Fuels and Lubricants - EverySpec

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Diesel Fuel Marine Equipment Vehicle, TrackedEngine (Autom~otive) Oil, Engine Vehicle, WheeledFuels1 rte,>(rj~ejPower Generators 04L jrrGasoline Referee Fuels e1JCrfrLubricants spectrometric Oil Analysis

2.A@STRACr (Cothue m oe~' #r ninseuiy 0d idsntifyr by block numb"t)?r~i' .. a methodfor evaluating military fuel and lubricant comipatibilitywith Army veles ahd a method for sampling and 'spectrometric analysis oflubricants for symptoms of metal wear or contamination. Dea~h ';guipmentand facilities and basic test requirements(' R*OV4"s tests for o :tgfie andcetane requirements; engine, transmission, and vehicljcom atibijity; cold

typical fuels and lubricants for Army vehicles and equipm t.

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US ARMY TEST AND EVALUATION COMMANDTEST OPERATIONS PROCEDURE

DRSTE-RP-702-101*Test Operations Procedure 2-2-701 2 July 1976AD No.

( ,S AND LUBRICANTS

Paragraph 1. SCOPE. . .. . . .. . . . . .. . . . 12. FACILITIES AND INSTRUMENTATION ...... . 23. PREPARATION R TEST ........... ... 34. TEST CONTROLS. ... . . . . . . . . . .... 55. PERFORMANCE TESTS ....... ............... 75.1 Octane Requirements, Research and Motor. .... 75.2 Cetane Requirements. .. .............. 105.3 Compatibility With Engines and Transmissions . ii5.4 Compatibility With Vehicles. . . . . . . . 155.5 Cold Starting . .. .. . .. ..... . 175.6 Hydraulic, Gear Oil, and Grease Systems. . .. 185.7 Spectrometric Oil Analysis .. . . . . . . . 195.8 Additional AOAP Laboratory Analyses .. . . . 206. DATA REDUCTION AND PRESENTATION. . . . .... 21

Appendix A. TYPICAL FUELS AND LUBRICANTS FOR ARMY VEFtCLESAND EQUIPMENT. . . . ... . .... . . A-i

B. ARMY OIL ANALYSIS PRO ' (AOAP) .... . B-IC. DEFINITIONS ......... ................ . C-i

1. SCOPE.

a. This TOP describes procedures for evaluating the compatibilityof military fuels and lubricants with Army vehicles. AltIough orientedtoward ground vehicles, the procedures apply also to power generatorsand may be adapted for marine and aircraft fuel and lubricant testing.

b. The TOP includes techniques for evaluating fuel and lubricanteffects on the starting, performance, and endurance of complete Vehiclesand components. It includes procedures for sampling and spectrometricanalysis of lubricants during development tests and endurance test phasesto detect symptoms of metal wear or contamination. Guidance is providedfor the use of referee and reference grade gasolines, diesel fuels, andlubricants in RD testing.

c. No attempt has been made to cover every test that can be made on aparticular fuel or lubricant. From the procedures outlined, test programscan be developed to suit special requirements and to keep pace with techno-logical advances. Excluded are warmup procedures for cold starting tests(since many of the subtests required in this phase of testing cannot beconducted satisfactorily in a cold chamber) and tests for vapor handlingcapability of engine fuel systems.

*This TOP supersedes TOP 2-2-701, 30 October 1973, includ.ing all changes.

Approved for public release; distribution unlimited. 1


TOP 2-2-701 2 July 1976

2. FACILITIES AND INSTRUMENTATION.

2.1 acilities.

ITEM REQUIREMENTS

Test course 1-Mile long, level

Field dynamometer Deceleration and lugging

Engine dynamometer test cell Test stand only

Prepared slopes To accommodate vehicles to obtaindata on nonlevel operation

Cold room Capable of temperatures down to -70O F

(-56.8* C) and accommodating vehicles

Teardown, gaging, and Sufficient size to accommodateinspection facility vehicles

AOAP oil sampling kit as Capable of withdrawing samples fromdescribed in table 1, TB 43- crankcase0210 1/

Chemical laboratory Capable of oil analysis for wear-metals, viscosity, gravity, etc.

Control charts for elements Must contain established comparison

standards for each element involved

Oscilloscopes 5-Trace

2.2 Instrumentation.

ITEM MAXIMUM ERROR OF MEASUREMENT*

Hygrometer Humidity, ±2% of reading

Timing light ±0.1 second

Vacuum gage In. Hg, ±2% of full scale

Tachometer Rpm, ±0.5% of full scale T

Magnetostriction vibration Readout is on an oscilloscope. Errorsensor of measurement not applicable

Pressure gages Psi, ±2% of full scale

1/ TB 43-0210, Nonaeronautical Equipment Army Oil Analysis Program (AOAP),28 August 1975. ..-.. -'

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2 July 1976 TOP 2-2-701

ITEM MAXIMUM ERROR OF MEASUREMENT* 4

Thermocouples with potenti- Temperature, ±1% of total rangeometer

Voltmeters/ammeters Volts/amperes, ±5% of full scale

CO monitoring system Ppm, ±5% of reading

Flowmeters Volume, ±5% of reading 3

Meteorological equipment:

Temperature ±1.00 F (±0.50 C) or less thanWind velocity ±.0 mph (m/s) 2% errorWind direction ±2.00

Centrifuge tube (100 ml, Volume, 0.1 ml ±0.15%pear-shaped)

Centrifuge Speed, 1500 rpm ±100 rpm

Infrared spectrophotometer NA

*Values may be assumed to represent ±2 standard deviations; thusMthe stated tolerances should not be exceeded in more than 1 mea-surement out of 20.

3. PREPARATION FOR TEST.

3.1 Facilities. Assure that facilities and instrumentation conform tominimum requirements.

3.2 Test Item. In test planning consider the following basic require-ments but do not limit tests to these considerations which cover onlythe broad aspects of the investigations; design the tests to accotmodateall special and unusual problems. Specific test requirements are out-lined in paragraph 5.

