An American National Standard

Designation: D 2699 – 02

Designation: 237/87

Standard Test Method for

Research Octane Number of Spark-Ignition Engine Fuel1
This standard is issued under the fixed designation D 2699; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.

This standard has been approved for use by agencies of the Department of Defense.

1. Scope * statements, see Section 8, 13.4.1, 14.5.1, 15.6.1, Annex A1,

1.1 This laboratory test method covers the quantitative A2.3.9, A2.4.8, A3.2.7.2(7), A4.2.3.1, A4.2.3.3(6) and (9),
determination of the knock rating of liquid spark-ignition A4.3.5, X2.3.7, X3.2.3.1, X3.3.4.1, X3.3.9.3, X3.3.11.4, and
engine fuel in terms of Research O.N., except that this test X3.5.1.8.
method may not be applicable to fuel and fuel components that 2. Referenced Documents
are primarily oxygenates.2 The sample fuel is tested using a
standardized single cylinder, four-stroke cycle, variable com- 2.1 ASTM Standards:
pression ratio, carbureted, CFR engine run in accordance with D 1193 Specification for Reagent Water3
a defined set of operating conditions. The O.N. scale is defined D 1744 Test Method for Water in Liquid Petroleum Prod-
by the volumetric composition of PRF blends. The sample fuel ucts by Karl Fischer Reagent4
knock intensity is compared to that of one or more PRF blends. D 2268 Test Method for Analysis of High-Purity n-Heptane
The O.N. of the PRF blend that matches the K.I. of the sample and Isooctane by Capillary Gas Chromatography4
fuel establishes the Research O.N. D 2360 Test Method for Trace Impurities in Monocyclic
1.2 The O.N. scale covers the range from 0 to 120 octane Aromatic Hydrocarbons by Gas Chromatography5
number but this test method has a working range from 40 to D 2700 Test Method for Motor Octane Number of Spark-
120 Research O.N. Typical commercial fuels produced for Ignition Engine Fuel6
spark-ignition engines rate in the 88 to 101 Research O.N. D 2885 Test Method for Research and Motor Method Oc-
range. Testing of gasoline blend stocks or other process stream tane Ratings Using On-Line Analyzers6
materials can produce ratings at various levels throughout the D 3703 Test Method for Peroxide Number of Aviation
Research O.N. range. Turbine Fuels7
1.3 The values of operating conditions are stated in SI units D 4057 Practice for Manual Sampling of Petroleum and
and are considered standard. The values in parentheses are the Petroleum Products7
historical inch-pound units. The standardized CFR engine D 4175 Terminology Relating to Petroleum, Petroleum
measurements continue to be in inch-pound units only because Products, and Lubricants7
of the extensive and expensive tooling that has been created for D 4177 Practice for Automatic Sampling of Petroleum and
this equipment. Petroleum Products7
1.4 This standard does not purport to address all of the D 4814 Specification for Automotive Spark-Ignition Engine
safety concerns, if any, associated with its use. It is the Fuel7
responsibility of the user of this standard to establish appro- D 5842 Practice for Sampling and Handling of Fuels for
priate safety and health practices and determine the applica- Volatility Measurements8
bility of regulatory limitations prior to use. For specific hazard E 1 Specification for ASTM Thermometers9

1 3
This test method is under the jurisdiction of ASTM Committee D02 on Annual Book of ASTM Standards, Vol 11.01.
4
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee Annual Book of ASTM Standards, Vol 05.01.
5
D02.01 on Combustion Characteristics. Annual Book of ASTM Standards, Vol 06.04.
6
Current edition approved Nov. 10, 2002. Published January 2003. Originally Annual Book of ASTM Standards, Vol 05.05.
7
approved in 1968. Last previous edition approved in 2001 as D 2699–01a. Annual Book of ASTM Standards, Vol 05.02.
2 8
Motor O.N., determined using Test Method D 2700, is a companion method to Annual Book of ASTM Standards, Vol 05.03.
9
provide a similar but typically lower octane rating under more severe operating Annual Book of ASTM Standards, Vol 14.03.
conditions.

*A Summary of Changes section appears at the end of this standard.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.

1
 D 2699 – 02
E 456 Terminology Relating to Quality and Statistics10 3.1.6 dynamic fuel level, n—for knock testing, test proce-
E 542 Practice for Calibration of Laboratory Volumetric dure in which the fuel-air ratio for maximum knock intensity
Apparatus11 for sample and reference fuels is determined using the falling
2.2 ANSI Standard:12 level technique that changes carburetor fuel level from a high
C-39.1 Requirements for Electrical Analog Indicating In- or rich mixture condition to a low or lean mixture condition, at
struments a constant rate, causing knock intensity to rise to a maximum
2.3 IP Standard: and then decrease, thus permitting observation of the maxi-
IP 224/02 Determination of Low Lead Content of Light mum knockmeter reading.
Petroleum Distillates by Dithizone Extraction and Colo- 3.1.7 equilibrium fuel level, n—for knock testing, test pro-
rimetric Method13 cedure in which the fuel-air ratio for maximum knock intensity
for sample and reference fuels is determined by making
3. Terminology incremental step changes in carburetor fuel level, observing the
3.1 Definitions: equilibrium knock intensity for each step and selecting the
3.1.1 accepted reference value, n—a value that serves as an level that produces the highest knock intensity reading.
agreed-upon reference for comparison, and which is derived 3.1.8 firing, n—for the CFR engine, operation of the CFR
as: (1) a theoretical or established value, based on scientific engine with fuel and ignition.
principles, or (2) an assigned or certified value, based on 3.1.9 fuel-air ratio for maximum knock intensity, n—for
experimental work of some national or international organiza- knock testing, that proportion of fuel to air that produces the
tion, or (3) a consensus or certified value, based on collabora- highest knock intensity for each fuel in the knock testing unit,
tive experimental work under the auspices of a scientific or provided this occurs within specified carburetor fuel level
engineering group. (E 456) limits.
3.1.1.1 Discussion—In the context of this test method
3.1.10 guide tables, n—for knock testing, the specific rela-
accepted reference value is understood to apply to the Research
tionship between cylinder height (compression ratio) and
octane number of specific reference materials determined
octane number at standard knock intensity for specific primary
empirically under reproducibility conditions by the National
reference fuel blends tested at standard or other specified
Exchange Group or another recognized exchange testing orga-
barometric pressure.
nization.
3.1.2 Check Fuel, n—for quality control testing, a spark- 3.1.11 knock, n—in a spark-ignition engine, abnormal com-
ignition engine fuels of selected characteristics having an bustion, often producing audible sound, caused by autoignition
octane number accepted reference value (O.N.ARV) determined of the air/fuel mixture. (D 4175)
by round-robin testing under reproducibility conditions. 3.1.12 knockmeter, n—for knock testing, the 0 to 100
3.1.3 cylinder height, n—for the CFR engine, the relative division indicating meter that displays the knock intensity
vertical position of the engine cylinder with respect to the signal from the detonation meter.
piston at top dead center (tdc) or the top machined surface of 3.1.13 knock intensity, n—for knock testing, a measure of
the crankcase. the level of knock.
3.1.3.1 dial indicator reading, n—for the CFR engine, a 3.1.14 motoring, n—for the CFR engine, operation of the
numerical indication of cylinder height, in thousandths of an CFR engine without fuel and with the ignition shut off.
inch, indexed to a basic setting at a prescribed compression 3.1.15 octane number, n—for spark-ignition engine fuel,
pressure when the engine is motored. any one of several numerical indicators of resistance to knock
3.1.3.2 digital counter reading, n—for the CFR engine, a obtained by comparison with reference fuels in standardized
numerical indication of cylinder height, indexed to a basic engine or vehicle tests. (D 4175)
setting at a prescribed compression pressure when the engine is 3.1.15.1 Research octane number, n—for spark-ignition
motored. engine fuel, the numerical rating of knock resistance obtained
3.1.4 detonation meter, n—for knock testing, the signal by comparison of its knock intensity with that of primary
conditioning instrumentation that accepts the electrical signal reference fuel blends when both are tested in a standardized
from the detonation pickup and provides an output signal for CFR engine operating under the conditions specified in this test
display. method.
3.1.5 detonation pickup, n—for knock testing, a
3.1.16 oxygenate, n—an oxygen-containing organic com-
magnetostrictive-type transducer that threads into the engine
pound, which may be used as a fuel or fuel supplement, for
cylinder and is exposed to combustion chamber pressure to
example, various alcohols and ethers. (D 4175)
provide an electrical signal that is proportional to the rate-of-
change of cylinder pressure. 3.1.17 primary reference fuels, n—for knock testing, isooc-
tane, n-heptane, volumetrically proportioned mixtures of isooc-
tane with n-heptane, or blends of tetraethyllead in isooctane
10
Annual Book of ASTM Standards, Vol 14.02. that define the octane number scale.
11
12
Annual Book of ASTM Standards, Vol 14.04. 3.1.17.1 primary reference fuel blends below 100 octane,
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
n—the volume % of isooctane in a blend with n-heptane that
4th Floor, New York, NY 10036.
13
Available from the Institute of Petroleum, 61 New Cavendish St., London defines the octane number of the blend, isooctane being
WIM 8AR, UK. assigned as 100 and n-heptane as 0 octane number.

2
 D 2699 – 02
3.1.17.2 primary reference fuel blends above 100 octane, picking the maximum K.I. as the mixture strength is changed
n—the millilitres per U.S. gallon of tetraethyllead in isooctane from either rich-to-lean or lean-to-rich at a constant rate.
that define octane numbers above 100 in accordance with an 4.2 Bracketing Procedures—The engine is calibrated to
empirically determined relationship. operate at standard K.I. in accordance with the guide table. The
3.1.18 repeatability conditions, n—conditions where inde- fuel-air ratio of the sample fuel is adjusted to maximize the
pendent test results are obtained with the same method on K.I., and then the cylinder height is adjusted so that standard
identical test items in the same laboratory by the same operator K.I. is achieved. Without changing cylinder height, two PRF
using the same equipment within short intervals of time. blends are selected such that, at their fuel-air ratio for maxi-
(E 456) mum K.I., one knocks harder (higher K.I.) and the other softer
3.1.18.1 Discussion—In the context of this test method, a (lower K.I.) than the sample fuel. A second set of K.I.
short time interval between two ratings on a sample fuel is measurements for sample fuel and PRF blends is required, and
understood to be not less than the time to obtain at least one the sample fuel octane number is calculated by interpolation in
rating on another sample fuel between them but not so long as proportion to the differences in average K.I. readings. A final
to permit any significant change in the sample fuel, test condition requires that the cylinder height used shall be within
equipment, or environment. prescribed limits around the guide table value for the calculated
3.1.19 reproducibility conditions, n—conditions where test O.N. Bracketing procedure ratings may be determined using
results are obtained with the same method on identical test either the equilibrium fuel level or dynamic fuel level fuel-air
items in different laboratories with different operators using ratio approach.
different equipment. (E 456) 4.3 C.R. Procedure—A calibration is performed to establish
3.1.20 spread, n—in knock measurement, the sensitivity of standard K.I. using the cylinder height specified by the guide
the detonation meter expressed in knockmeter divisions per table for the O.N. of the selected PRF. The fuel-air ratio of the
octane number. sample fuel is adjusted to maximize the K.I. under equilibrium
3.1.21 standard knock intensity, n—for knock testing, that conditions; the cylinder height is adjusted so that standard K.I.
level of knock established when a primary reference fuel blend is achieved. The calibration is reconfirmed and the sample fuel
of specific octane number is used in the knock testing unit at rating is repeated to establish the proper conditions a second
maximum knock intensity fuel-air ratio, with the cylinder time. The average cylinder height reading for the sample fuel,
height (dial indicator or digital counter reading) set to the compensated for barometric pressure, is converted directly to
prescribed guide table value. The detonation meter is adjusted O.N., using the guide table. A final condition for the rating
to produce a knockmeter reading of 50 for these conditions. requires that the sample fuel O.N. be within prescribed limits
3.1.22 toluene standardization fuels, n—for knock testing, around that of the O.N. of the single PRF blend used to
those volumetrically proportioned blends of two or more of the calibrate the engine to the guide table standard K.I. condition.
following: reference fuel grade toluene, n-heptane, and isooc-
tane that have prescribed rating tolerances for O.N.ARV deter- 5. Significance and Use
mined by round-robin testing under reproducibility conditions.
5.1 Research O.N. correlates with commercial automotive
3.2 Abbreviations:
spark-ignition engine antiknock performance under mild con-
3.2.1 ARV = accepted reference value
ditions of operation.
3.2.2 C.R. = compression ratio
5.2 Research O.N. is used by engine manufacturers, petro-
3.2.3 IAT = intake air temperature
leum refiners and marketers, and in commerce as a primary
3.2.4 K.I. = knock intensity
specification measurement related to the matching of fuels and
3.2.5 O.N. = octane number
engines.
3.2.6 PRF = primary reference fuel
5.2.1 Empirical correlations that permit calculation of auto-
3.2.7 TSF = toluene standardization fuel
motive antiknock performance are based on the general equa-
tion:
4. Summary of Test Method
Road O.N. 5 ~k1 3 Research O.N.! 1 ~k2 3 Motor O.N.! 1 k3 (1)
4.1 The Research O.N. of a spark-ignition engine fuel is
determined using a standard test engine and operating condi- Values of k1, k2, and k3 vary with vehicles and vehicle
tions to compare its knock characteristic with those of PRF populations and are based on road-O.N. determinations.
blends of known O.N. Compression ratio and fuel-air ratio are 5.2.2 Research O.N., in conjunction with Motor O.N.,
adjusted to produce standard K.I. for the sample fuel, as defines the antiknock index of automotive spark-ignition en-
measured by a specific electronic detonation meter instrument gine fuels, in accordance with Specification D 4814. The
system. A standard K.I. guide table relates engine C.R. to O.N. antiknock index of a fuel approximates the Road octane ratings
level for this specific method. The fuel-air ratio for the sample for many vehicles, is posted on retail dispensing pumps in the
fuel and each of the primary reference fuel blends is adjusted U.S., and is referred to in vehicle manuals.
to maximize K.I. for each fuel. Antiknock index 5 0.5 Research O.N. 1 0.5 Motor O.N. 1 0 (2)
4.1.1 The fuel-air ratio for maximum K.I. may be obtained
(1) by making incremental step changes in mixture strength, This is more commonly presented as:
observing the equilibrium K.I. value for each step, and then ~R 1 M!
Antiknock Index 5 (3)
selecting the condition that maximizes the reading or (2) by 2

