bench can control engine speed, load, air-fuel ratio, various temperatures, and other parameters.
• 6.3 Appropriate air control equipment is used to control intake air temperature and intake air humidity.
• 6.4 A suitable fuel supply system is used.
• 7.4 Specially manufactured engine parts used in this method: intake cap (Figure 1), camshaft baffle (Figure 2), oil filler tube, dipstick tube, dipstick (Figure 3), oil pan (Figure 4), flywheel timing indicator, rocker cover.
• 7.5 Engine-specific installation and measurement equipment:
  • 7.5.1 Camshaft and rocker arm hardness measuring equipment and its holder (HRC50 to HRC60)
  • 7.5.2 Camshaft oil hole flow rate measuring equipment (static pressure 2.49kPa)
  • 7.5.3 Rocker arm and connecting rod bearing shell weighing balance (accuracy 0.1mg)
  • 7.5.4 Valve spring calibration equipment (accuracy 2%, resolution 4.45N)
  • 7.5.5 Valve stem and guide measuring equipment
  • 7.5.6 Connecting rod heater
  • 7.5.7 Cylinder block strain plate (Figure 5)
  • 7.5.8 Honing machine (Sunnen CK-10 or CV-616)
  • 7.5.9 Cylinder liner surface measuring instrument (measuring range 0.0002mm to 0.0005mm)
  • 7.5.10 Cylinder liner measurement positioner (Figure 6)
  • 7.5.11 Piston ring positioner
  • 7.5.12 Ring cutter
  • 7.5.13 Oil pump calibration instrument (calibrated at least once every 3 month)
  • 7.5.14 PCV valve flow rate measuring instrument (accurate to 5% of full scale, resolution 0.047L/s, calibrated every 6 months)
  • 7.5.15 Engine timing calibration probe
  • 7.5.16 Tools used for engine installation
• 9.1.1 Temperature measurement: J type or T type thermocouple
• 9.2.1 Pressure measuring instruments and sensors
• 9.3 Flow rate measurement: orifice flow meter (contains 5 orifices, orifice 9.53mm is the measuring orifice for this test)
• 9.4 Exhaust analysis instrument (Figure 11): measures O₂, CO, and NOₓ content in exhaust gas
• 9.5 Fuel consumption measuring instrument
• 10.1 Ignition gun (inductive type)
• 10.2 Graduated cylinder: capacity 500mL, 1L, graduation value 10mL
• 12.1.1.1 Engine cooling system cleaning cart (Figure 12)

6. Recommended operating conditions

• Formal test operating conditions are shown in Table 5 (three stages):
  • Stage 1: time 120min, speed 2500±10 r/min, power 25.00±0.37 kW, oil inlet temperature 68.3±1.1℃, coolant outlet temperature 51.7±1.1℃, rocker cover coolant inlet temperature 29.4±1.1℃, intake air temperature 32.2±1.1℃, humidity 11.43±0.71 g/kg, intake pressure 50±25 kPa, O₂ 0.8% to 1.2%, CO less than 0.46%, ignition timing 28°BTDC
  • Stage 2: time 75min, speed 2500±10 r/min, power 25.00±0.37 kW, oil inlet temperature 98.9±1.1℃, coolant outlet temperature 85.0±1.1℃, rocker cover coolant inlet temperature 85.0±1.1℃, intake air temperature 32.2±1.1℃, humidity 11.43±0.71 g/kg, intake pressure 50±25 kPa, O₂ 0.8% to 1.2%, CO less than 0.46%, ignition timing 28°BTDC
  • Stage 3: time 45min, speed 750±25 r/min, power 0.75±0.37 kW, oil inlet temperature 46.1±1.1℃, coolant outlet temperature 46.1±1.1℃, rocker cover coolant inlet temperature 29.4±1.1℃, intake air temperature 32.2±2.8℃, humidity 11.43±0.71 g/kg, intake pressure 50±25 kPa, O₂ less than 0.7%, CO 6.5±0.5%, ignition timing 28°BTDC
• Break-in conditions are shown in Table 3 (three stages: A, B, C).
• Ramp requirements are shown in Table 4 (break-in) and Table 6 (formal test).
• 12.4.5 Throughout the entire test, the fuel consumption rate should remain below 8.2kg/h.
• 14.5 At no time during the test may the fuel consumption rate exceed 8.2kg/h.

7. Sampling and sample preparation

• 12.5.5 Oil filling and oil sampling: add oil and take oil samples according to Appendix F. Add oil once every 12h, and take an oil sample every 24h. No additional new oil may be added during the test.
• 12.5.5.1 Oil sampling procedure:
  • a) Use a graduated cylinder to take 150mL new oil. Within 15min after the engine has run to stage 3, take 150mL dead-zone oil into the graduated cylinder containing the new oil.
  • b) Take an oil sample from the engine for analysis. Mark the test number, time, number of hours tested, and oil number.
  • c) Except for the 288h time, each time an oil sample is taken, the 300mL mixture of new and old oil measured in step a must be poured into the engine.
  • d) At 288h, no oil is added, so that the oil finally drained is used as the oil sample for 288h.
• 12.5.5.2 Steps for measuring engine oil level: after the engine is turned to the 3 stage, add 150mL of new oil; operate under the conditions of the 3 stage for 10min; turn off the ignition but do not turn off the coolant pump of the rocker cover; change the intake pressure to atmospheric pressure; after the engine is stopped for 20min, measure and record the engine oil level.
• 13.3.7 For the oil samples of 12h, 108h, 204h and 288h, determine the diluted gasoline content using the SH/T 0474 method.
• 13.3.8 Perform pentane insolubles analysis on the oil samples taken from tests 108h, 204h and 288h.