3.2.1 Octane Numbers, Research and Motor. Be sure that the test willestablish the octane number requirement of the engine model so that theengine will be satisfied by specification gasoline.

The criterion for octane requirements is the degree of knock observedduring severe operating conditions. It is important to know the lowestoctane number that can be used without destructive or detrimental effects.Excessive knock reduces power and produces overheating. Under some con-ditions the high temperatures associated with severe knock induce runawayignition and abnormal combustion both of which cause piston destruction.The sound normally associated with knock is not in itself harmful tomilitary vehicles3


TOP 2-2-701 2 July 1976

The aural method of detecting and rating knock has been discon-tinued since high ambient noise levels obscured the sound and a trainedobserver was required.

3.2.2 Volatility at High and Low Temperatures. Provide for operationof the vehicle in both high and low temperatures to guarantee that pre-scribed fuel volatilities will permit starting and warmup of the enginein cold temperatures yet not cause vapor lock in high temperatures.

3.2.3 Compatibility With Engine/Fuel System.

a. Investigate whether materials in the fuel system adversely

affect the fuel chemistry and whether the fuel chemistry injures the fuelsystem materials.

b. Insure that the oil as well as the fuel is suitable for theengine. This is of the utmost importance. Petroleum products may con-stitute 60 percent of a wartime supply tonnage that is shipped overseas.In times of emergency, the minimum quality permitted by specification maybe the best that can be obtained. If the lubricant is unsuitable inmany types of engines, a change in specification may be warranted; ifthe lubricant is incompatible with only one or two series of engines,however, the problem may best be corrected by engine redesign or metal-lurgical changes. Reports showing superior fuel and lubricant performancehave the same importance as deficiency reports.

3.2.4 Specification Fuels and Lubricants.

a. Refer to appendix A for a listing of the fuels and lubricantsthat are most used in Army vehicles and equipment. The Army continuallystrives to limit the number and types of fuels and lubricants used byvehicles and other machinery in the inventory. This policy is economicalfrom a logistics standpoint and reduces the administrative workload andnumber of storage fecilities required to support fuel and lubricant re-quirements throughout the Army. Fuels and lubricants used by the DoD areidentified in Federal Supply Catalog C9100-IL _./ and TB 703-1. 3/

b. Procurement specifications for fuels permit a range of proper-ties with the result that all fuels are not the same. This has led todefined quality levels as indicated in appendix C. When determiningquality level of fuel to be used in testing, refer to the definitions ofreferee and reference (standard) grade fuels in that appendix.

3.2.5 Spectrometric Oil Analysis. Metallic particles, produced primarilyby friction, become suspended in the engine oil and may cause engine

2/ Federal Supply Catalog C9100-IL, Identification List; Fuels, Lubricants,Oils and Waxes, 1 December 1971 as amended.

3/ TB 703-1, Specification List of Standard Liquid Fuels, Lubricants, Pre-servatives and Related Products Authorized for Use by the US Army.

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2 July 1976 TOP 2-2-701

component failures. Use spectrometric oil analysis as a diagnostic and

prognostic aid iii connection with engine malfunctions or failures, and to

assist in the development of failure patterns and trends. Spectrometric

oil analysis (para 5.7) is conducted in RD testing for two basic reasons:

(1) as part of the Army Oil Analysis Program (AOAP), appendix B (currently

this involves only the diesel 1790 engine), and (2) for special checks

of engine component wear desired by the test agency or test sponsor.

3.3 Instrumentation. Install instrumentation as required for each sub-test.

3.4 Data Required.

3.4.1 Test Course. Location, type of surface, grade (e.g., level),

length, straightness, smoothness.

3.4.2 Test Item. Fuel/lubricant description, specification number.

3.4.3 Instrumentation. Type, nomenclature, accuracy, and location foreach piece of instrumentation.

4. TEST CONTROLS.

4.1 Referee Grade Fuels. Use referee grade fuels (as opposed to refer-ence grade fuels- see definitions in app. C) in all RD testing when

available.

NOTE: Dod Directive 4140.43 4._states: "It is the objective ot theDepartment of Defense to reduce to a minimum the number of fuelsrequired in the Military Logistics System and to increase theflexibility for use of fuels which are readily available worldwide"and, to achieve this objective, "equipment operating characteristicsshould be such as to permit full operation with a minimum of re-strictions on fuel properties." Consequently, a duty incumbenton the RD community is to ascertain by adequate testing that nofuel-related problems will occur in fielded equipment. Usingreferee grade fuels is a positive step toward this goal.

a. Use referee grade gasoline (MIL-G-46015A 5/), when available,in research, development (DT I through DT III), and proof testing ofspark-ignition engines, ground-based turbine engines, generators, vehicle

heaters, etc.

4/ DoD Directive 4140.43, Department of Defense Liquid Hydrocarbon FuelPolicy for Equipment Design, Operation and Logistic Support, 5 Decem-

ber 1975.5/ MIL-G-46015A (MR), Gasoline, Automotive, Combat, Referee Grade.

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TOP 2-2-701 2 July 1976

b. Use refere.e grade diesel fuel (MIL-F-46162A YJ), when available,in research, development (DT I through DT III), and proof testing of allcompression-ignition engines, diesel-powered auxiliary units, gas turbineengine driven mobile electric power generators, etc.

4.2 Identification of Fuel in Reporting. To eliminate any uncertaintyas to the type fuel that was used in testing, indicate the specificationnumber and title in all reports covering test items that burn fuel (e.g.,

vehicles, generators, etc.)

4.3 Reference Grade Oils. Use reference grade oils (see definition inapp. C) in research, development (DT I through DT III), and proof testingunless specifically directed otherwise.