3
 D 2699 – 02
5.2.3 Research O.N. is also used either alone or in conjunc- 7.2.1 See Annex A3 for details and description of all critical,
tion with other factors to define the Road O.N. capabilities of non-critical, and equivalent instrumentation.
spark-ignition engine fuels for vehicles operating in areas of 7.3 Reference and Standardization Fuel Dispensing
the world other than the United States. Equipment—This test method requires repeated volumetric
5.3 Research O.N. is used for measuring the antiknock blending of reference fuels and TSF materials. In addition,
performance of spark-ignition engine fuels that contain oxy- volumetric blending of dilute tetraethyllead in isooctane may
genates. be performed on-site for making rating determinations above
5.4 Research O.N. is important in relation to the specifica- 100 O.N. Blending shall be performed accurately because
tions for spark-ignition engine fuels used in stationary and rating error is proportional to blending error. A set of burets, or
other nonautomotive engine applications. accurate volumetric apparatus, shall be used and the desired
batch quantity shall be collected in an appropriate container
6. Interferences and thoroughly mixed before being introduced to the engine
6.1 Precaution—Avoid exposure of sample fuels to sunlight fuel system.
or fluorescent lamp UV emissions to minimize induced chemi- 7.3.1 Calibrated burets or volumetric apparatus having a
cal reactions that can affect octane number ratings.14 capacity of 200 to 500 mL and a maximum volumetric
6.1.1 Exposure of these fuels to UV wavelengths shorter tolerance of 60.2 % shall be used for preparation of reference
than 550 nm for a short period of time may significantly affect and standardization fuel blends. Calibration shall be verified in
octane number ratings. accordance with Practice E 542.
6.2 Certain gases and fumes that can be present in the area 7.3.1.1 Calibrated burets shall be outfitted with a dispensing
where the knock testing unit is located may have a measurable valve and delivery tip to accurately control dispensed volume.
effect on the Research O.N. test result. The delivery tip shall be of such design that shut-off tip
6.2.1 Halogenated refrigerant used in air conditioning and discharge does not exceed 0.5 mL.
refrigeration equipment can promote knock. Halogenated sol- 7.3.1.2 The rate of delivery from the dispensing system
vents can have the same effect. If vapors from these materials shall not exceed 400 mL per min.
enter the combustion chamber of the CFR engine, the Research 7.3.1.3 The set of burets for the reference and standardiza-
O.N. obtained for sample fuels can be depreciated. tion fuels shall be installed in such a manner and be supplied
6.3 Electrical power subject to transient voltage or fre- with fluids such that all components of each batch or blend are
quency surges or distortion can alter CFR engine operating dispensed at the same temperature.
conditions or knock measuring instrumentation performance 7.3.2 A calibrated buret, pipette assembly, or other liquid
and thus affect the Research O.N. obtained for sample fuels. dispensing apparatus having a capacity of not more than 4.0
mL and a critically controlled volumetric tolerance shall be
7. Apparatus used for dispensing dilute tetraethyllead into 400-mL batches
7.1 Engine Equipment15—This test method uses a single of isooctane. Calibration of the dispensing apparatus shall be
cylinder, CFR engine that consists of standard components as verified in accordance with Practice E 542.
follows: crankcase, a cylinder/clamping sleeve assembly to 7.3.3 See Appendix X1 for dispensing system information.
provide continuously variable compression ratio adjustable 7.4 Auxiliary Apparatus:
with the engine operating, a thermal syphon recirculating 7.4.1 Special Maintenance Tools—A number of specialty
jacket coolant system, a multiple fuel tank system with selector tools and measuring instruments should be utilized for easy,
valving to deliver fuel through a single jet passage and convenient, and effective maintenance of the engine and testing
carburetor venturi, an intake air system with controlled tem- equipment. Lists and descriptions of these tools and instru-
perature and humidity equipment, electrical controls, and a ments are available from the manufacturer of the engine
suitable exhaust pipe. The engine flywheel is belt connected to equipment and those organizations offering engineering and
a special electric power-absorption motor utilized to both start service support for this test method.
the engine and as a means to absorb power at constant speed 7.4.2 Ventilation Hoods—Handling of reference and stan-
when combustion is occurring (engine firing). See Fig. 1. dardization fuels, dilute tetraethyllead, and test samples having
7.1.1 See Annex A2 for details and description of all critical, various hydrocarbon compositions is best conducted in a well
non-critical, and equivalent engine equipment. ventilated space or in a laboratory hood where air movement
7.2 Instrumentation15—This test method uses electronic across the area is sufficient to prevent operator inhalation of
detonation metering instrumentation to measure the intensity of vapors.
combustion knock as well as conventional thermometry, gages, 7.4.2.1 General purpose laboratory hoods are typically ef-
and general purpose meters. fective for handling hydrocarbon fuel blending.16
7.4.2.2 A blending hood meeting the requirements for dis-
pensing toxic material shall be utilized in testing laboratories
14
that choose to prepare leaded isooctane PRF blends on-site.
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR: D02–1502.
15
Engine equipment and instrumentation are available from the single source
manufacturer, Waukesha Engine, Dresser Inc., 1000 West St. Paul Ave., Waukesha,
16
WI 53188. Waukesha Engine also has CFR engine authorized sales and service Refer to Industrial Ventilation Manual, published by the American Conference
organizations in selected geographical areas. of Governmental Industrial Hygienists, Cincinnati, OH.

4
 D 2699 – 02

A—Air humidifier tube

B—Intake air heater
C—Coolant condenser
D—Four bowl carburetor
E—C.R. change motor
F—CFR-48 crankcase
G—Oil Filter
H—Ignition Detonation meter
J—Knockmeter
K—C.R. digital counter
FIG. 1 Research Method Test Engine Assembly

8. Reagents and Reference Materials based antifreeze is poisonous and may be harmful or fatal if
8.1 Cylinder Jacket Coolant—Water shall be used in the inhaled or swallowed. See Annex A1.)
cylinder jacket for laboratory locations where the resultant 8.1.1 Water shall be understood to mean reagent water
boiling temperature shall be 100 6 1.5°C (212 6 3°F). Water conforming to Type IV, of Specification D 1193.
with commercial glycol-based antifreeze added in sufficient 8.2 Engine Crankcase Lubricating Oil—An SAE 30 viscos-
quantity to meet the boiling temperature requirement shall be ity grade oil meeting the current API service classification for
used when laboratory altitude dictates. A commercial multi- spark-ignition engines shall be used. It shall contain a detergent
functional water treatment material should be used in the additive and have a kinematic viscosity of 9.3 to 12.5 mm2 per
coolant to minimize corrosion and mineral scale that can alter s (cSt) at 100°C (212°F) and a viscosity index of not less than
heat transfer and rating results. (Warning—Ethylene glycol 85. Oils containing viscosity index improvers shall not be used.

5
 D 2699 – 02
Multigraded oils shall not be used. (Warning—Lubricating oil such that when 2.0 mL are added to 400 mL of isooctane, the
is combustible and its vapor is harmful. See Annex A1.) blend shall contain the equivalent of 2.0 mL of lead/U.S. gal
8.3 PRF,17 isooctane and normal heptane classified as (0.56 g of lead/L).22
reference fuel grade and meeting the specifications that follow: 8.4.3 Refer to Annex A5 for octane numbers of blends of
(Warning—Primary reference fuel is flammable and its vapors tetraethyllead and isooctane (see Table A5.3).
are harmful. Vapors may cause flash fire. See Annex A1.) 8.5 Toluene, Reference Fuel Grade 23 shall be no less than
8.3.1 Isooctane (2,2,4-trimethylpentane) shall be no less 99.5 % by volume pure. Peroxide number shall not exceed 5
than 99.75 % by volume pure, contain no more than 0.10 % by mg per kg (ppm). Water content shall not exceed 200 mg per
volume n-heptane, and contain no more than 0.5 mg/L (0.002 kg.24 (Warning—Toluene is flammable and its vapors are
g/U.S. gal) of lead.18 (Warning—Isooctane is flammable and harmful. Vapors may cause flash fire. See Annex A1.)
its vapors are harmful. Vapors may cause flash fire. See Annex 8.5.1 Antioxidant shall be added by the supplier at a treat
A1.) rate suitable for good long term stability as empirically
8.3.2 n-heptane shall be no less than 99.75 % by volume determined with the assistance of the antioxidant supplier.
pure, contain no more than 0.10 % by volume isooctane and 8.6 Check Fuels are in-house typical spark-ignition engine
contain no more than 0.5 mg/L (0.002 g/U.S. gal) of lead.18 fuels having selected octane numbers, low volatility, and good
(Warning—n-heptane is flammable and its vapors are harmful. long term stability. (Warning—Check Fuel is flammable and
Vapors may cause flash fire. See Annex A1.) its vapors are harmful. Vapors may cause flash fire. See Annex
8.3.3 80 octane PRF blend,19 prepared using reference fuel A1.)
grade isooctane and n-heptane shall contain 80 6 0.1 % by
9. Sampling
volume isooctane.20 (Warning—80 octane PRF is flammable
and its vapors are harmful. Vapors may cause flash fire. See 9.1 Collect samples in accordance with Practices D 4057,
Annex A1.) D 4177, or D 5842.
8.3.4 Refer to Annex A5 for octane numbers of various 9.2 Sample Temperature—Samples shall be cooled to a
blends of 80 octane PRF and either n-heptane or isooctane temperature of 2 to 10°C (35 to 50°F), in the container in which
(Table A5.2). they are received, before the container is opened.
9.3 Protection from Light—Collect and store sample fuels
8.4 Dilute Tetraethyllead 21 (Commonly referred to as TEL
in an opaque container, such as a dark brown glass bottle, metal
Dilute Volume Basis) is a prepared solution of aviation mix
can, or a minimally reactive plastic container to minimize
tetraethyllead antiknock compound in a hydrocarbon diluent of
exposure to UV emissions from sources such as sunlight or
70 % (V/V) xylene, 30 % (V/V) n-heptane. (Warning—Dilute
fluorescent lamps.
tetraethyllead is poisonous and flammable. It may be harmful
or fatal if inhaled, swallowed, or absorbed through the skin.
10. Basic Engine and Instrument Settings and Standard
May cause flash fire. See Annex A1.)
Operating Conditions
8.4.1 The fluid shall contain 18.23 6 0.05 % (m/m) tetra-
ethyllead and have a relative density 15.6/15.6°C (60/60°F) of 10.1 Installation of Engine Equipment and
0.957 to 0.967. The typical composition of the fluid, excluding Instrumentation—Installation of the engine and instrumenta-
the tetraethyllead is as follows: tion requires placement of the engine on a suitable foundation
and hook-up of all utilities. Engineering and technical support
Typical Concentration,
Ingredient % (m/m) for this function is required, and the user shall be responsible
Ethylene dibromide (scavenger) 10.6 to comply with all local and national codes and installation
Diluent: requirements.
xylene 52.5
n-heptane 17.8 10.1.1 Proper operation of the CFR engine requires assem-
Dye, antioxidant and inerts 0.87 bly of a number of engine components and adjustment of a
8.4.2 Add dilute tetraethyllead, in millilitre quantities, to a series of engine variables to prescribed specifications. Some of
400-mL volume of isooctane to prepare PRF blends used for these settings are established by component specifications,
ratings over 100 O.N. The composition of the dilute fluid is others are established at the time of engine assembly or after
overhaul, and still others are engine running conditions that
must be observed or determined by the operator during the
testing process.
17
Primary Reference Fuels are currently available from Chevron Phillips 10.2 Conditions Based on Component Specifications:
Chemical Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030 or
Haltermann Gmbh, Schopenstehl 15, 20095, Hamburg, Germany.
18
Hydrocarbon composition shall be determined in accordance with Test Method
22
D 2268. Lead contamination shall be determined in accordance with IP 224/02. Premixed PRF blends of isooctane containing specific amounts of tetraethyl-
19
80 O.N. PRF are currently available from Chevron Phillips Chemical lead are available from Chevron Phillips Chemical Company LP., 1301 McKinney,
Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030 or Halter- Suite 2130, Houston, TX 77010–3030.
23
mann Gmbh, Schopenstehl 15, 20095, Hamburg, Germany. Toluene, reference fuel grade, is available from Chevron Phillips Chemical
20
The supplier verifies that the blend contains by volume, 80 % isooctane, 20 % Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030.
24
n-heptane using capillary gas chromatography and analytical calculations. Toluene purity is determined by subtracting the sum of the hydrocarbon
21
Dilute tetraethyllead is available from Ethyl Corporation, 330 South Fourth impurities and water content from 100 %. Determine the hydrocarbon impurities by
Street, Richmond, VA 23219-4304; or from The Associated Octel Company, Ltd., 23 Test Method D 2360. Determine water content by Test Method D 1744. Peroxide
Berkeley Square, London, England W1X 6DT. number shall be determined in accordance with Test Method D 3703.