8. Analysis Procedure

• 12.1 Test preparation: flushing of the engine cooling system, initial addition of test oil, engine pre-lubrication, engine break-in procedure, calibration of the oil dipstick, work after the engine break-in test.
• 12.2 Engine operating procedure: start the engine.
• 12.3 Formal test: start the engine for the formal test, and record test parameters every hour in the form of Appendix E. The operating conditions of the formal test are shown in Table 5 and Table 6.
• 12.4 Some explanations during the test: normal shutdown procedure, abnormal engine shutdown, general description of cyclic operation, intake manifold vacuum, fuel consumption rate, knock, exhaust component content, crankcase pressure, oil pressure, oil temperature.
• 12.5 Periodic measurements: blow-by flow rate measurement, ignition timing measurement, exhaust analysis, replacement of the PCV valve, adding oil and taking oil samples, blow-by adjustment, engine disassembly and assembly during blow-by adjustment.
• 12.6 End of test: immediately after the last cycle of the test ends, drain the coolant from the engine and rocker cover. After 6h, drain the oil completely and disassemble the engine.
• 13 Explanation of test results: rating room, placement of rating parts, evaluation of test results (deposit rating, varnish rating, clogging rating, sticking rating, wear measurement, oil sample analysis, fuel dilution in oil, insolubles, other deposits, piston inner crown rating, ring land deposit rating).
• 14 Test validity evaluation: average level of NOₓ in exhaust, test oil analysis, blow-by flow rate, intake manifold vacuum, fuel consumption rate, oil consumption, shutdown, deviation percentage, state transition.

9. Qualitative and Quantitative and Calculation Formulas

• 13.3.3.3 The clogging rate of the camshaft oil hole is calculated according to formula (4):
  • M = (I - F) / I × 100
  • Where: M— camshaft oil hole clogging rate, %; I— initial flow rate, L/min; F— final flow rate, L/min.
  • Hole clogging is defined as a decrease in hole flow rate greater than 80%.
• 13.3.3.4 The clogging rate of the PCV valve is calculated according to formula (5):
  • N = (I - F) / I × 100
  • Where: N—PCV valve clogging rate, %; I— initial flow rate, L/min; F— final flow rate, L/min.
• 12.5.1.1 Blow-by flow rate correction is calculated according to formula (3):
  • Q = V × [18.844(P/11675 + 9/5T + 32)]^0.5
  • Where: Q— corrected blow-by flow rate, L/min; V— blow-by flow rate, L/min; P— pressure gauge pressure, kPa; T— blow-by temperature, ℃.
• 14.8.1 The deviation percentage is calculated according to formula (6):
  • η = Σ[(Mi/R) × (Ti/D)] × 100
  • Where: η— deviation, %; Mi— deviation amount of the test parameter at the i point from the method requirement limit; R— range of the test parameter; Ti— duration for which the test parameter at the i point exceeds the required limit, s; n— number of exceedances; D— duration of the test stage, s.
  • Main test parameter divisors (D): oil inlet temperature 288, coolant outlet temperature 288, ignition timing 288, oxygen in exhaust (1 stage and 2 stage) 234, CO in exhaust (3 stage) 48.
  • Secondary test parameter divisors (D): engine speed 288, power 288, rocker cover coolant flow rate (1 stage and 2 stage) 198, exhaust back pressure (1 stage and 2 stage) 234.
  • Special parameter divisors (D): coolant flow rate 144, rocker cover inlet 288.
• 7.8.6.5 The nominal depth and nominal width of the camshaft oil groove are calculated according to formula (1) and formula (2):
  • H = (G + D) / 2 …………(1)
  • I = (E + R) / 2 …………(2)
  • Where: H— nominal depth of oil groove, mm; G— maximum depth of oil groove, mm; D— minimum depth of oil groove, mm; I— nominal width of oil groove, mm; E— maximum width of oil groove, mm; R— minimum width of oil groove, mm.
  • The nominal depth of the oil groove must be between 0.99mm and 1.19mm, and the nominal width of the oil groove must be between 1.32mm and 1.60mm.