NOTES: 1. Automotive engine lubricants are qualified using laboratorydynamometer acceptance tests that define specific performancecriteria (i.e., sludge protection, high temperature dieseldispersancy, antimist properties, etc.). The candidate productgenerally is qualified after meeting all five (in the case ofMIL-L-2104C 7/) performance tests. The probability of a singlequalified product having borderline or marginal performanre inall five tests is remote. Because of this unlikelihood of

( developing a true referee engine oil (with the attendant problems-of supply), reference grade products were established for use.

2. Reference grade engine oils are used in RDTE programs to insureagainst any potential lubricant-oriented engine malfunctions.The specific reference oil is designated by the specificationcustodian through the publication of various specifications(see app. A, table 2) or by the test sponsor. Since fuel (interms of volume consumed and quality) has a greater influencethan lubricant on engine performance, the use of referee fueloutweighs the need for referee engine oil. Moreover, sincefuels are not "qualified" as are lubricants prior to procurement,their importance with respect to test control (referee speci-fication) becomes more significant and necessary.

4.4 Compatibility Factors. Determine the compatibility of fuels andJ lubricants with Army vehicles and components (and with power generators)f under actual use conditions either in a vehicle or on a full-scale engine

operated on a laboratory dynamometer. Analyses of fuel and lubricantchemical, physical, and performance properties for compliance with lubri-cation orders, which are made before the tests covered in this TOP, canserve as guides to the suitability of the materiel.

4.4.1 Engine, Fuel, and Lubricant Compatibility. Fuel, lubricant, andengine must demonstrate compatibility as a group to be effective. Knockor pre-ignition, certain deposit conditions, localized wear areas, orchemical reactions can limit the useful life of an engine. These conditions

6/ MIL-F-46162A (MR), Fuel Diesel, Referee Grade.7/ MIL-L-2104C, Lubricating Oil, Internal-Combustion Engines, Tactical

Service.

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2 July 1976 TOP 2-2-701

can be caused by either the fuel, the lubricant, the design and metallurgyof the engine, or a combination of these factors.

4.4.2 Lubricant-Component Compatibility. Vehicle components requirepetroleum products for many purposes. Transmission, serao systems, andhydraulic systems, for example, may use oil as a power transmission fluidas well as for an antiwear, antifriction, anticorrosion, or heat transferagent. All lubricants, whether classified as greases or as hydraulic,preservative, or gear oils, must be tested in the vehicle component underactual service conditions to assure that all the requirements demanded ofthe lubricant by the project manager or sponsor are fulfilled.

4.5 Climatic Factors. Different petroleum materials are usually prescribedfor use under intermediate and extreme climatic conditions; evaluate eachand report lubrication problems in detail to cover the prescribed climaticrange. 8/ Conduct the fuel and lubricant tests before or in conjunctionwith other development tests. While concurrent testing may minimize costs,before participating be sure that basic fuel and lubricant investigationswill not be subordinated to other test objectives.

4.6 Analysis of Used Oil. AR 750-43 9/ formalizes the application of theAOAP which, since 1962, has been used to reduce Army aircraft losses due toengine failures. The spectrometric oil analysis and physical tests andchemical tests prescribed in the AOAP provide fast, precise quantitative

1 determination of wea:-metals and contaminants in used lubricants and theresults provide a diagnostic aid for detecting lubricated parts wear and

induction of dust or.water into lubricants, establishing overhaul periods,evaluating prescribed operating intervals between maintenance actions (orextending such intervals), and assisting in trouble-shooting activities.

4.7 Safety. To insure the safety of personnel and equipment, allactivities described in this TOP will be conducted in strict compliancewith the requirements of DARCOM Regulation 385-100,10/ TOP 2-2-508, andapplicable local operating procedures.

5. PEPORMANCE TESTS.

5.1 Octane Requirements, Research and Motor. As stated in paragraph 3.2.1,

octane requirements are indicated by the degree of knock observed during4severe operating conditions. Varying degrees of knock for military

vehicles are rated as follows:

SRating Definition

0 Clear, absence of knockA Trace knockB Tolerable knockC Severe or destructive knock

8/ CCL Report 316, A Predictive Study for Defining Limiting Temperatures

and Their Application in Petroleum Product Specifications, Fort Belvoir,VA, Coating and Chemical Laboratory, November 1972.

9/ AR 750-43, Test, Measurement, and Diagnostic Equipment, 24 July 1975.10/ DARCOM-R 385-100, Safety Manual.

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TOP 2-2-701 2 July 1976

These ratings denote only the amplitude or severity of knock, regardlessof frequency of occurrence. An isolated B or C Knock is not consideredwhen rating an engine.

5.1.1 Method.

a. Mount a magnetostriction vibration sensor on the engine cylinderhead so that the sensor output is fed into an oscilloscope. A standardoscilloscope may be used for air-cooled engines, but a synchronized mul-tiple trace scope is best adapted to liquid-cooled engines.

b. Introduce fuels of known octane into the engine and observethe oscilloscopic trace patterns for combustion and knock phenomena undervarious conditions of full throttle and fuel load as described --low. Usefull boiling gasolines having the type of severity needed for research/motoroctane number requirement ratings. Full-boiling reference gasoliues areavailable and in use by industry. These are available through the Coordi-I - nating Research Council (CRC) and should be identified. An example is pro-vided in SAE Paper 750937, "Octane Number Increase of Military VehiclesOperating on Unleaded Gasoline." Various commercial fuels of knownsensitivity may also be used (complete procedures are contained in APGMiscellaneous Reports 11).

c. Conduct the tests (1) with the engine installed in the vehicle,under field conditions where cooling and power train characteristics arethe predominant factors; and (2) with the engine on a test stand wherevariables such as timing and intake air temperature are under laboratory

control and can thus provide the data required to accurately predict theeffects of these variables. For complete analysis as influenced byvehicle installation all four methods below are required; the investiga-tion may be limited, however, to one or two of the tests for reasons ofexpediency or economy. The four methods of loading or absorbing theoutput of the vehicle are:

(1) Level Road Acceleration - Accelerate the vehicle withoutexternal load from minimum to maximum speed at full throttle in a givengear or transmission range. Record engine speeds when knock appears and

when it disappears for various octane number fuels. Based on thesevalues, prepare a curve indicating the maximum requirement of the engine

Z (fig. 1).