6
 D 2699 – 02
10.2.1 Engine Speed—600 6 6 rpm, when the engine is valve rocker adjusting screws have adequate travel to permit
firing, with a maximum variation of 6 rpm occurring during a the final clearance setting.
rating. Engine speed, while firing, shall not be more than 3 rpm 10.3.2.2 Engine Running and Hot—The clearance for both
greater than when it is motoring without combustion. intake and exhaust valves shall be set to 0.008 6 0.001 in.
10.2.2 Indexing Flywheel to Top-Dead-Center (tdc)—With (0.20 6 0.025 mm), measured under standard operating
the piston at the highest point of travel in the cylinder, set the conditions with the engine running at equilibrium conditions
flywheel pointer mark in alignment with the 0° mark on the on a 90-O.N. PRF blend.
flywheel in accordance with the instructions of the manufac- 10.3.3 Oil Pressure—172 to 207 kPa (25 to 30 psi). See
turer. Annex A4 for the procedure to adjust crankcase lubricating oil
10.2.3 Valve Timing—The engine uses a four-stroke cycle pressure.
with two crankshaft revolutions for each complete combustion 10.3.4 Oil Temperature—57 6 8°C (135 6 15°F).
cycle. The two critical valve events are those that occur near 10.3.5 Cylinder Jacket Coolant Temperature—100 6 1.5°C
tdc; intake valve opening and exhaust valve closing. See Annex (212 6 3°F) constant within 60.5°C (61°F) during a rating.
A4 for camshaft timing and valve lift measurement procedures. 10.3.6 Intake Air Temperature—52 6 1°C (125 6 2°F) is
10.2.3.1 Intake valve opening shall occur 10.0 6 2.5° specified for operation at standard barometric pressure of 101.0
after-top-dead-center (atdc) with closing at 34° after-bottom- kPa (29.92 in. Hg). IATs for other prevailing barometric
dead-center (abdc) on one revolution of the crankshaft and pressure conditions are listed in Annex A6 (see Tables A6.4 and
flywheel. A6.5). If IAT tuning is used to qualify the engine as fit-for-use,
10.2.3.2 Exhaust valve opening shall occur 40° before- the temperature selected shall be within 622°C (640°F) of the
bottom-dead-center (bbdc) on the second revolution of the temperature listed in Annex A6 (Tables A6.4 and A6.5) for the
crankshaft and flywheel, with closing at 15.0 6 2.5° atdc on prevailing barometric pressure and this temperature shall then
the next revolution of the crankshaft and flywheel. be maintained within 61°C (62°F) during a rating.
10.2.4 Valve Lift—Intake and exhaust cam lobe contours, 10.3.6.1 The IAT required to qualify the engine in each TSF
while different in shape, shall have a contour rise of 0.246 to blend O.N. range shall also be used for rating all sample fuels
0.250 in. (6.248 to 6.350 mm) from the base circle to the top in that O.N. range during an operating period.
of the lobe. The resulting valve lift shall be 0.238 6 0.002 in. 10.3.7 Intake Air Humidity—0.00356 to 0.00712 kg water
(6.0456 0.05 mm). See Annex A4 for camshaft timing and per kg (25 to 50 grains of water per lb) of dry air.
valve lift measurement procedure. 10.3.8 Cylinder Jacket Coolant Level:
10.2.5 Intake Valve Shroud—The intake valve has a 180° 10.3.8.1 Engine Stopped and Cold—Treated water/coolant
shroud or protrusion just inside the valve face to direct the added to the cooling condenser-cylinder jacket to a level just
incoming fuel-air charge and increase the turbulence within the observable in the bottom of the condenser sight glass will
combustion chamber. This valve stem is drilled for a pin, which typically provide the controlling engine running and hot
is restrained in a valve guide slot, to prevent the valve from operating level.
rotating and thus maintain the direction of swirl. The valve 10.3.8.2 Engine Running and Hot—Coolant level in the
shall be assembled in the cylinder, with the pin aligned in the condenser sight glass shall be within 61 cm (60.4 in.) of the
valve guide, so that the shroud is toward the spark plug side of LEVEL HOT mark on the coolant condenser.
the combustion chamber and the swirl is directed in a coun- 10.3.9 Engine Crankcase Lubricating Oil Level:
terclockwise direction if it could be observed from the top of 10.3.9.1 Engine Stopped and Cold—Oil added to the crank-
the cylinder. case so that the level is near the top of the sight glass will
10.2.6 Carburetor Venturi—A 9⁄16-in. (14.3-mm) venturi typically provide the controlling engine running and hot
throat size shall be used regardless of ambient barometric operating level.
pressure. 10.3.9.2 Engine Running and Hot—Oil level shall be ap-
10.3 Assembly Settings and Operating Conditions: proximately mid-position in the crankcase oil sight glass.
10.3.10 Crankcase Internal Pressure—As measured by a
10.3.1 Direction of Engine Rotation—Clockwise rotation of
gage or manometer connected to an opening to the inside of the
the crankshaft when observed from the front of the engine.
crankcase through a snubber orifice to minimize pulsations, the
10.3.2 Valve Clearances: pressure shall be less than zero (a vacuum) and is typically
10.3.2.1 Engine Stopped and Cold—Clearance between the from 25 to 150 mm (1 to 6 in.) of water less than atmospheric
valve stem and valve rocker half-ball, set upon assembly pressure. Vacuum shall not exceed 255 mm (10 in.) of water.
before the engine is operated can provide the controlling 10.3.11 Exhaust Back Pressure—As measured by a gage or
engine running and hot clearance. With the engine at tdc on the manometer connected to an opening in the exhaust surge tank
compression stroke, the appropriate cold clearances are as or main exhaust stack through a snubber orifice to minimize
follows: pulsations, the static pressure should be as low as possible, but
Intake Valve 0.004 in. (0.102 mm) shall not create a vacuum nor exceed 255 mm (10 in.) of water
Exhaust Valve 0.014 in. (0.356 mm)
differential in excess of atmospheric pressure.
These clearances should ensure that both valves have suffi- 10.3.12 Exhaust and Crankcase Breather System
cient clearance to cause valve seating during engine warmup. Resonance—The exhaust and crankcase breather piping sys-
The adjustable-length valve push-rods shall be set so that the tems shall have internal volumes and be of such length that gas

7
 D 2699 – 02
resonance does not result. See Appendix X2 for a suitable calibrated so that the time of ignition is correctly displayed
procedure to determine if resonance exists. with reference to the engine crankshaft.
10.3.13 Belt Tension—The belts connecting the flywheel to 10.3.15.2 Basic Ignition Timer Control Arm Setting—If the
the absorption motor shall be tightened, after an initial break- CFR engine is equipped with an ignition control arm assembly,
in, so that with the engine stopped, a 2.25-kg (5-lb) weight the knurled clamping screw on the control arm shall be loose
suspended from one belt halfway between the flywheel and so that the linkage is ineffective.
motor pulley shall depress the belt approximately 12.5 mm (0.5 10.3.15.3 Ignition Timer Basic Transducer to Rotor Vane
in.). Gap Setting—0.08 to 0.13 mm (0.003 to 0.005 in.).
10.3.14 Basic Rocker Arm Carrier Adjustment: 10.3.16 Spark Plug Gap—0.51 6 0.13 mm (0.020 6 0.005
10.3.14.1 Basic Rocker Arm Carrier Support Setting—Each in.).
rocker arm carrier support shall be threaded into the cylinder so 10.3.17 Basic Cylinder Height Setting—Thoroughly warm
that the distance between the machined surface of the cylinder up the engine under essentially standard operating conditions.
and the underside of the fork is 31 mm (17⁄32in.). Shut the unit down and check that the ignition is turned off and
10.3.14.2 Basic Rocker Arm Carrier Setting—With the fuel cannot enter the combustion chamber. Install a calibrated
cylinder positioned so that the distance between the underside compression pressure gage assembly on the engine, motor the
of the cylinder and the top of the clamping sleeve is approxi- engine, and adjust the cylinder height so that the unit produces
mately 160 mm (5⁄8 in.), the rocker arm carrier shall be set the basic compression pressure for the prevailing barometric
horizontal before tightening the bolts that fasten the long pressure as prescribed by the relationship of Fig. 2.
carrier support to the clamping sleeve. 10.3.17.1 Index the cylinder height measurement device(s)
10.3.14.3 Basic Rocker Arm Setting—With the engine on to the appropriate value, uncompensated for barometric pres-
tdc on the compression stroke, and the rocker arm carrier set at sure, as follows:
the basic setting, set the valve adjusting screw to approxi- Digital Counter Reading of 930
mately the mid-position in each rocker arm. Then adjust the Dial Indicator Reading of 0.352 in.

length of the push rods so that the rocker arms shall be in the 10.3.17.2 Refer to Annex A4 for a detailed cylinder height
horizontal position. indexing procedure.
10.3.15 Basic Spark Setting—13° btdc regardless of cylin- 10.3.18 Fuel-Air Ratio—The fuel-air ratio (mixture propor-
der height. tion) for each sample fuel and PRF involved in the determina-
10.3.15.1 The digital timing indicator currently supplied tion of an O.N. result shall be that which maximizes the K.I.
with CFR engine units, or the graduated spark quadrant 10.3.18.1 Fuel-air ratio is a function of the effective fuel
formerly supplied, shall be in proper working order and level in the vertical jet of the standard carburetor assembly and

FIG. 2 Actual Compression Pressure for Setting Cylinder Height

8
 D 2699 – 02
is typically indicated as the fuel level in the appropriate 11.2.2 Qualify the engine using the appropriate TSF blends
carburetor sight glass. in accordance with the following conditions:
10.3.18.2 The fuel level that produces maximum K.I. shall 11.2.2.1 At least once during each 12 h period of rating.
be from 0.7 to 1.7 in., referenced to the centerline of the 11.2.2.2 After an engine has been shut down for more than
venturi. If necessary, change the carburetor horizontal jet size 2 h.
(or equivalent restrictive orifice device) to satisfy the fuel level 11.2.2.3 After a unit has been operated at non-knocking
requirement. conditions for more than 2 h.
10.3.19 Carburetor Cooling—Circulate coolant through the 11.2.2.4 After a barometric pressure change of more than
coolant passages of the carburetor whenever there is evidence 0.68 kPa (0.2 in. Hg) from that reading made at the time of the
of premature vaporization in the fuel delivery passages. Re- previous TSF blend rating for the specific O.N. range.
lease of hydrocarbon vapors from the sample fuel can result in 11.2.3 When either bracketing procedure is utilized to
uneven engine operation or erratic K.I. reading and is usually determine the TSF blend rating, establish standard K.I. using a
indicated by bubble formation or abnormal fluctuation of the PRF blend whose whole O.N. is closest to that of the O.N.ARV
fuel level in the sight glass. of the selected TSF blend.
10.3.19.1 Coolant—Water or a water/antifreeze mixture. 11.2.4 When either bracketing procedure is utilized to
10.3.19.2 Coolant Temperature—The liquid coolant deliv- determine the TSF blend rating, set the cylinder height,
ered to the carburetor coolant exchangers shall be cold enough compensated for the prevailing barometric pressure, to the
to prevent excessive vaporization but not colder than 0.6°C guide table value for the O.N.ARV of the selected TSF blend.
(33°F) or warmer than 10°C (50°F).25 11.2.5 When the compression ratio procedure is utilized to
10.3.20 Instrumentation: determine the TSF blend rating, first establish standard K.I.
10.3.20.1 Knockmeter Reading Limits—The operational using the PRF blend whose whole O.N. is closest to that of the
range for K.I. readings on the knockmeter shall be from 20 to O.N.ARV of the selected TSF blend.
80. Knock intensity is a nonlinear characteristic below 20 and 11.3 Fit-for-Use Procedure—87.3 to 100.0 O.N. Range:
the knockmeter has the potential to be nonlinear above 80. 11.3.1 Select the appropriate TSF blend(s) from Table 1 that
10.3.20.2 Detonation Meter Spread and Time Constant are applicable for the O.N. values of the sample fuel ratings
Settings—Optimize these variables to maximize spread com- tested or to be tested during the operating period.
mensurate with reasonable K.I. signal stability. Refer to Pro- 11.3.2 Rate the TSF blend using the standard IAT based on
cedure sections and Annex A4 for further detail. the prevailing barometric pressure.
10.3.20.3 Knockmeter Needle Mechanical Zero 11.3.3 If the TSF blend rating is within the untuned rating
Adjustment—With the detonation meter power switch in the tolerances of Table 1 for that TSF blend, the engine is fit for use
OFF position, and the meter switch in the ZERO position, set to rate sample fuels within the applicable O.N. range. IAT
the knockmeter needle to ZERO using the adjusting screw tuning is not required.
provided on the knockmeter face. 11.3.4 If the untuned TSF blend rating is more than 0.1 O.N.
10.3.20.4 Detonation Meter Zero Adjustment—With the from the O.N.ARV in Table 1, it is permissible to adjust the IAT
detonation meter power switch in the ON position, the meter slightly to obtain the O.N.ARV for that specific TSF blend.
switch in the ZERO position, the time constant switch on 3, 11.3.5 If the TSF blend rating is outside the untuned rating
and the meter reading and spread controls in their nominal tolerance of Table 1, adjust the IAT within prescribed limits to
operating positions, set the needle of the knockmeter to read obtain the O.N.ARV for that specific TSF blend.
ZERO using the detonation meter zero adjusting screw, which 11.3.5.1 The tuned IAT shall be no further than 622°C
is to the left of the meter switch on the detonation meter and (640°F) from the standard IAT specified for the prevailing
covered by a knurled cap. barometric pressure.