10. Precision

• 16 Precision and bias: judge the reliability of test results according to the following provisions (95% confidence level).
• 16.1 Non-reference oil precision:
  • 16.1.1 Repeatability (r): Because non-reference oil tests are limited by the same engine, same bench and same laboratory, no similar non-reference oil tests were conducted with this test method. At present, the repeatability of reference oil tests is used to estimate the repeatability of non-reference oil tests.
  • 16.1.2 Reproducibility (R): The statistical data in Table 7 are obtained from various engine deposit and wear parameters from tests conducted in the United States from 1992 year 4 month 1 day to 1994 year 9 month 30 day, after screening the results of 250 times.
  • Table 7 Non-reference oil precision (untransformed test results): average engine varnish (merit rating) reproducibility standard deviation 0.35, reproducibility 0.98; average piston varnish (merit rating) reproducibility standard deviation 0.25, reproducibility 0.70.
  • Table 7 Non-reference oil precision (transformed test results): average engine sludge rating (AES)[-ln(9.65-AES merit rating)] reproducibility standard deviation 0.56, reproducibility 1.57; rocker cover sludge rating (RCS)[-ln(9.65-RCS merit rating)] reproducibility standard deviation 0.51, reproducibility 1.43; average cam wear (ACW)(-mils) reproducibility standard deviation 0.71, reproducibility 1.60; maximum cam wear (MCW)[-ln(mils)] reproducibility standard deviation 1.02, reproducibility 2.86.
  • Note: This data was statistically calculated by the United States ASTM, so English units are used for average cam wear and maximum cam wear.
• 16.2 Reference oil precision:
  • 16.2.1 Repeatability (r): The difference between two results obtained by the same operator using the same instrument under the same operating conditions on the same sample shall not exceed the value in Table 8.
  • 16.2.2 Reproducibility (R): The difference between two results obtained by different operators in different laboratories on the same sample shall not exceed the value in Table 8.
  • Table 8 Reference oil precision (untransformed test results): average engine varnish (merit rating) repeatability standard deviation 0.26, repeatability 0.73, reproducibility standard deviation 0.28, reproducibility 0.78; average piston varnish (merit rating) repeatability standard deviation 0.25, repeatability 0.70, reproducibility standard deviation 0.24, reproducibility 0.67.
  • Table 8 Reference oil precision (transformed test results): average engine sludge rating (AES)[-ln(9.65-AES merit rating)] repeatability standard deviation 0.48, repeatability 1.34, reproducibility standard deviation 0.48, reproducibility 1.34; rocker cover sludge rating (RCS)[-ln(9.65-RCS merit rating)] repeatability standard deviation 0.50, repeatability 1.40, reproducibility standard deviation 0.52, reproducibility 1.46; average cam wear (ACW)/(mils) repeatability standard deviation 0.56, repeatability 1.57, reproducibility standard deviation 0.56, reproducibility 1.57; maximum cam wear (MCW)/(mils) repeatability standard deviation 0.83, repeatability 2.32, reproducibility standard deviation 0.83, reproducibility 2.32.
  • Note: This data was statistically calculated by the United States ASTM, so English units are used for average cam wear and maximum cam wear.
• 16.3 Bias: Because oil sample performance is determined only under specified conditions and there is no absolute standard deviation, it is impossible to obtain the bias of oil sample performance.

11. Report

• 15 Test report: The report format is shown in Appendix D.
• Appendix D (informative appendix): Test report for the evaluation method of low-temperature sludge and anti-wear performance of internal combustion engine oils (Procedure VE method).
• 12.4.2 The time that may be used for stopping the machine for necessary maintenance shall be written into the final test report as abnormal shutdown time.
• 12.5.1 Record redundant measurements and provide explanations. Finally, these data should be included in the additional operating conditions of the test report.

12. Referenced Documents

• GB/T 258 Determination of acidity of gasoline, kerosene and diesel
• GB/T 259 Determination of water-soluble acids and alkalis in petroleum products
• GB/T 261 Determination of water in petroleum products (requires confirmation against the source standard (source-text extraction), original text is "GB/T 261〕")
• GB/T 265 Determination of kinematic viscosity of petroleum products and calculation of dynamic viscosity
• GB/T 380 Determination of sulfur content in petroleum products (lamp combustion method)
• GB/T 503 Determination of octane number of gasoline (motor method)
• GB/T 511 Determination of mechanical impurities in petroleum products and additives (gravimetric method)
• GB/T 5096 Copper strip corrosion test method for petroleum products
• GB/T 5487 Determination of octane number of gasoline (research method)
• GB/T 6536 Determination of distillation of petroleum products
• GB/T 8017 Determination of vapor pressure of petroleum products (Reid method)
• GB/T 8018 Determination of oxidation stability of gasoline (induction period method) (GB/T 8018-87, eqv ISO 6246:1981)
• GB/T 8019 Determination of actual gum in automotive gasoline and aviation fuels (jet evaporation method)
• GB/T 8020 Determination of lead content in gasoline (atomic absorption spectrometry)
• GB/T 8926 Determination of insolubles in used lubricating oils
• GB/T 11132 Determination of hydrocarbon types in liquid petroleum products (fluorescent indicator adsorption method)
• SH/T 0174 Qualitative test method for mercaptans in aromatic hydrocarbons and light petroleum products (doctor test method) (SH/T 0174-92(2000), eqv ISO 5275:1979)
• SH/T 0474 Determination of diluted gasoline content in used gasoline engine oils (gas chromatography)
• SH/T 510 Rating method for gasoline engine oil engine tests (cited in 13.3)

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