(2) Deceleration - Decelerate the vehicle from maximum to

minimum speed in a given ratio using an externally applied load (i.e.,power absorption trailex or field dynamometer). Record observationsas in (1) above.

(3) Lugging - Operate the vehicle at full throttle at a seriesof constant speeds using a field dynamometer or power abserption trailersor both to apply the load. Record the degree of knock for each fuel foreach engine speed.

_11/ APG Miscellaneous Reports: 258, Procedures for Determining the OctaneRequirements of Military Engines; 259, Procedures for Conducting TestsInvolving Cold Temperature Rooms; 260, Procedure for Inspection andGaging of Internal-Combustion Engines; 261, Procedures for Conducting

Laboratory Dynamometer Test of Reciprocating Internal-CombustionEngines; Aberdeen Proving Ground, MD.

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2 July 1976 TOP 2-2-701

Vehicle Make __________ odel ___________NO._____

Engine Make _____ _____Model No.__________

Type of Test ________ ______ Test Date _____________

Avg. Bar. _ ___Avg. Ambient Temp. ____Avg. Hum. Deposit Hours

r.08

1 IGII'Y Tz =i 1 1 11iN

E~GIN - RP X 10Figure1. Ocne ReqIreGNTIO TesIMeercINGsor. 3


TOP 2-2-701 2 July 1976

(4) Test Stand - This method corresponds to (3) above.Follow the same procedure except use an engine absorption dynamometerto control load and speed.

5.1.2 Data Required.

a. Engine speed - knock in and knock out for acceleration anddeceleration test.

1k b. Fuel octane number (research or motor).

c. Gear range - acceleration lugging and deceleration only.

d. Meteorological data.

e. Load - dynamometer and lugging only.

f. Temperature - spark plug gasket, air intake, coolant, oil.

g. Fuel pressure.

h. Fuel-air ratio.

i. Ignition timing - spark advance.

j. Vehicle miles or operating hours.

k. Knock intensity at speed.

1. Fuel specification/type.

m. Manifold vacuum.

n. Nomenclature, type, and identification numbers of the item.

5.2 Cetane Requirements. The cetaue requirement is the ignition qualityof a diesel fuel in terms of the ASTM cetane number (ASTM procedure D613).SThe cetane number is obtained by comparison of the ignition quality of thetest fuel with the ignition quality of blends of fuels of known cetanenumbers under standard operating conditions. The test is usually performedat a qualified laboratory such as the one (of several maintained by theArmy) at US Army General Materiel and Petroleum Activity, Petroleum FieldOffice (East), ATiN: STSGP-PE, New Cumberland Army Depot, New Cu mbrland,PA 17070.

5.2.1 Het'bod. U1se an ignition quality test unit consisting of a singlecylinder engine of continuous variable compression ratio, with suitableloading and accessory equipment and instruments, mounted on a stationary

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2 July 1976 TOP 2-2-701

base. Refer to the ASTM Manual _/ for specific engine, equipment, andoperating conditions and procedures.

a. Vary the compression ratio for the sample and each fuel to

obtain a fixed "delay period," that is, the time interval between thestart of injection and ignition.

b. Whaen the comp.ression ratio for the sample is bracketed -etuthe ratios for two fuel blends differing by not more than five cetane

numbers, calculate the rating of the sample by interpolation.

I 5.2.2 Data Required.

a. Engine speed.

b. Ignition timing.I

c. Injector operating pressure.

:Kj d. Injection quantity (volume).

e. Injection pump setting.

f. Injector pintle valve lift.

g. Valve clearances.

h. Compression ratio adjustment.

i. Crankcase oil viscosity.

j. Temperatures - injector water jacket, oil, coolant, intake air.

k. Oil pressure.

I. ASTh cetane number - the whole number nearest to the value -

determined by calculation from the percentage by volume of normal cetane(= 100) in a blend with heptaaethylnonane (IM, = 15) - that matches theignition quality of the test fuel when compared by this method. To obtainthe cetane number insert the matching blend percentages to the first

- decimal in the following equation:

Cetane number = Z n-cetane + 0.15 (Z iM)

5.3 Compatibility With Engines and Transmissions. Investigate vehicleengine and transmission compatibility with the prescribed fuels and lubri-cants during routine developMent and endurance tests conducted in thefield or in the laboratory.

12/ ASTM Manual for Rating Motor, Diesel, and Aviation Fuels, AericanSociety for Testing and Materials, 1916 Race St., Philadelphia, PA 19103.

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TOP 2-2-701 2 July 1976

5.3.1 Method. A field test requires the test courses listed in TOP's2-2-506 and 2-2-507 and shop facilities for teardown and gaging. For alaboratory test an engine dynamometer and test cell are required. Theremust also be access to a petroleum laboratory.

a. Use referee grade fuels and reference grade lubricants (paras4.1 and 4.3). Referee grade lubricants or experimental grades are usedonly under special direction. Refer to appendix A for fuel and lubricantspecifications.

b. Conduct laboratory tests as part of an endurance test or applyTOP/MTP 2-2-700. This procedure provides for disassembly, inspection,gaging, and weighing of critical parts before and after operation inaccordance with an appropriate endurance operating schedule. The schedulemay follow the standard 500-hour acceptance test cycle with loads pro-gressively increased; the more severe, accelerated, 240-hour trackedvehicle engine test cycle or 210-hour wheeled vehicle engine test cycle; 33/or any other test cycle prescribed for compatibility testing. To obtainthe required critical condition maintain engine oil and coolant tempera-tures at the maximum or minimum levels needed. Analyze samples of newand used oils for changes in chemical and physical characteristics. Takesamples intermittently for limited analyses and at scheduled oil changesfor complete analyses (para 5.7).

c. For an economical method of establishing field conditions,install a gaged engine or transmission in a vehicle undergoing extensiveendurance testing; be sure, however, to maintain a comprehensive recordof engine loading. Use essentially the same gaging and inspection pro-cedures as are used for test stand operation. -4/

5.3.2 Data Required. A complete listing of data is given below. Selectthose elements that are applicable to the scope and objective o the test.