11. Engine Standardization NOTE 1—A TSF blend rating change from 0.1 to 0.2 O.N. requires an
IAT adjustment of approximately 5.5°C (10°F). Increasing the temperature
11.1 Unit Preparation—Operate the properly commis- decreases the O.N. The O.N. change per IAT degree varies slightly with
sioned knock test unit at temperature equilibrium and in
compliance with the basic engine and instrument settings and TABLE 1 TSF Blend Octane Number Accepted Reference Values,
standard operating conditions prescribed for this test method. Untuned Rating Tolerances and Sample Fuel Octane Number
11.1.1 Operate the engine on fuel for approximately 1 h to Range of UseA
ensure that all critical variables are stable. During the final 10 TSF Blend Untuned TSF Blend Composition, vol %
Use for Sample Fuel
min of this warm-up period, operate the engine at a typical K.I. R.O.N. Rating
R.O.N. Range
ARV Tolerance Toluene Isooctane Heptane
level.
11.2 Fit-for-Use Qualification for Each Operating Period: 89.3B 60.3 70 0 30 87.1–91.5
93.4B,C 60.3 74 0 26 91.2–95.3
11.2.1 Every sample fuel O.N. determination shall be per- 96.9B,C 60.3 74 5 21 95.0–98.5
formed using an engine that has been qualified as fit-for-use by 99.8C 60.3 74 10 16 98.2–100.0
rating the appropriate TSF blend. A
Request RR:D02-1208 and D02-1354 for R.O.N. accepted reference value
(ARV) data.
B
R.O.N. accepted reference values determined by National Exchange Group in
1986.
25 C
Supporting data have been filed at ASTM International Headquarters and may R.O.N. accepted reference values determined by TCD93 worldwide program
be obtained by requesting Research Report RR: D02-1006. in 1993.

9
 D 2699 – 02
O.N. level and is typically larger at higher O.N. values. 11.5.1.3 Update the selected quality control charts to be
11.3.5.2 If the temperature tuned TSF blend rating is within maintained for the specific engine.
6 0.1 O.N. of the O.N.ARV in Table 1, the engine is fit for use 11.5.1.4 Interpret the performance depicted on the control
to rate sample fuels within the applicable O.N. range. charts in a timely manner so that investigation and any
11.3.5.3 If the temperature tuned TSF blend rating is more corrective action can be taken if either a bias begins to develop
than 6 0.1 O.N. from the O.N.ARV in Table 1, the engine shall or the variability of the engine begins to depreciate.
not be used for rating sample fuels having O.N. values within
the applicable range, until the cause is determined and cor- 12. Test Variable Characteristics
rected. 12.1 Cylinder Height Relationship to O.N.—Cylinder
11.4 Fit-for-Use Procedure—Below 87.3 and Above 100.0 height, a measure of C.R., has a significant effect on fuels and
O.N.: their knocking characteristic. Every fuel has a critical compres-
11.4.1 Select the appropriate TSF blend(s) from Table 2 that sion ratio at which knock begins to occur. As C.R. is increased
are applicable for the O.N. values of the sample fuel ratings above this critical threshold, the degree of knock, or severity of
tested, or to be tested, during the operating period. knock, increases. The Research method of test compares
11.4.2 The rating tolerances of Table 2 are determined by sample fuels to PRF blends at a selected knock level termed
multiplying the standard deviation of the data that established standard K.I. guide tables of cylinder height versus O.N. have
the O.N.ARV of the TSF blend and a statistical tolerance limit been empirically determined using PRF blends.26 They are
factor K for normal distributions. Using the standard deviation based on the concept that the K.I. at all O.N. values is constant
values for the TSF blend data sets of 100 or more values and as detected by the knock measuring instrumentation. Fig. 3
K = 1.5, it is estimated that in the long run, in 19 cases out of illustrates the slightly nonlinear relationship between Research
20, at least 87 % of the test engines would rate the TSF blend O.N. and cylinder height expressed as digital counter reading.
within the rating tolerances listed in Table 2. Specific guide tables in terms of both digital counter reading
11.4.3 Rate the TSF blend using the IAT specified for the and dial indicator reading are in Annex A6 (Tables A6.1-A6.3).
prevailing barometric pressure. Temperature tuning is not 12.2 Barometric Pressure Compensation of Cylinder
permitted for these O.N. levels. Height—O.N. values determined by this test method are
11.4.4 If the TSF blend rating is within the rating tolerance, referenced to standard barometric pressure of 760 mm (29.92
the engine is fit for use to rate sample fuels having O.N. values in.) of Hg. Changes in barometric pressure affect the level of
within the applicable range for that TSF blend. knock because the density of the air consumed by the engine is
11.4.5 If the TSF blend rating is outside the rating tolerance, altered. To compensate for a prevailing barometric pressure
conduct a comprehensive examination to determine the cause that is different from standard, the cylinder height is offset so
and required corrections. It is expected that some engines will that the K.I. will match that of an engine at standard barometric
rate outside the rating tolerance, at one or more of the O.N. pressure. For lower than standard barometric pressure condi-
levels, under standard operating conditions. Control records or tions, the cylinder height is changed to increase the engine C.R.
charts of these TSF blend ratings can be helpful to demonstrate
the on-going performance characteristic of the unit.
11.5 Checking Performance on Check Fuels:
11.5.1 While engine standardization is dependent solely on 26
Detonation meter guide tables were generated by setting the cylinder height to
TSF blend determinations, further rating using Check Fuels the value for the former bouncing pin instrumentation value at 85 O.N. and then
can provide additional credibility. Regular testing of Check using that knock intensity as the reference for determining the cylinder height
required for primary reference fuel blends over the range from 40 to 100 O.N.
Fuels and the use of standard quality control charting provide
the means to document the overall effectiveness of the engine
and operating personnel.
11.5.1.1 Test one or more Check Fuels.
11.5.1.2 Compare the octane rating obtained for the Check
Fuel to the Check Fuel O.N.ARV.

TABLE 2 TSF Blend O.N.ARV, Rating Tolerances and Sample Fuel

Octane Number Range of UseA,B
TSF Blend TSF Blend Composition, vol % Use for Sample
Rating
R.O.N. Fuel R.O.N.
Tolerance Toluene Isooctane Heptane
ARV Range
65.1 60.6 50 0 50 Below 70.3
75.6 60.5 58 0 42 70.1–80.5
85.2 60.4 66 0 34 80.2–87.4
... ... ... ... ... ...
103.3 60.9 74 15 11 100.0–105.7
107.6 61.4 74 20 6 105.2–110.6
113.0 61.7 74 26 0 Above 110.3
A
Request RR:D02-1208 for R.O.N. accepted reference value data.
B
R.O.N. accepted reference value data for all blends determined by National FIG. 3 Research O.N. Versus Digital Counter Reading
Exchange Group and Institute of Petroleum in 1988/1989. Characteristic

10
 D 2699 – 02
and thus the knocking level. For higher than standard baromet- 12.3.2 Set the cylinder height to the appropriate guide table
ric pressure conditions, the cylinder height is changed to lower value (compensated for barometric pressure) for the O.N. of
C.R. The changes in either digital counter reading or dial the PRF blend.
indicator reading to compensate for barometric pressure are 12.3.3 Determine the fuel level for maximum K.I.
listed in Annex A6 (see Tables A6.4 and A6.5). 12.3.4 Adjust the meter reading dial of the detonation meter
12.2.1 Digital Counter Applications—The digital counter so that the knockmeter reading is 50 6 2 divisions.
has two indicating counters. The top counter is directly 12.4 Fuel-Air Ratio Characteristic—With the engine oper-
connected to the worm shaft, which rotates the worm wheel ating at a cylinder height that causes knock, variation of the
that raises or lowers the cylinder in the clamping sleeve. It is fuel-air mixture has a characteristic effect, typical for all fuels.
the uncompensated digital counter reading. The lower counter The peaking or maximizing knock characteristic is illustrated
can be disengaged from the upper counter for the purpose of in Fig. 4. This test method specifies that each sample fuel and
off-setting its reading and thus establish the differential or PRF shall be operated at the mixture condition that produces
compensation for prevailing barometric pressure. With the the maximum K.I. The CFR engine carburetor, utilizing a
differential set, the two counters can be engaged to move single vertical jet, provides a simple means to monitor a
together with the lower counter indicating the measure of measure of fuel-air ratio using a sight glass that indicates the
cylinder height compensated to standard barometric pressure. fuel level in the vertical jet. See Fig. 5, which illustrates the
12.2.1.1 Digital counter readings decrease as cylinder relationships of the components. Low fuel levels relate to lean
height is raised and increase as cylinder height is lowered. mixtures and higher levels to rich mixtures. Fuel level changes
12.2.1.2 To index the digital counter unit, position the are made to determine the level that produces the maximum
selector knob to any setting other than 1, change the cylinder knocking condition. To maintain good fuel vaporization, a
height in the proper direction to compensate for the prevailing restrictive orifice or horizontal jet is utilized so that the
barometric pressure as given in Annex A6 (see Tables A6.4 and maximum knock condition occurs for fuel levels between 0.7
A6.5) so that the lower indicating counter is offset from the and 1.7 in. referenced to the centerline of the carburetor
upper indicating counter by the amount of the compensation. venturi. The mechanics for varying the fuel mixture can be
12.2.1.3 For barometric pressures lower than 760 mm accomplished using various approaches.
(29.92 in.) of Hg, the lower indicating counter shall be less 12.4.1 Fixed Horizontal Jet–Variable Fuel Level System—
than the upper counter. For barometric pressures higher than Fuel level adjustments are made by raising or lowering the float
760 mm (29.92 in.) of Hg, the lower indicating counter shall be reservoir in incremental steps. Selection of a horizontal jet
higher than the upper counter. having the appropriate hole size establishes the fuel level at
12.2.1.4 After adjusting to the correct counter readings, which a typical sample fuel achieves maximum knock.
reposition the selector knob to 1 so that both indicating 12.4.2 Fixed Fuel Level–Variable Orifice System—A fuel
counters change when cylinder height changes are made. reservoir, in which the fuel can be maintained at a prescribed
Check that the proper differential prevails as changes in constant level, supplies an adjustable orifice (special long-
cylinder height are made. tapered needle valve) used in place of the horizontal jet. Fuel
mixture is changed by adjustment of the needle valve. Typi-
12.2.1.5 The lower indicating counter represents the mea-
cally, the constant fuel level selected is near the 1.0 level,
sure of cylinder height at standard barometric pressure and is
which satisfies the fuel level specification and also provides
utilized for all comparisons with the values in the guide tables.
good fuel vaporization.
12.2.2 Dial Indicator Applications—The dial indicator is 12.4.3 Dynamic or Falling Level System—A fuel reservoir,
installed in a bracket on the side of the cylinder clamping filled to a higher level than that required for maximum K.I.,
sleeve so that the movable spindle contacts an anvil screw, delivers fuel through either a fixed bore or adjustable horizon-
positioned in a bracket mounted on the cylinder. As the tal jet. With the engine firing, the fuel level falls as fuel is
cylinder is raised or lowered, the dial indicator reading consumed. Fuel level changes automatically, at a specifically
measures the cylinder height in thousandths of an inch of
travel. When indexed, the dial indicator reading is a measure of
cylinder height for engines operating at standard barometric
pressure. If the prevailing barometric pressure is other than 760
mm (29.92 in.) of Hg, correct the actual dial indicator reading
so that it is compensated to standard barometric pressure.
Compensated dial indicator readings apply whenever the
reading is pertinent during the rating of sample fuels or when
calibrating the engine using PRF blends.
12.2.2.1 Dial indicator readings decrease as cylinder height
is lowered and increase as cylinder height is raised.
12.3 Engine Calibration at the Guide Table Cylinder
Height—Calibrate the engine to produce standard K.I. at an
O.N. level where sample fuels are expected to rate.
12.3.1 Prepare a PRF blend of the selected O.N. and
introduce it to the engine. FIG. 4 Typical Effect of Fuel-Air Ratio on Knock Intensity

11
 D 2699 – 02
(Warning—Sample fuel is extremely flammable and its vapors
are harmful if inhaled. Vapors may cause flash fire. See Annex
A1.)
13.4.2 Operate the engine on sample fuel.
13.4.3 Adjust the cylinder height to cause a mid-scale
knockmeter reading.
13.4.4 Determine the fuel level for maximum K.I. One
approach is to first lower the fuel level (float reservoir
assembly) and then to raise it in small increments (0.1 sight
glass divisions or less) until the knockmeter reading peaks and
begins to fall off. Reset the float reservoir to the fuel level that
produces the maximum knockmeter reading.
13.4.5 Adjust the cylinder height so that the knockmeter
reading is 50 6 2 divisions.
· Air flow through venturi is constant 13.4.6 Record the knockmeter reading.
· Raising fuel level richens F/A mixture
· Fuel level for maximum K.I. depends on horizontal jet size and fuel level 13.4.7 Observe the cylinder height reading, compensated to
· Fuel level for maximum K.I. must be between 0.7 and 1.7 standard barometric pressure, and using the appropriate guide
· Larger hole size in horizontal jet will lower maximum K.I. fuel level. table, determine the estimated O.N. of the fuel sample.
FIG. 5 CFR Engine Carburetor Schematic
13.5 Reference Fuel No. 1:
13.5.1 Prepare a fresh batch of a PRF blend that has an O.N.
estimated to be close to that of the sample fuel.
selected constant rate, established by the cross-sectional area of
the fuel reservoir and associated sight glass assembly. Maxi- 13.5.2 Introduce Reference Fuel No. 1 to the engine, and if
mum K.I. is recorded as the fuel level passes through the applicable, purge the fuel lines in the same manner as noted for
critical level. the sample fuel.
13.5.3 Position the fuel-selector valve to operate the engine
PROCEDURE A on Reference Fuel No. 1 and perform the step-wise adjust-
ments required for determining the fuel level for maximum K.I.
13. Bracketing—Equilibrium Fuel Level 13.5.4 Record the equilibrium knockmeter reading for Ref-
13.1 Check that all engine operating conditions are in erence Fuel No. 1.
compliance and equilibrated with the engine running on a 13.6 Reference Fuel No. 2:
typical fuel at approximately standard K.I. 13.6.1 Select another PRF blend that can be expected to
13.2 Perform engine fit-for-use testing utilizing a TSF blend result in a knockmeter reading that causes the readings for the
applicable for the O.N. range in which sample fuels are two reference fuels to bracket that of the sample fuel.
expected to rate. If TSF blend temperature tuning is to be used, 13.6.2 The maximum permissible difference between the
determine the proper IAT required. Perform this rating in the two reference fuels is dependent on the O.N. of the sample
same manner described below for a sample fuel, except that the fuel. Refer to Table 3.
TSF blend shall be rated without carburetor cooling. 13.6.3 Prepare a fresh batch of the second PRF blend.
13.3 Establish standard K.I. by engine calibration using a 13.6.4 Introduce Reference Fuel No. 2 to the engine, and if
PRF blend having an O.N. close to that of the sample fuels to applicable, purge the fuel lines in the same manner as noted for
be rated. the sample fuel.
13.3.1 Set the cylinder height to the barometric pressure
13.6.5 Position the fuel-selector valve to operate the engine
compensated value for the O.N. of the selected PRF.
on Reference Fuel No. 2 and perform the required step-wise
13.3.2 Determine the fuel level for maximum K.I. and then
adjustments for determining the fuel level for maximum K.I.
adjust the detonation meter, METER READING dial to pro-
duce a knockmeter reading of 50 6 2 divisions.
13.3.3 Check that detonation meter SPREAD is maximized
TABLE 3 Maximum Permissible Bracketing PRF O.N. Differences
commensurate with satisfactory knockmeter stability.
O.N. Range Maximum Permissible O.N. Difference Between
13.3.4 Detonation meter spread set to 12 to 15 K.I. divisions of Sample Fuel PRF Blends
per O.N. at the 90 O.N. level will typically provide suitably
40 to 72 4.0 O.N.
optimized spread settings for the range 80 to 103 O.N. without 72 to 80 2.4 O.N.
resetting. Refer to Annex A4. 80 to 100 2.0 O.N.
13.4 Sample Fuel: 100.0 to 100.7 Use only 100.0 and 100.7 O.N. PRF blends
100.7 to 101.3 Use only 100.7 and 101.3 O.N. PRF blends
13.4.1 Introduce the sample fuel to the carburetor, purge the 101.3 to 102.5 Use only 101.3 and 102.5 O.N. PRF blends
fuel system, and if applicable, the sight glass and float reservoir 102.5 to 103.5 Use only 102.5 and 103.5 O.N. PRF blends
by opening and then closing the sight glass drain valve several 103.5 to 108.6 Use PRF blends 0.2 mL TEL/gal apart
108.6 to 115.5 Use PRF blends 0.5 mL TEL/gal apart
times and observing that there are no bubbles in the clear 115.5 to 120.3 Use PRF blends 1.0 mL TEL/gal apart
plastic tubing between the float reservoir and the sight glass.

12
 D 2699 – 02
13.6.6 If the knockmeter reading for the sample fuel is 13.9.2 If the sample fuel rating will be above 100 O.N., it is
bracketed by those of the two PRF blends, continue the test; necessary to establish standard K.I. using an isooctane plus
otherwise try another PRF blend(s) until the bracketing re- TEL PRF blend before sample fuel testing can continue. This
quirement is satisfied. may require more than one trial to select the appropriate leaded
13.6.7 Record the equilibrium knockmeter reading for Ref- PRF (one of the two that bracket the sample fuel) and proper
erence Fuel No. 2. cylinder height. It will also necessitate adjustment of the
13.7 Repeat Readings: detonation meter METER READING dial to obtain a knock-
13.7.1 Perform the necessary steps to obtain repeat knock- meter reading of approximately 50 divisions. If the rating is
meter readings on the sample fuel, Reference Fuel No. 2, and between 100.0 and 100.7 O.N., use the isooctane plus 0.05 mL
finally Reference Fuel No. 1. For each fuel, be certain that the TEL PRF to establish standard K.I. At the higher O.N. levels,
fuel level used is that for maximum K.I. and allow operation to either of the specified leaded PRF blends for the particular
reach equilibrium before recording the knockmeter readings. O.N. range may be used for this purpose.
The fuel switching for the complete rating shall be as illus- 13.9.3 Refer to Table 3 when selecting the PRF blends for
trated in Fig. 6. sample fuels that rate above 100 O.N. Use only the specified
13.7.2 Refer to Section 16 for the detailed interpolation and PRF pairs for sample fuels that rate in the ranges 100.0 to
calculation procedure. 100.7; 100.7 to 101.3; 101.3 to 102.5; and 102.5 to 103.5.
13.7.3 The two knockmeter readings for the sample fuel and 13.9.4 Check that detonation meter spread is maintained as
two for each of the PRF blends constitute a rating provided (1) large as possible despite the fact that knockmeter readings will
the difference between the rating calculated from the first and vary considerably and make selection of an average reading
second series of readings is no greater than 0.3 O.N., and (2) tedious.
the average of the sample fuel knockmeter readings is between
45 and 55. PROCEDURE B
13.7.4 If the first and second series of knockmeter readings
do not meet the criteria, a third series of readings may be 14. Bracketing—Dynamic Fuel Level
obtained. The fuel switching order for this set shall be sample
14.1 Applicable O.N. Rating Range—This procedure shall
fuel, Reference Fuel No. 1, and finally Reference Fuel No. 2.
apply for ratings within the range from 80 to 100 O.N.
The second and third series of knockmeter readings shall then
14.2 Check that all engine operating conditions are in
constitute a rating provided the difference between the rating
compliance and equilibrated with the engine running on a
calculated from the second and third series of readings is no
typical fuel at approximately standard K.I.
greater than 0.3 O.N., and the average of the last two sample
14.3 Perform engine fit-for-use testing utilizing a TSF blend
fuel knockmeter readings is between 45 and 55.
applicable for the O.N. range in which sample fuels are
13.8 Checking Guide Table Compliance:
expected to rate. If TSF blend temperature tuning is to be used,
13.8.1 Check that the cylinder height, compensated for
determine the proper IAT required. Perform this rating in the
barometric pressure, used for the rating is within the prescribed
same manner described below for a sample fuel except that the
limits of the applicable guide table value of cylinder height for
TSF blend shall be rated without carburetor cooling.
the sample fuel O.N. At all O.N. levels, the digital counter
14.4 Establish standard K.I. by engine calibration using a
reading shall be within 620 of the guide table value. The dial
PRF blend having an O.N. close to that of the sample fuels to
indicator reading shall be within 60.014 in. of the guide table
be rated.
value.
13.8.2 If the cylinder height for the sample fuel rating is 14.4.1 Set the cylinder height to the barometric pressure
outside the guide table limit, repeat the rating after readjust- compensated value for the O.N. of the selected PRF.
ment of the detonation meter to obtain standard K.I. using a 14.4.2 Determine the fuel level for maximum K.I. and then
PRF blend whose O.N. is close to that of the sample fuel. adjust the detonation meter, METER READING dial to pro-
13.9 Special Instructions for Sample Fuel Ratings Above duce a knockmeter reading of 50 6 2 divisions.
100 O.N.: 14.4.3 Check that detonation meter SPREAD is maximized
13.9.1 Knock characteristics become more erratic and un- commensurate with satisfactory knockmeter stability.
stable at octane levels above 100 for several reasons. Careful 14.4.4 Detonation meter spread set at 12 to 15 K.I. divisions
attention to the setting and adjustment of all variables is per O.N. at the 90 O.N. level will typically provide suitably
required to ensure that the rating is representative of the sample optimized spread settings for the range 80 to 100 O.N. without
fuel quality. resetting. Refer to Annex A4.
14.5 Sample Fuel:
14.5.1 Introduce the sample fuel to an empty fuel reservoir.
Purge the fuel line, sight glass, and fuel reservoir by opening
and then closing the sight glass drain valve several times and
observing that there are no bubbles in the clear plastic tubing
between the fuel reservoir and the sight glass. Top off the level
so that the fuel level is at approximately 0.4 in the sight glass.
Where experience demonstrates the critical maximum K.I.
FIG. 6 Sample and Reference Fuel Reading Sequence occurs near a specific fuel level, filling to a level 0.3 above the

13
 D 2699 – 02
typical level is acceptable. (Warning—Sample fuel is ex- 14.7.5 Position the fuel-selector valve to operate the engine
tremely flammable and its vapors are harmful if inhaled. on Reference Fuel No. 2 and record, or mark the recorder
Vapors may cause flash fire. See Annex A1.) tracing, to indicate the maximum K.I. reading that occurs as the
14.5.2 Position the fuel-selector valve to operate the engine fuel level falls. Care shall be taken to observe that the
on the sample fuel and observe that the fuel level begins to fall maximum K.I. condition occurs at a fuel level within the
in the sight glass. specified 0.7 to 1.7 in. range.
14.5.3 When applying this falling level technique, stop the 14.7.6 If the maximum K.I. reading for the sample fuel is
sequence by switching to another fuel when the K.I. reading bracketed by those of the two PRF blends, continue the rating;
passes its maximum value and decreases approximately ten otherwise try another PRF blend(s) until the bracketing re-
divisions. Closely monitor each falling fuel level sequence to quirement is satisfied.
ensure the engine is always supplied with fuel and that 14.8 Repeat Readings:
knocking conditions prevail for a high proportion of rating time 14.8.1 Perform the necessary steps to obtain repeat K.I.
to maintain operating temperature conditions. readings on the sample fuel, Reference Fuel No. 2, and finally
14.5.4 If the K.I. reading changes significantly from mid- Reference Fuel No. 1. The fuel switching for the complete
scale, adjust the cylinder height to bring the engine close to the rating shall be as illustrated in Fig. 6.
standard K.I. condition. 14.8.2 Refer to Section 16 for the detailed interpolation and
calculation procedure.
NOTE 2—Proficiency in making this initial adjustment of cylinder
height is achieved with experience. 14.8.3 The two maximum K.I. readings for the sample fuel
and two for each of the PRF blends constitute a rating provided
14.5.5 Refill the fuel reservoir to the appropriate rich (1) the difference between the rating calculated from the first
mixture sight glass level for each successive repetition of the and second series of readings is no greater than 0.3 O.N., and
trial-and-error process. (2) the average of the sample fuel K.I. readings is between 45
14.5.6 After the cylinder height is approximately deter- and 55.
mined, it may be necessary to make a final adjustment to 14.8.4 If the first and second series of K.I. readings do not
ensure that (1) the fuel level for maximum K.I. occurs at a sight meet the criteria, a third series of readings may be obtained.
glass level within the critical range from 0.7 to 1.7 in. and (2) The fuel switching order for this set shall be sample fuel,
the maximum K.I. reading is between 45 and 55 divisions. Reference Fuel No. 1, and finally Reference Fuel No. 2. The
14.5.7 Record the maximum K.I. reading, or if a K.I. second and third series of maximum K.I. readings shall then
recorder is being used, mark the trace to indicate the sample constitute a rating provided the difference between the rating
identification and highlight the maximum reading. calculated from the second and third series of readings is no
14.5.8 Observe the cylinder height reading, compensated to greater than 0.3 O.N., and the average of the last two sample
standard barometric pressure, and using the appropriate guide fuel K.I. readings is between 45 and 55.
table, determine the estimated O.N. of the sample fuel. 14.9 Checking Guide Table Compliance:
14.6 Reference Fuel No. 1: 14.9.1 Check that the cylinder height, compensated for
14.6.1 Prepare a fresh batch of a PRF blend that has an O.N. barometric pressure, used for the rating is within the prescribed
estimated to be close to that of the sample fuel. limits of the applicable guide table value of cylinder height for
14.6.2 Introduce Reference Fuel No. 1 to one of the unused the sample fuel O.N. At all O.N. levels, the digital counter
fuel reservoirs taking care to purge the fuel line, sight glass, reading shall be within 620 of the guide table value. The dial
and fuel reservoir in the same manner as noted for the sample indicator reading shall be within 60.014 in. of the guide table
fuel. value.
14.6.3 Position the fuel-selector valve to operate the engine 14.9.2 If the cylinder height of the sample fuel rating is
on Reference Fuel No. 1 and record, or mark the recorder outside the guide table limit, repeat the rating after readjust-
tracing, to indicate the maximum K.I. reading that occurs as the ment of the detonation meter to obtain standard K.I. using a
fuel level falls. Care shall be taken to observe that the PRF blend whose O.N. is close to that of the sample fuel.
maximum K.I. condition occurs at a fuel level within the
specified 0.7 to 1.7 in. range. PROCEDURE C
14.7 Reference Fuel No. 2:
14.7.1 Select another PRF blend that can be expected to 15. Compression Ratio
result in a maximum K.I. reading that causes the readings for 15.1 Cylinder Height Measurement—This procedure shall
the two reference fuels to bracket that of the sample fuel. only be used if the CFR engine is equipped with a digital
14.7.2 The maximum permissible difference between the counter for measurement of cylinder height in order to maxi-
two reference fuels is dependent on the O.N. of the sample mize the resolution of the measurement of this primary
fuel. Refer to Table 3. variable.
14.7.3 Prepare a fresh batch of the selected PRF blend. 15.2 Applicable O.N. Rating Range—This procedure shall
14.7.4 Introduce Reference Fuel No. 2 to one of the unused only apply for ratings within the range from 80 to 100 O.N.
fuel reservoirs taking care to purge the fuel line, sight glass, 15.3 Check that all engine operating conditions are in
and fuel reservoir in the same manner as noted for the sample compliance and equilibrated with the engine running on a
fuel. typical fuel at approximately standard K.I.