5.3.2.1 Dynamometer Test Stand.

a. General: Engine speed, dynamometer scale reading, fuelconsumption, oil consumption, and blowby.

b. Pressures:

Oil: gallery, to and from cooler.Crankcase.Fuel at carburetor or injection pump.Air cleaner restrictions.

13/ CRC Report, Development of Military Fuel/Lubricant/Engine CompatibilityTest, Coordinating Research Council, Inc., 30 Rockefeller Plaza,New York, NY.

14/APG Miscellaneous Reports 260 and 261 (see footnote 11, p. 8).

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2 July 1976 TOP 2-2-701

Intake manifolds: before and after supercharger when required.Exhaust manifold.Barometric.

c. Temperatures (*F or *C):

Air inducted into the engine.Cylinder heads: all spark plugs.Water to and from coolers and gallery.Oil to and from coolers and gallery.Exhaust gas: each cylinder on diesel engines.Manifold temperatures (intake - before and after supercharger

as required).Wet and dry bulb.Cooling air to and from engine.Fuel.

5.3.2.2 Oil Analyses (Both New and Used Oil). Conduct the analyses inaccordance with standard procedures listed in FED-STD-791 15/ and ASTMStandards on Petroleum Products. 16/

a. Viscosity (at 2100 and 1000 F or 98.90 and 37.80 C) andcentisi.okes.

b. Viscosity index (calculation).

c. Pentane and benzene insolubles, normal and coagulated (used

oils only).

d. Total acid and base number.

e. Ramsbottom carbon residue.

f. Sulphated residue.

g. Dilution (used oils only).

h. Pour point (new oils only).

i. Flash point.

i. Additive metals (zinc, calcium, boron, potassium, sodium,barium, and magnesium).

k. Wear and contaminant metals (iron, copper, lead, chromium,molybdenum, nickel, boron, sodium, and silicon).

1. Gravity, *API.

15/ FED-STD-791, Lubricants, Liquid Fuels, and Related Products; Methodsof Testing.

16/ ASTM Standards on Petroleum Products, American Society for Testingand Materials, 1916 Race St., Philadelphia, PA 19103.

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TOP 2-2-701 2 July 1976

5.3.2.3 Gasoline and Diesel Fuel Analyses.

a. Distillation.

b. Reid vapor pressure.

c. Sulfur.

d. Lead (antiknock compound).

e. Gum content.

f. Octane number (research and motor).

jg. Gravity, 0API.

h. Flash point.

i. Cloud point.

j. Pour point.

k. Viscosity.

1. Cetane number. 4sm. Ash content.

n. Carbon residue (ASTM procedure D524).

5.3.2.4 Physical Inspection for Wear (Before and After Operation). Z

a. Dimensional:

All crankshaft journals and crankshaft bearing bores.Connecting rod bearing bores.

Piston pin and piston pin plug length.Piston ring side clearance.Damper weight pin bore and pin diameter.Piston outside diameter (OD).Main and connecting rod bearing inside diameter

(ID).

Piston pin bore ID.Valve stem OD, valve guide ID.Damper hub pin bore.Valve clearance, valve timing.Magneto timing.Spark plLg gap.Cylinder bore.Piston ring gap.

17/APG Miscellaneous Report 260 (see footnote 11, p. 8).

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2 July 1976 TOP 2-2-701

Crankshaft end play.Injector timing, injector nozzles.

b. Weights: Piston rings and bearing inserts (main and rod).

5.3.2.5 Visual Inspection for Wear and Deposits (Aft Operation).Conduct these inspections in accordance with CRC Manua l and 5 whichalso provide procedures for evaluating wear deposits, s ..fing, etc._18/

a. Ring sticking: ring deposits (carbon and lacquer) on top,inside diameter, and bottom.

b. Ring face condition.

c. Piston surface deposits on top, combustion chamber, underhead, skirts, relief areas, and lands.

holes d. Piston ring groove deposits on top, back, bottom, and drain

holes (percent blocked) and piston groove inside diameter (percent of*ring containing carbon).

e. Piston surface condition on top land, skirt, and piston pin. N

f. Valve deposits on head, face, tulip, and stem.

g. Valve surface conditions -D include freeness in guide, head,face, seat, stem, and tip.

h. Tappets, cams, rocker arms, and push rods to include tappetdeposits, tappet surface condition, and condition of cam lobes.

i. Rocket arm condition to include tip, bushing, shaft, andpush rod.

j. Cylinders to include cylinder head deposits, cylinder de-posits in ring travel area and above and below ring travel, and cylindersurface condition in ring travel area and below.

- 5.4 Compatibility With Vehicles.

5.4.1 Method.

a. Unless specifically directed otherwise by the test sponsor, usereferee grade fuels (when available) and reference grade lubricants obtainedthrough routine purchases and the following test facilities and instrumentation:

(1) Prepared slopes.

%__ , ftanuals ', Gasoline rngine Rating Manual and 5, Diesel EngineRating Manual, Coordinating Research Council, Inc., 30 RockefellerPlaza, New York, NY.

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TOP 2-2-701 2 July 1976

(2) Gunner's quadrant.

(3) Pressure gages.

(4) Thernocouples with potentiometer.

(5) Tachometer.