14
 D 2699 – 02
15.4 Perform engine fit-for-use testing utilizing a TSF blend previous value. If the knockmeter reading does not repeat
applicable for the O.N. range in which sample fuels are within 61 division, readjust the cylinder height to obtain the
expected to rate. If TSF blend temperature tuning is to be used, standard K.I. value for the applicable PRF blend and when
determine the proper IAT required. This rating shall be equilibrium is achieved, repeat the fuel level upset check for
performed in the same manner described below for a sample repeatability of readings.
fuel except that the TSF blend shall be rated without carburetor 15.6.8 Read and record the compensated digital counter
cooling. reading.
15.5 Establish standard K.I. by engine calibration using a 15.6.9 Convert the compensated digital counter reading to
PRF blend having an O.N. close to that of the sample fuels to O.N. using the appropriate guide table.
be rated. 15.7 Repeat Reading:
15.5.1 Set the cylinder height to the barometric pressure 15.7.1 Check standard K.I. by operation on the PRF blend at
compensated value for the O.N. of the selected PRF. the compensated digital counter reading for the O.N. of this
15.5.2 Determine the fuel level for maximum K.I., adjust blend. If the knockmeter reading is within 63 divisions of the
the detonation meter, METER READING dial to produce a original reading, record the value and switch back to the
knockmeter reading of 50 6 2 divisions, and record this value. sample fuel. If the knockmeter reading is outside the 63
15.5.3 Check that detonation meter SPREAD is maximized division limit, standard K.I. must be reset before again rating
commensurate with satisfactory knockmeter stability. the sample fuel.
15.5.4 Detonation meter spread set to 12 to 15 K.I. divisions 15.7.2 Check the sample fuel by adjusting the cylinder
per O.N. at the 90 O.N. level will typically provide suitably height so that the knockmeter reading is within 62 divisions of
optimized spread settings for the range 80 to 100 O.N. without the standard K.I. reading recorded for the PRF blend and
resetting. Refer to Annex A4. convert the compensated digital counter reading to O.N. using
15.6 Sample Fuel: the appropriate guide table.
15.6.1 Introduce the sample fuel to the carburetor, purge the 15.7.3 The average of the two sample fuel O.N. results
fuel system and, if applicable, the sight glass and float reservoir constitute a rating provided the difference between them is no
by opening and then closing the sight glass drain valve several greater than 0.3 O.N.
times and observing that there are no bubbles in the clear 15.8 Checking PRF Limit Compliance:
plastic tubing between the float reservoir and the sight glass. 15.8.1 The average O.N. of the sample fuel is acceptable if
(Warning—Sample fuel is extremely flammable and its vapors it does not differ from the O.N. of the PRF used to establish
are harmful if inhaled. Vapors may cause flash fire. See Annex standard K.I., by more than the value in Table 4.
A1.) 15.8.2 When the O.N. difference between the sample fuel
and the PRF exceeds the limits in Table 4, check standard K.I.
15.6.2 Operate the engine on sample fuel. If the engine
using a new PRF whose O.N. is within the indicated limits. If
knock changes drastically and results in either a very low or
the new PRF knockmeter reading at the cylinder height for its
very high knockmeter reading, adjust cylinder height in the
O.N. is within 50 6 1 divisions, the previously determined
proper direction to reestablish a mid-scale knockmeter reading.
rating may be accepted. If not, perform a new engine calibra-
This shift in O.N. level may require establishing standard K.I.
tion using the selected PRF and repeat the sample fuel rating.
with a different PRF blend whose O.N. can be estimated from
15.9 Testing Sample Fuels of Similar O.N.:
the guide table for the cylinder height reading that has just been
15.9.1 If the O.N. values of several sample fuels are known
determined.
to be similar, it is permissible to determine standard K.I. using
15.6.3 Adjust the cylinder height to cause a mid-scale an appropriate PRF, rate each of the sample fuels and then
knockmeter reading for the sample fuel. check that the standard K.I. for the PRF is within 61 division
15.6.4 Determine the fuel level for maximum K.I. One of the initial value.
approach is to first lower the fuel level (float reservoir 15.9.2 A check of standard K.I. shall, in any event, be made
assembly) and then raise it in small increments (0.1 sight glass after every fourth sample fuel measurement.
divisions or less) until the knockmeter reading peaks and
begins to fall off. Reset the float reservoir to the fuel level that 16. Calculation of O.N.—Bracketing Procedures
produces the maximum knockmeter reading. 16.1 Calculate the average knockmeter readings for the
15.6.5 Adjust the cylinder height so that the knockmeter sample fuel and each of the PRF blends.
reading is within 62 divisions of the standard K.I. reading 16.2 Calculate the O.N. by interpolation of these average
recorded for the applicable PRF blend. knockmeter readings proportioned to the O.N. values of the
15.6.6 Allow equilibrium to occur, and if necessary, make bracketing PRF blends in accordance with the example shown
any slight adjustment in cylinder height to obtain a valid in Fig. 7 and Eq 4:
standard K.I. reading. Do not extend the operating time beyond
approximately 5 min as measured from the time at which the TABLE 4 Maximum Sample Fuel O.N. Difference from Calibration
fuel level setting is finalized. PRF
15.6.7 Upset engine equilibrium by opening the sight glass Sample Fuel O.N.
Maximum O.N. Difference—
drain valve momentarily to cause the fuel level to fall and any Sample Fuel from PRF
80 to 90 2.0
trapped vapor bubbles to be removed. After closing the drain 90 to 100 1.0
valve, observe that the knockmeter reading returns to the

15
 D 2699 – 02

NOTE 1—Circled values and the dashed lines represent the differences between the respective K.I. readings and O.N. values.
FIG. 7 Example of Octane Number Calculations

SK.I.LRF 2 K.I.S
O.N.S 5 O.N.LRF 1 K.I. 2 K.I.
LRF HRF
D
~O.N.HRF 2 O.N.LRF! (4)
18. Precision and Bias
18.1 Bracketing—Equilibrium Fuel Level Procedure A and
where: C.R. Procedure C:27
O.N.S = octane number of the sample fuel, 18.1.1 90.0 to 100.0 Research O.N. Range—The precision
O.N.LRF = octane number of the low PRF, of this test method for Research O.N. values between 90.0 and
O.N.HRF = octane number of the high PRF, 100.0 based on statistical examination of interlaboratory test
K.I.S = knock intensity (knockmeter reading) of the results by the bracketing–equilibrium fuel level or C.R. proce-
sample fuel, dures is as follows:
K.I.LRF = knock intensity of the low PRF, and 18.1.1.1 Repeatability—The difference between two test
K.I.HRF = knock intensity of the high PRF. results, obtained on identical test samples under repeatability
conditions would, in the long run, in the normal and correct
17. Report operation of the test method, exceed 0.2 O.N. only in one case
17.1 Research O.N. of Spark-Ignition Engine Fuels: in twenty.
18.1.1.2 Reproducibility—The difference between two
17.1.1 Report the calculated bracketing procedure or the
single and independent results obtained on identical test
C.R. procedure result as Research O.N.
samples under reproducibility conditions would, in the long
17.1.1.1 For ratings below 72.0 O.N., report the value to the run, in the normal and correct operation of the test method,
nearest integer. When the calculated O.N. ends with a 0.50, exceed 0.7 O.N. only in one case in twenty.
round off to the nearest even number; example, round 67.50 18.1.1.3 The above repeatability is based on the replicate
and 68.50 to 68 O.N. O.N. results obtained by the ASTM Motor National Exchange
17.1.1.2 For ratings from 72.0 through 103.5 O.N., report Group (NEG) participating in cooperative testing programs
the value to the nearest tenth. When the calculated O.N. ends from 1983 through 1987 and 1994. Between 90 and 100
with exactly 5 in the second decimal place, round to the nearest Research O.N., the repeatability standard deviation is 0.08
even tenth number; example, round 89.55 and 89.65 to 89.6 unaffected by octane level. This average standard deviation has
O.N. been multiplied by 2.772 to obtain the limit value.
17.1.1.3 For ratings above 103.5 O.N., report the value to 18.1.1.4 The above reproducibility is based on the com-
the nearest integer. When the calculated O.N. ends with a 0.50, bined NEG monthly sample testing program data from 1988
round off to the nearest even number; for example, round through 1994, the Institute of Petroleum monthly sample data
105.50 and 106.50 to 106 O.N. from 1988 through 1994, and the Institut Francais du Petrole
17.1.2 Report which procedure is used to determine the monthly sample data from 1991 through 1994. The combina-
O.N.: bracketing–equilibrium fuel level, bracketing–dynamic tion of the large number of sample sets and the fact that each
fuel level, or compression ratio.
17.1.3 Report the engine room barometric pressure at the 27
Supporting data (a listing of the data and analysis used to establish the
time of the rating. precision statements) have been filed at ASTM International Headquarters and may
17.1.4 Report the IAT used. be obtained by requesting Research Report RR: D02-1383.

16
 D 2699 – 02
sample fuel is tested by more than 30 laboratories, provides a
comprehensive picture of the precision achievable using this
test method. Analyzed graphically, the respective sample fuel
standard deviations were plotted versus O.N. The variation in
precision with respect to O.N. level, for the range of these data,
is best expressed by a linear regression of the values. Between
90 and 100 Research O.N. the reproducibility standard devia-
tion is 0.25 unaffected by octane level. This average standard
deviation has been multiplied by 2.772 to obtain the limit
value.
18.1.1.5 Sample fuels containing oxygenate (alcohols or
ethers), in the concentrations typical of commercial spark-
ignition engine fuels, have been included in the exchange FIG. 8 Variation of Reproducibility Standard Deviation With
programs and the precision for these sample fuels is statisti- Research Octane Number
cally indistinguishable from non-oxygenated fuels in the Re-
search O.N. range from 90.0 to 100.0.
18.1.1.6 The equivalence of this test method when per- a statistical study involving single ratings by seven laboratories
formed at barometric pressures less than 94.6 kPa (28.0 in. of that comparatively tested four gasoline samples and three TSF
Hg) has not been determined. Reproducibility for the 88.0 to blends, in the 90.0 to 100.0 research O.N. range, by both the
98.0 Research O.N. range at altitude locations, based on ASTM bracketing–dynamic fuel level procedure and the brack-
Rocky Mountain Regional Group interlaboratory test results, eting–equilibrium fuel level procedure. A second phase exam-
would, in the long run, in the normal operation of the test ined repeatability using duplicate bracketing–dynamic fuel
method, exceed approximately 1.0 O.N. only in one case in level procedure ratings by each of four laboratories on eight
twenty. sample fuels.
18.1.2 Below 90.0 Research O.N. Range:
18.2.1.1 Repeatability of the bracketing–dynamic fuel level
18.1.2.1 Precision cannot be stated for the range below 90.0
procedure is similar to that of the bracketing–equilibrium fuel
Research O.N. because current data are not available.
level procedure as inferred from the statistical analysis of the
18.1.3 Above 100.0 Research O.N. Range:
duplicate ratings data set.
18.1.3.1 A limited amount of data above 100 Research O.N.
have been obtained by the ASTM Aviation National Exchange 18.2.1.2 Reproducibility of the bracketing–dynamic fuel
Group, Institute of Petroleum, and Institut Francais du Petrole level procedure is indistinguishable from that of the brack-
in recent years. Reproducibility for the 101.0 to 108 O.N. eting–equilibrium fuel level procedure based on the statistical
range, would, in the long run, in the normal operation of the analysis of the limited data from the round-robin study.
test method, exceed the values in Table 5 only in one case in 18.3 Standard Deviation:
twenty. 18.3.1 Examination of interlaboratory test results for Re-
18.1.3.2 Precision cannot be stated for the range above 108 search O.N. has been carried out since the late 1930s by the
Research O.N. because current data are not available. Motor National Exchange Group that regularly tests at least
18.2 Bracketing—Dynamic Fuel Level Procedure B: one sample per month. These historical data have demonstrated
18.2.1 The amount of data for the bracketing—dynamic fuel that the variability (standard deviation) of the test method
level procedure is limited.28 The available information includes changes with O.N. as shown in Fig. 8. The curve for this figure
is based on ASTM National Exchange Group data from 1966
through 1987.
28
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR: D02-1343.
18.4 Bias—The procedures in this test method for Research
O.N. of spark-ignition engine fuel have no bias because the
TABLE 5 Research Method Reproducibility Above 100 O.N.
value of Research O.N. can be defined only in terms of this test
method.
Average Research O.N. Level Reproducibility Limits O.N.
101.0 1.0
102.0 1.4
19. Keywords
103.0 1.7 19.1 guide table; isooctane; knock intensity; n-heptane;
104 2.0
104 to 108 3.5 research octane number; spark-ignition engine fuel perfor-
mance; toluene standardization fuel

17
 D 2699 – 02
ANNEXES

(Mandatory Information)

A1. HAZARDS INFORMATION

A1.1 Introduction A1.3.1.4 Isooctane,

A1.1.1 In the performance of this test method there are A1.3.1.5 Leaded isooctane PRF,
hazards to personnel. These are indicated in the text. The A1.3.1.6 n-heptane,
classification of the hazard, Warning, is noted with the A1.3.1.7 Oxygenate,
appropriate key words of definition. More detailed information A1.3.1.8 PRF,
regarding the hazards is included in this Annex. A1.3.1.9 PRF blend,
A1.3.1.10 Reference fuel,
A1.2 Warning: Combustible. Vapor Harmful. A1.3.1.11 Sample fuel,
Keep away from heat, sparks, and open flame. A1.3.1.12 Spark-ignition engine fuel,
Keep container closed. A1.3.1.13 TSF,
Avoid breathing vapor or spray mist.
Avoid prolonged or repeated contact with skin.
A1.3.1.14 TSF blend, and
A1.3.1.15 Xylene.
A1.2.1 Applicable Substances:
A1.2.1.1 Engine crankcase lubricating oil. A1.4 Warning: Poison. May be harmful or fatal if inhaled
or swallowed.
A1.3 Warning: Flammable. Vapors harmful if inhaled.
Vapors harmful, emits toxic fumes when heated.
Vapors may cause flash fire. Do not take internally.
Keep away from heat, sparks, and open flame. Do not breath vapor.
Keep container closed. Dispose in accordance with hazardous waste regulations.
Use adequate ventilation.
Avoid build-up of vapors.
A1.4.1 Applicable Substances:
Avoid prolonged breathing of vapor. A1.4.1.1 Antifreeze mixture,
Avoid prolonged or repeated contact with skin. A1.4.1.2 Aviation mix tetraethyllead antiknock compound,
A1.3.1 Applicable Substances: A1.4.1.3 Dilute tetraethyllead,
A1.3.1.1 80 octane PRF blend, A1.4.1.4 Glycol based antifreeze,
A1.3.1.2 Check Fuel, A1.4.1.5 Halogenated refrigerant, and
A1.3.1.3 Fuel blend, A1.4.1.6 Halogenated solvents.

A2. ENGINE EQUIPMENT DESCRIPTION AND SPECIFICATIONS

A2.1 Engine Equipment NOTE A2.1—The Waukesha Engine Division Reference Numbers are
for the purpose of specifying components as applicable to this test method.
A2.1.1 The single cylinder test engine for the determination
These numbers are not to be used for purchasing parts from the supplier.
of O.N. is manufactured as a complete unit by Waukesha Users must always refer to the part numbers listed in the current Waukesha
Engine Division, Dresser Industries, Inc. and consists of both Engine Division CFR Parts Catalog when ordering components.
critical and noncritical equipment. The Waukesha Engine
Division designation is Model CFR F-1 Research Method A2.1.1.1 See Table A2.1, General Rating Unit Characteris-
Octane Rating Unit. Waukesha Engine Division Reference tics and Information.
Numbers are included in parentheses after all critical terms and A2.1.1.2 See Table A2.2, Engine Dimensions, Manufactur-
where appropriate for non-critical items although these latter ing Tolerances, and Replacement Limits.
listings do not imply they are mandatory.

18
 D 2699 – 02
TABLE A2.1 General Rating Unit Characteristics and Information
Item Description
Test Engine CFR F-1 Research Method Octane Rating Unit with
cast iron, box type crankcase with flywheel
connected by V-belts to power absorption
electrical motor for constant speed operation
Cylinder type Cast iron with flat combustion surface and integral
coolant jacket
Compression ratio Adjustable 4:1 to 18:1 by cranked worm shaft and
worm wheel drive assembly in cylinder clamping
sleeve
Cylinder bore (diameter), 3.250 (standard)
in.
Stroke, in. 4.50
Displacement, cu in. 37.33
Valve mechanism Open rocker assembly with linkage for constant
valve clearance as C.R. changes
Intake valve Stellite faced, with 180° shroud
Exhaust valve Stellite faced, plain type without shroud
Piston Cast iron, flat top
Piston rings
Top compression ring 1 chrome plated or ferrous, straight sided
Other compression 3 ferrous, straight sided
rings
Oil control 1 cast iron, one piece, slotted (Type 85)
Camshaft overlap, ° 5
Fuel system
Carburetor Single vertical jet and fuel flow control to permit
adjustment of fuel-air ratio
Venturi throat 9⁄16 for all altitudes

diameter, in.
Ignition Electronically triggered condenser discharge
through coil to spark plug
Ignition timing, ° Constant 13 btdc
Intake air humidity Controlled within specified limited range

TABLE A2.2 Engine Dimensions, Manufacturing Tolerances and Replacement Limits

Item Basic Dimension Manufacturing Tolerance Replacement Limits

Crankcase:
Oil passages in crankcase Pass 1⁄4 in. rod
Crankshaft bearings:
Front main:
Journal diameter 3.00 2.9995 to 3.0000 ...
Journal to bearing clearance ... 0.0035 to 0.0049 0.006 max
Rear main:
Journal diameter 3.00 2.9995 to 3.0000 ...
Journal to bearing clearance ... 0.0035 to 0.0049 0.006 max
Main bearing to case clearance (both) ... 0.0005 to 0.0020 ...
Crankshaft end-play ... 0.006 to 0.008 0.010 max
Connecting rod bearing (big end):
Crankshaft journal diameter 2.50 2.4995 to 2.5000 ...
Journal to bearing clearance ... 0.0011 to 0.0036 0.005 max
End-play ... 0.008 to 0.014 0.016 max
Connecting rod bearing (piston pin end):
Rod end to piston boss clearance 1⁄16 min ... ...
Piston pin to bushing clearance ... 0.0005 to 0.0010 0.015 max
Connecting rod alignment:
(1) Piston wall perpendicular to axis of journal within 0.003.
(2) Piston pin twist in length of big-end bearing within 0.002.
(3) Centerline of rod perpendicular to axis of bearings within 0.003.
Camshaft bearings:
Camshaft journal diameter:
Front ... 1.7795 to 1.7805 ...
Rear ... 1.2485 to 1.2495 ...
Front journal to bearing clearance ... 0.0015 to 0.0030 0.004 max
Rear journal to bearing clearance ... 0.0020 to 0.0035 0.004 max
Bearing to case clearance (both) ... 0.0005 to 0.0020 ...
End-play ... 0.002 to 0.005 0.007 max
Balancing shaft bearings:
Balancing shaft journal diameter ... 1.748 to 1.749 ...

19
 D 2699 – 02

TABLE A2.2 Continued

Item Basic Dimension Manufacturing Tolerance Replacement Limits
Shaft to bearing clearance (both) ... 0.0015 to 0.0030 0.004 max
Bearing to case clearance (both) ... 0.0005 to 0.0020 ...
End-play ... 0.002 to 0.006 0.010 max
Idler gear:
Stub shaft diameter ... 0.9980 to 0.9985 ...
Stub shaft to bearing clearance ... 0.0015 to 0.0030 0.004 max
End-play ... 0.002 to 0.004 0.008 max
Gear tooth backlash ... 0.002 to 0.004 0.006 max
Valve lifter guide clearance ... 0.0005 to 0.0020 0.003 max
Valve timing (based on 0.010 in. quieting ramp lift from base circle)
Inlet valve opens 10° atdc 6 2.5°
Inlet valve closes 34° abdc
Exhaust valve opens 40° bbdc
Exhaust valve closes 15° atdc 6 2.5°
Flywheel:
Side face run-out ... 0.005 max 0.007 max
Rim surface eccentricity ... 0.003 max 0.005 max
Piston:
Piston diameters:A
Top land 3.235 to 3.237
Second through fifth lands 3.242 to 3.244
Skirt 3.2465 to 3.2475
Piston to cylinder clearances:
Top land ... 0.013 to 0.016 ...
Second through fifth lands ... 0.006 to 0.009 ...
Skirt ... 0.0025 to 0.0045 0.0105 max
Ring to land clearances:
Top ... 0.001 to 0.003 0.004
All others ... 0.001 to 0.0025 0.0035
Ring gap clearances:
Compression rings ... 0.007 to 0.012 0.030 max
Oil ring ... 0.007 to 0.012 0.030 max
Piston pin diameter ... 1.2495 to 1.2498 ...
Pin to piston clearance ... 0.0002 to 0.0004 0.002
Piston pin retainers (Truarc)
Free diameter after compression 1.340 min
Piston pin hole alignment ... 0.001 max 0.0015
Standard cylinder:B
Bore diameter 3.250 3.2500 to 3.2510 0.006 (over bore
diameter)
Bore out of round ... 0.0005 max 0.0025
Bore taper ... 0.0005 max ...
Bore surface quality ... 10 to 20 microinch scored
Bore surface hardness ... 196 to 269 Brinell ...
Rocker arm carrier pin clearances ... 0.0000 to 0.0007 0.0015 max
Rocker arms:
Bearing shaft diameter ... 0.5003 to 0.5005 ...
Ball seats ... Smooth and fit ball ...
Valves, intake and exhaust:
Stem diameter 0.3725 0.3725 to 0.3720 0.3705 min
Face angle, degrees 45 ... ...
Concentricity, stem to face (run-out) ... 0.0015 max 0.0020 max
Valve shroud, intake onlyC 180°
Valve guides:
Internal diameter:
Intake ... 0.3740 to 0.3750 0.3770 max
Exhaust ... 0.3750 to 0.3760 0.3785 max
Intake guide slot Shall be parallel to centerline of valves within 61°
Guide projection above cylinder (both) 1.0 ... ...
Valve guide to valve stem clearance:
Intake ... 0.0015 to 0.0030 0.005 max
Exhaust ... 0.0025 to 0.0040 0.006 max
Valve seat inserts, intake and exhaust:
Concentricity, seat to guide ... 0.0015 max 0.0015 max
Seat width ... 0.050 to 0.060 0.070 max
Face angle, degrees 45 ...
Valve springs:
Free length:
Intake or exhaust (non-rotator type) 2.549 ... 2.453 min
Exhaust (rotator type) 2.125 ... 2.016 min
Cylinder clamping sleeve:
Counterbore depth for worm wheel ... 2.750 to 2.755 ...
Sleeve bore to cylinder external diameter clearance ... 0.001 to 0.005 0.006 max
Worm wheel:

20
 D 2699 – 02

TABLE A2.2 Continued

Item Basic Dimension Manufacturing Tolerance Replacement Limits
Thickness (between faces) ... 2.752 to 2.757 ...
Wheel to sleeve base distance 0.003 recess to 0.007 protrusion 0.005 max recess
Internal thread clearances on cylinder Turn freely Loose fit
Worm shaft:
End play:
External thread to worm wheel ... 0.002 max 0.004 max
Shaft in clamping sleeveD Shim adjustable 0.001 to 0.003 0.005 max
A
Oversize piston diameters are 0.010, 0.020 and 0.030 larger respectively.
B
Reboring cylinders ( +0.010, +0.020, or +0.030 in.) oversize is permitted but bore tolerance and other specifications shall apply.
C
Install intake valve with opening of shroud toward the pickup hole.
D
For interference angle approach, use face angle of 46 to 47°.

A2.2 Critical Equipment A2.2.2 Crankcase Assembly—Model CFR-48 (109520) (see

A2.2.1 Critical engine components and primary assemblies Fig. A2.1, CFR-48 Crankcase—Sectional Views) specified to
that shall be used for this test method are listed. The bearings, include the following major items:
gears, seals, covers, special fittings or hardware, and gaskets A2.2.2.1 Crankshaft Assembly (109511).
manufactured by Waukesha Engine Division are applicable to A2.2.2.2 Piston Assembly (23204).
each critical assembly shall also be considered critical.