(6) Petroleum Laboratory.

b. Observe the ability of the system (e.g., fuel pump, diaphragms,fuel lines, gaskets, etc.) to handle fuels at any vehicle operating angle.

c. Determine the efficiency and serviceability of filters, fueltank cleanliness, and suitability of materials. Copper and high coppercontent alloys, for example, should not be permitted to come in contactwith modern fuels. The catalytic effect of copper on gasoline causesgum formation.

d. Special tests are not usually required to determine the com-patibility of power trains and other components with recommended lubri-cants. Identify the materials used and note any significant findings4 during endurance testing.

e. When po-sible, record fluid temperatures and pressures andengine and vebicle speed3 under all critical operating conditions; i.e.:at maximum speed, minimum speed, and maximum torque; on longitadinaland lateral slopes; and at creeping speeds. It is particularly importantto monitor the temperatures in hydraulic transmissions since the pre-vailing practice is to use engine oils in transmissions of the fluidcoupling and converter type. Since high viscosities contribute to ex-cessive power loss and higher temperatures, lower viscosity materialssuch as grade 10 and arctic lubricants have had the widest use. Hydraulicoils of low viscosity may also be used. In general, engine oils remainstable for continuous operations at temperatures up to 2500 F (1210 C)and for intermittent operation at temperatures up to abc-It 2750 V(1350 C).


a. Fluid pressures, psi or kPa. V

b. Fluid temperatures, OF and 0C.

c. Ambient temperatures, OF and *C.

d. Engine and vehicle speeds, rpm and mph or kilometers per hour.

e. Slope angle, percent.I

f. Specification designation of fuels and lubricants.

16

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2 July 1976 TOP 2-2-701

5.5 Cold Starting.

5.5.1 Method. To determine the suitability of petroleum materials foruse under both intermediate and extreme cold climatic conditions, followthe cold starting and warmup test procedures given in TOP/MTP 2-2-650.(The standards for acceptability are given in the ROC, DP, or specification.)Conduct the tests using referee grade fuels sampled before the start ofcold room testing. Use the following facilities and instrumentation:

a. Cold room.

b. Oscillograph- five traces minimum.

c. Voltmeters, ammeters.

d. Thermocouples - pyrometer, potentiometer.

e. Spare batteries - two sets minimum.

f. Battery charger and slave kit.

g. Arctic clothing.

J h. CO monitoring system.

i. Pressure gages.


a. Continuous recording on oscillograph to include cranking speed,cranking current, battery voltage, time trace, and heater voltage (if soequipped).

b. Cold soak temperatures and intervals.

c. Fuel and lubricant identification data.

d. Date and time test started.

e. Starting procedure.

f. Comments on performance of components during starting.

g. Periodic readings of temperatures during engine warmup and

subsequent heater operation.

h. Battery electrolyte specific gravity.

17

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TOP 2-2-701 2 July 1976

5.6 Hydraulic, Gear Oil, and Grease Systems.

5.6.1 Method.

a. Drain, flush, and refill the system with the test fluid. (Fora more complete test, disassemble, inspect, and gage the system before

Padding the test fluid.) When possible, install thermocouples to measurecritical temperatures of oils, greases, or components. For hydraulic

systems install pressure gages to measure operating pressures and pressuredrops across filters. If required, install flowmeters to measure pumpoutput.

b. After a suitable break-in period, opeate the system on acycle designed to simulate actual operating conditions. Record tempera-tures and pressures for each condition. Closely observe performance todetermine whether:

or oher (1) Operating parameters prescribed in the DP, specification,

or other guidance document are being met.

(2) Fluid temperature adversely affects operation.

(3) Excessive leakage occurs.

(4) Relief and check valves perform adequately.

c. Analyze samples of new and used fluids to determine stabilityand deterioration. Maintain logs of operating conditions. Following thetests, disassemble and inspect components for wear, scuffing, discoloration,overheating, deterioration of seals, sludging, and similar effects.


a. Operating hours.

b. Operating conditions.

c. Fluid consumption rates.

d. Temperature, *F or 'C.

- L e. Pressure, psi or kPa.

f. Flow rate, gallons or liters per minute.

g. Fluid makeup (chemical and physical).

18


2 July 1976 TOP 2-2-701

5.7 Spectrometric Oil Analysis. The procedures given below are thoserequired by the AOAP. If samples are obtained for other reasons (seepara 5.8), follow the same sampling technique but not the same schedule.

5.7.1 Method.

5.7.1.1 Sampling - General. A reliable oil sample is one that is trulyrepresentative of the circulating oil in the major assembly being evaluatedfor rate of wear. Correct sampling procedures are therefore important.Use the sampling procedures as outlined in TB 43-0210 19/ or as agreedupon with the Army Maintenance Management Center (AMMC). As a minimum,take oil samples as follows:

a. Before operations (take initial new oil samples from eachbatch received by the test activity).

) b. At specific intervals between oil changes as specified inthe approved procedure for the AOAP.

q c. Before and immediately after el, zy oil change.

d. Under conditions specified in paragraph 14, TB 43-0210.19/

NOTE: While contaminants may become heavily concentrated at points wheresludge collects and in oil filters, nany investigators believethat sufficient amounts of contaminant will remain suspended inthe lubricant to permit detection and evaluation. This does not,however, rule out the need to examine portions of the materialcollected in the filters when the examination of the lubricantitself leaves doubt.

5.7.1.2 Sampling Techniques.

a. Take sample while the assembly is warm. The equipment shouldbe at operating temperature to insure that circulating oil has reached a

-- uniform consistency. Complete DA Form 3253 (Used Oil Sample Information)for each sample. Wrap the completed form around the sample and secure itIwith a rubber band.

b. Use the "tube method" or "drain method" as described in-I TB 43-021C to obtain samples. Although variations may become necessary

due to the configuration of the test item, follow the cleanliness andhomogeneity requirements for taking samples as indicated in TB 43-0210.

5.7.1.3 Oil Analysis. The oil analysis is usually conducted by the Armylaboratory designated by the AMMC (app. B). Sometimes, however, analysesmay be permitted in-house. The specific method to be used for determiningwear-metdls concentration depends upon the type of analyzer on hand. Severalnow available in the DoD operate on the principle of atomic emission, atomic4 ~ 19/ See footnote 1, p. 2. 1


TOP 2-2-701 2 July 1976

absorption, or X-ray fluorescence. All are capable of measuring the con-centration of wear-metals or contaminants in parts per million (ppm) levels.

Use the manufacturer's instructions to operate the system and obtain thedesired data. At the Materiel Testing Directorate, Aberdeen Proving Ground,a direct reading emission spectrometer is used. It is currently programmedto detect simultaneously and record sequentially iron, silicon, chromium,

magnesium, silver, copper, aluminum, tin, lead, and nickel in the 0 to 500A ppm range. These elements were selected as the metals usually most indi-

cative of internal wear found in lubricating oils. Different elements maybe selected for analysis as applicable depending on the item being tested.It is planned to add molybdenum, zinc, boron, phosphorous, calcium, barium,

and titanium.

Hold oil filters, when changed, for additional information shouldff the oil sample analysis leave doubts. Examine deposits removed from the

) filter as required.


a. Component life, hours or miles/kilometers.

b. Vehicle nomenclature, model, and other identifying data.

c. Date.

d. Oil added since last sample.

e. Grade and specification No. of oil.

f. Reason for sampling.

g. Wear-metals in lubricant (ppm).

h. AOAP laboratory results and analysis.

i. Description of material picked up by the filter if examined.

5.8 Additional AOAP Laboratory Analyses. When specifically directed todo so, supplement the spectrometric oil analysis with laboratory tests

of the oil to determine physical and chemical properties.

5.8.1 Method. Using general laboratory procedures, analyze the oil todetermine the following as applicable:

a. Total insolubles.

b. Total water.

c. Total acid/base.

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2 July 1976 TOP 2-2-701

d. Fuel dilution/breakdown/oxidation/polymerization (IRspectroscopic analysis).

e. Kinematic viscosity.


a. Volume of insolubles to the nearest 0.01 ml and any unusualsolid matter.

b. Percent water to the nearest 0.1 percent.

-c. Neutralization number (acid or base) reproducible within 15percent of the neutralization number.

4 d. Spectrographs of new and used oil analyzed.

e. Kinematic viscosity in centistokes, measured to the nearest0.7 percent of the mean value of the test runs made on the same oil.

f. Comparison of (used and unused oil) filter spots as to sizeof spot, carbon content, water, visual appearance.

6. DATA REDUCTION AND PRESENTATION.

6.1 Octane Requirements. Tabulate and plot all data in the manner shownin figure 1 (para 5). Determine and report the compatibility of the enginewith the prescribed fuels. Point out in the report any discrepancies.

6.2 Cetane Requirements. Compare the test results on the sample fuelwith the results on blends of fuels until the sample is bracketed.Establish the cetane number by interpolation and report to the closestinteger.

6.3 Compatibility With Engines and Transmissions. Analyze the lubricantsfor changes in chemical and physical characteristics (para 5.7). Base thedegree of component, fuel, and lubricant compatibility on wear, deposits,scuffing, corrosion, etc., together with their effects on engine performance.Refer to CRC Manuals I and 5 (see footnote 17, p. 15) for procedures formaking these evaluations. The results of dynamometer engine testing mayor may not be representative of field operation; correlate these datawith data from field operation when possible.

6.4 Compatibility With Vehicles. Note and report significant findingssuch as malfunctions or marginal performance attributable to fuel orlubricant.

6.5 Cold Starting. Note and report malfunctions or marginal performanceincidents attributable to fuel or lubricant.

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TOP 2-2-701 2 July 1976

6.6 Hydraulic, Gear Oil, and Grease Systems. Report (a) abnormalitiesnoted during the tests, (b) results of fluid analysis indicating deter-ioration or contamination (para 5.7), and damage to components foundduring final inspection.

6.7 Spectrometric Oil Analysis.

a. Compare the types and levels of various wear-metals detected inthe used oil samples with those measured in the new oil samples and withthe composition of the assembly under investigation. Compare the amountof the element in the used oil sample with an established value of theelement which reflects the amount expected for normal wear. The rate ofincrease in concentration of various wear-metals, versus hours or milesof operation, can be used to predict an abnormal wear situation. Crank-zase, transmission, and gearbox oils tested at intervals indicate thewear-metals trend. The wear-metals trend can be interpreted to signalthree possible actions: check the unit, overhaul the unit, or replacethe unit. Abnormal increases in the level of elements are indicative ofexcessive metallic wear and incipient failure. Repair or replacement ofworn parts at this time could prevent damage to the entire assembly ormechanical system. Use AOAP laboratory results and analyses and includethem in the final report.

b. Abnormal levels of sodium or boron in the sample indicate leakageof engine coolant (antifreeze) into the engine lubricating oil. Highlevels (720 ppm) of silicon in lubricants signify dust ingestion and,in the case of the engine, indicate poor air filtration due to aircleaner malfunction or leaks in the air induction system; in gearboxlubricant, faulty seals or vent valves are the probable causes.

c. Compare the results of the oil filter analysis with the resultsof the oil analysis to assure that contaminants in the filter have beendetected in the oil. Attempt to determine the reason for the adulterantsin the filter.

d. Store the data accumulated to provide a data bank useful in

Ssubsequent tests on similar components as a means of establishing or

refining the standards for construction of control charts used as a4 maintenance diagnostic tool.

6.8 Additional AOAP Laboratory Analyses. Compare the results obtainedfrom analysis of used oil samples with the results of analysis of newoil samples (comparison method depending on the specific analysis made)to show any abnormal changes occurring in the oil being used. Assess thechanged properties to predict impending engine malfunctions or mechanical Wfailures; identify leaking seals; detect potential corrosion, overheating,Zthe presence of coolants, or the need for preventive maintenance or oil

change; and for other adverse evidence.

122

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2 July 1976 TOP 2-2-701

Recommended changes to this publication should be forwarded toCommander, U. S. Army Test and Evaluation Comand, ATTN:DRSTE-ME, Aberdeen Proving Ground, Md. 21005. Technical infor-mation may be obtained from the preparing activity: Commander,

U. S. Army Aberdeen Proving Ground, ATTN: STEAP-MT-M, AberdeenProving Ground, Md. 21005. Additional copies are available fromthe Defense Documentation Center, Cameron Station, Alexandria,Va. 22314. This document is identified by the accession number(AD No.) printed on the first page.

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2 July 1976 TOP 2-2-701

APPENDIX ATYPICAL FUELS AND LUBRICANTS FOR ARMY VEHICLES AND EQUIPMENT

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2 July 1976 TOP 2-2-701

APPENDIX BARMY OIL ANALYSIS PROGRAM (AOAP)

1. The AOAP is a program for determining the concentrations of variousmetallic elements in an engine oil sample by means of emission or absorp-tion spectroscopy primarily to detect the presence of abnormal amourts ofwear-metals in that sample which could injicate the potential failure ofcomponents containing those metals. The objectives are as follows:

a. To detect incipient component failure by means of changes intrace amounts of elements in the lubricant.

b. To reduce maintenance costs through preventive maintenanceefforts prior to major repait as indicated by symptomatic techniques.

Ic. To obtain a 3-day oil analysis response time for nonaeronautical

equipment to prevent costly repairs.

d. To develop a data bank of information relating component wearor failure to the levels of various elements in the lubricant.

e. To provide additional information from the lubricant analysisfor correlation with results of the component inspections conducted(para 5.3 and TOP 2-2-700) after laboratory and endurance testing toinvestigate the relationship of component deterioration to changes inthe amounts of various elements in the lubricant.

2. The AOAP was established by AR 750-43 (ch 4) .10 which states that

all installations and activities will participate as outlined in theapplicable technical publications consistent with the policies andobjectives outlined in AR 750-43. TB 43-0210 ___/ provides guidance forparticipating in the AOAP. Other arrangements between TECOM Pnd AMMCcould override TB 43-0210 relative to specific procedures

3. DARCOM has directed that all TECOM test activities having the diesel1790 engine initiate the AOAP for these engines. It is anticipated thatadditional equipment in RD testing may be added to the AOAP as the programexpands. While TB 43-0210 provides a sampliaig schedule (every 25 hoursof operations or every 30 days whichever comes first), the sampling

schedule sampling procedures may be changed as agreed upon between TECOMand the AMC.

20/ See footnote 9, p. 7.

21/ See footnote 1, p. 2.

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TOP 2.-2-701 2 July 1976

4. It is customary in the AOAP to send the samples to the nearestlaboratory commissioned by the Army to perform such analyses at no costto the sender. In the case of APG, the nearest location is:

Chief, US Army General Materiel andPetroleum Activity

Petroleum Field Office (East)I j ATTN: STSGP-PENew Cumberland Army DepotNew Cumberland, PA 17070

5. Before the AOAP for a specific engine can be successful it isnecessary to obtain baseline data on the types and levels of metallicdeposits that are preludes to engine component failures. TECOM parti-cipates in this "baseline data" phase, and will presumably be expectedto particLpate in the final AOAP phase.

P

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2 July 1976 TOP 2-2-701

APPENDIX C 22/

DEFINITIONS

Army Oil Analysis Program. A coordinated, Army-wide effort to detectimpending equipment component failures through analytical evaluation ofoil samples, formerly referred to as the Army Spectrometric Oil AnalysisProgram (ASOAP).

Calibration standard. A liquid, with controlled viscosity and flashpoint, containing precisely controlled quantities of specified metallicelements for calibrating and standardizing spectrometers.

Certification. The process of evaluating an oil analysis laboratory'scapability to perform oil analysis services.

Correlation samples. A test sample prepared for monitoring the accuracyand analytical capability of a laboratory.

Evaluation criteria. Factors, including quantitative expressions ofwear-metals, against which the results of a spectrometric oil analysisare compared to determine the condition of the component in question andthe necessity for recommending corrective action.

Oil. A liquid lubricant or transfer fluid such as engine oil, transmissionoil, or hydraulic fluid.

Oil analysis. A test or series of tests which provide an indication ofequipment component condition by applying a method of precision detection

and quantitative measurement of wear-metals in an oil sample, and whichmay include physical property testing of the sample.

Referee grade fuel. A fuel that represents the minimal or marginal qualitylevel that can be procured under the parent specification while meetingall specification requirements. It is tailored to be the eruivalent ofwhat might be available in times of national emergency. This tuel, nowprocurable under special specifications (see table 1, app. A), is of

- minimum quality not only from the standpoint of octane or cetane values,but also with respect to vola'ility, additives, and dirtiness that zou]daffect an engine's endurance characteristics.

Referee grade lubricant. A lubricant that would represent the minimalor marginal quality level that could be obtained under the parent speci-fication while still meeting all specification requirements.

Reference grade or standard fuel. A fuel that represents the average orabove-average quality level that is usually obtained when procurement ismade under the parent specification.

22/ Source: AR 750-43 (footnote 9, p. 7) excluding definitions ofreferee and reference grade fuels and lubricants.

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Reference grade lubricant. A lubricant that represents the average or Aabove-average quality level that can be obtained under the parent speci-fication.

Response time. That interval which rncompasses the sampling operation,sample delivery and analysis, evaluation of analytical results and com-munication of oil analysis facility recommendations to the appropriateunit.

Spectrometric oil analysis. A method of determining the concentrationsof various chemical elements in an oil sample by means of emission orabsorption spectroscopy primarily to detect the presence

of abnormal

amounts of wear-metals in that sample which could indicate the potentialfailure of ccmponents containing those metals.

Wear-metals. Metallic particles, produced primarily by friction, whichare suspended in a used oil.

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Fuels and Lubricants - EverySpec

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