FIG. A2.1 CFR-48 Crankcase—Sectional Views

21
 D 2699 – 02
A2.2.2.3 Rings, Piston, Compression, Straight (106222- clamping sleeve to provide a wide range of C.R., tapped holes
STR), four required. for insertion of a spark plug, and a detonation pickup, a keyway
in the external barrel to ensure angular alignment of the
NOTE A2.2—Ring, Piston, Compression, Straight, Chrome (106222-
CHR). Use of a chrome ring in the top groove is optional with three cylinder in the clamping sleeve. The assembly is specified to
compression rings (106222-STR) in the other three compression ring include the following major items:
grooves. A2.2.3.1 Valve Seat Inserts, integral but replaceable, hard-
A2.2.2.4 Ring, Piston, Oil (23505). ened, two required (105987-STD).
A2.2.2.5 Connecting Rod Assembly (111666). A2.2.3.2 Valve Guides, integral but replaceable, (23109-
A2.2.2.6 Camshaft (109583). INT) one required, (23109-EXH), one required.
A2.2.2.7 Valve Lifter Assembly, two required (109519). A2.2.3.3 Intake Valve with 180° shroud (23436).
A2.2.2.8 Balancing Shaft, two required (109510). A2.2.3.4 Exhaust Valve (106625).
A2.2.2.9 Counterweight for Balancing Shaft, two required A2.2.3.5 Intake Valve Spring Assembly (G-806-4) includ-
(109565). ing one Spring (43335), one Felt (B4680), one Retainer
A2.2.2.10 Flywheel (109501), (applicable for 50 or 60 Hz (106407), and two Tapers (106523).
units). A2.2.3.6 Exhaust Valve Spring, Rotator Assembly (G-
A2.2.2.11 Oil Pump Assembly (110150). 806-5) including one Spring (109659), one Felt (B4680), one
A2.2.2.12 Oil Suction Screen Assembly (109552). Valve Rotator (110165), and two Tapers (109658).
A2.2.2.13 Oil Pressure Control Valve Assembly (109538). A2.2.3.7 Valve Rocker Arm Subassembly (23272).
A2.2.2.14 Crankcase Breather Assembly (110475). A2.2.4 Cylinder Clamping Sleeve—(G-830) of cast iron for
A2.2.2.15 Stud Assembly, Crankcase to Cylinder Clamping installation on the engine crankcase to position, align, and
Sleeve (B839, two required; B5764, two required; B364, one restrain the cylinder assembly with respect to the connecting
required). rod and piston. The clamping sleeve internal bore surrounds
A2.2.2.16 Stud Nuts, Cylinder Clamping Sleeve, five re- the outer barrel of the cylinder and a split flange on the sleeve
quired (105361). can be tightened by a cam actuated lever or screw. An
A2.2.3 Cylinder Assembly—(109355) (see Fig. A2.2) of associated worm wheel screws onto the threaded skirt of the
cast iron with integral coolant passages, a basic bore diameter cylinder barrel and is rotated by a worm shaft that can be either
of 3.250 in., a flat-top combustion chamber surface, a precisely hand cranked or motor operated to raise or lower the cylinder
machined external barrel to act as a bearing surface for barrel and vary engine compression ratio. The assembly is
alignment of the cylinder in the associated clamping sleeve, an specified to include the following major items:
external threaded section on the lower external barrel skirt so A2.2.4.1 Worm Wheel (23059).
that the cylinder assembly can be screwed up and down in the A2.2.4.2 Worm Shaft Assembly (23073).

FIG. A2.2 Cylinder and Clamping Sleeve Assembly

22
 D 2699 – 02
A2.2.4.3 Clamping Cam Assembly (109010). A2.3 Equivalent Equipment
A2.2.4.4 Springs, four required (B5268). A2.3.1 Low-speed Crankcase Assembly—This was the
A2.2.4.5 Cylinder Guide Plate (23065) and associated Gas- original model developed in 1933. Parts for this crankcase are
kets, one each required (106721 lower and B2544 upper). no longer manufactured.
A2.2.5 Cylinder Coolant System Assembly—Specified to A2.3.2 High-speed Crankcase Assembly—This model was
include the following major items: the standard version manufactured from about 1939 through
A2.2.5.1 Condenser Body Assembly (109264) including 1954. Parts for this crankcase are no longer manufactured.
condenser coil assembly, baffle tube, and sight glass subassem- A2.3.3 Cylinder Assembly—(109355) which has, through
bly. operational wear, exceeded the basic bore diameter tolerance
A2.2.5.2 Condenser Water Pipe Assembly (109131). and has been successfully rebored to (0.010, 0.020, or 0.030
A2.2.5.3 Water Inlet Pipe Assembly (109418-ASM). in.) oversize.
A2.2.6 Inlet Air System Assembly—(106601-ASM) speci- A2.3.4 Piston Assembly—For use with rebored cylinder
fied to include the following major items: assemblies as follows:
A2.2.6.1 Ice Tower Assembly (106601). A2.3.4.1 For 0.010 in. oversize cylinders (23204-1).
A2.2.6.2 Ice Tower Tube, 6 in. O.D. (109497). A2.3.4.2 For 0.020 in. oversize cylinders (23204-2).
A2.2.6.3 Humidifier Tube, 6 in. O.D. (109495). A2.3.4.3 For 0.030 in. oversize cylinders (23204-3).
A2.2.6.4 Air Heater Plenum, 6 in. O.D. (110412). A2.3.5 Ring, Piston, Compression, Straight—For use with
A2.2.6.5 Inlet Air Heater (106583). oversize piston assemblies as follows:
A2.2.6.6 Carburetor Inlet Elbow Assembly (106595). A2.3.5.1 For 0.010 in. oversize pistons (106222-STR1) or
A2.2.7 Carburetor Components—(G-814) specified to in- chrome (106222-CHR1).
clude the following major items: A2.3.5.2 For 0.020 in. oversize pistons (106222-STR2) or
A2.2.7.1 Carburetor Heat Shield (75738). chrome (106222-CHR2).
A2.2.7.2 Gasket (heat shield to cylinder or intake manifold), A2.3.5.3 For 0.030 in. oversize pistons (106222-STR3) or
one required (109346). chrome (106222-CHR3).
A2.2.7.3 Gasket (carburetor body to heat shield), one re- A2.3.6 Ring, Piston, Oil—For use with oversize piston
quired (109345). assemblies as follows:
A2.2.7.4 Carburetor Body (75960). A2.3.6.1 For 0.010 in. oversize pistons (23505-1).
A2.2.7.5 Carburetor Venturi. For Research method engines, A2.3.6.2 For 0.020 in. oversize pistons (23505-2).
9⁄16-in. throat size (75984-9⁄16).
A2.3.6.3 For 0.030 in. oversize pistons (23505-3).
A2.2.7.6 Carburetor Air Bleed Tube (75983). A2.3.7 Exhaust Valve Spring Assembly—(G-806-4) includ-
A2.2.7.7 Carburetor Vertical Jet Tube Assembly (75985). ing one Spring (43335), one Felt (B4680), one Retainer
A2.2.8 Ignition System—Control unit, ignition coil, ignition (106407), and two Tapers (106523). This assembly is the same
timer unit, and spark plug to convert 115 V ac single phase as the intake valve spring assembly and was the original and
power to the dc ignition voltage for proper firing of the spark non-rotator type assembly for both intake and exhaust valve
plug in the engine cylinder and specified to include the applications.
following major items: A2.3.8 Motorized Compression Ratio Changer—
A2.2.8.1 Ignition Control Unit (111419). Replacement equipment for the hand crank to reversibly rotate
A2.2.8.2 Ignition Timer Unit Assembly with trigger coil the worm shaft of the cylinder clamping sleeve assembly. The
(111417-ASM). assembly is specified to include the following major items:
A2.2.8.3 Ignition Coil (111418). A2.3.8.1 Bracket Assembly (111240-ASM).
A2.2.8.4 Spark Plug, Champion D-16 (111460) with A2.3.8.2 Compression Ratio Changer Motor Assembly
Rolled-Steel Gasket (110381). (111242). Cranking rotation for these motor and gear drive
NOTE A2.3—Champion D-16 spark plugs are available from commer- assemblies is 48 rpm.
cial sources as well as Waukesha Engine Division.29 A2.3.8.3 Motor Shaft Coupler Assembly (110625-ASM).
A2.2.8.5 Ignition Cable Assembly, Carbon Core (166942). A2.3.9 Intake Air Refrigeration System Assembly30—
A2.2.9 Power Absorption Motor—Reluctance-type, syn- Replacement equipment for the ice tower for dehumidification
chronous, single speed, electric motor for belt drive connection of air for engine combustion. This equipment shall deliver
to the engine and capable of both starting the engine and conditioned air to the 6 in. Humidifier Tube (109495) of the
absorbing the power developed when combustion is in process. critical inlet air system assembly. (Warning—Mechanical
Waukesha Engine Division is the sole supplier of this item in refrigeration equipment may not be capable of adding water
order to ensure meeting the following speed and load absorbing vapor to the conditioned air. If the air in the room where the
specifications.29 Part numbers are dependent on the three-phase engine is installed contains less than 25 grains of water per lb
electrical service voltage and frequency available at the site of (0.00356 kg water per kg) of dry air, ratings can have a bias of
unit installation. approximately, 0.05 O.N.)

29 30
Available from Waukesha Engine Division, Dresser Industries, Inc., 1000 West Available from Core Laboratories Refinery Systems, 19 Roszel Rd., Princeton,
St. Paul Ave., Waukesha, WI 53188. NJ 08452.

23
 D 2699 – 02
A2.3.10 Humidity Control System31—Replacement equip- from the combustion chamber to atmosphere, having a flexible
ment for the complete inlet air system assembly for the connection to allow for engine cylinder up and down move-
conditioning of air for engine combustion. This system in- ment, and incorporating adequate volume and length to comply
cludes an air compressor, which shall deliver 12 SCFM of with the specified operating conditions for exhaust back
clean, undried air at 60 to 100 psig (0.40 to 0.70 MPa) through pressure without resonance.
a pressure regulator to a bubble tower so that conditioned air at A2.4.4.1 Surge Tank With Water Injection Spray Assembly
atmospheric pressure is metered for release in an air hood (109887) assembled with an exhaust manifold assembly
positioned above the inlet air pipe to the engine carburetor. The (23242) is applicable and requires discharge and support piping
conditioned air supply slightly exceeds that drawn into the as well as a water drain.
engine inlet pipe for combustion and the excess simply spills
from the air hood. The system is specified to include the A2.4.4.2 Use of an exhaust manifold of rigid pipe connected
following major assembly available from Waukesha Engine to an exhaust stack by flexible hose and equipped with a water
Division: spray nozzle assembly to inject cooling water prior to the
A2.3.10.1 Air Silencer Assembly (110470) with the inlet air flexible hose is applicable. Packaged systems of this type are
heater (106583). available from several engineering and support organizations.
A2.3.11 Inlet Air System Components: A2.4.5 Filter Assembly for Crankcase Oil—(111345-
A2.3.11.1 Air Surge Pipe Assembly (106616)—Original ASM).
equipment, no longer manufactured, may be used instead of the A2.4.6 Sample Fuel and Reference Fuel Delivery
Air Heater Plenum (110412). Components—Introduction of fuel to the carburetor vertical jet
A2.3.11.2 Carburetor Air Inlet Pipe, Straight (106684)— and a means to switch from one fuel to another may be
Replacement equipment for the Carburetor Inlet Elbow assem- accomplished in numerous ways as long as the flow of fuel
bly (106595). through the carburetor permits the determination of the fuel-air
A2.3.12 Breaker Type Ignition System—Units equipped ratio for maximum K.I. as dictated by any one of the test
with ignition power supply, breaker point distributor, and the procedures. Typical assemblies are as follows:
ignition coil for this early type system are applicable. Parts for
A2.4.6.1 Carburetor Selector—Valve assembly, 3 bowl
this type system are no longer available.
(75961) or 4 bowl (105333) designed to fasten to the carburetor
A2.4 Non-Critical Equipment and Specifications vertical jet flange for delivery of liquid fuel into the jet through
A2.4.1 A number of components and devices are required to a rotary selector-valve supplied by either three or four sources
integrate the critical or equivalent equipment items into a of fuel. The selector-valve assembly incorporates stanchions
complete working system or unit. Many of these are common that project outward like spokes. Each stanchion houses an
hardware, tubing, fasteners, and electrical items, potentially interchangeable horizontal jet, supports a vertically mounted
available from multiple sources. In some cases, however, sight glass tube to indicate the level of the particular fuel,
selection of specific sizes or specification criteria are important includes an inlet opening at the base of the sight glass for
to achieve the proper conditions for the knock testing equip- connection to the source container for that particular fuel, and
ment unit. Important criteria or specifications are included has a drain connection for fast disposal of unwanted fuel from
when applicable. In addition, if an item is available from both the source container and the selector-valve passages.
Waukesha Engine Division as part of their standard supply, the A2.4.6.2 Fuel Tank—Float Reservoir Assembly, three or
reference number is given in parenthesis. four required (75964-ASM), applicable when using testing
A2.4.2 Foundation and Bedplate: procedures that depend on establishing and maintaining the
A2.4.2.1 Foundation—Typically, in the form of a reinforced fuel level for the maximum K.I. condition. Each assembly
concrete block, site poured, the foundation should be approxi- includes a fuel tank sight glass assembly and a check valve at
mately 700-mm wide, 1320-mm long, and a minimum of the bottom of the tank operated by a float to establish a constant
380-mm high (28-in. wide, 53-in. long, and a minimum of fuel level in the float reservoir. These assemblies are supported
13-in. high). If the unit is placed on an industrial building floor on carburetor posts integral with a bracket (bar) that is fastened
of reinforced concrete approximately 200-mm (8-in.) thick, no to the carburetor body. A two-lead screw and nut assembly with
special support for the foundation is required. adjusting knob is installed in the post and the fuel tank, float
A2.4.2.2 Bedplate—(27671) of cast iron, 24-in. wide, 48-in. reservoir assembly fastens to the nut so that as the screw is
long, and 4-in. high such that the engine and power absorption rotated by the knob, the assembly is raised or lowered.
motor can be solidly mounted and aligned. In addition, this
(1) Fuel Tank, without cooling jacket (75962-NC), is appli-
platform can be utilized for assembly of accessory electrical
cable for reference fuels and also for sample fuels that do not
equipment, controls, instrumentation and utility connections.
require chilling. Fuel tank, with cooling jacket (75962-WC), is
A2.4.3 Heater for Crankcase—(B3109) dual element, 1000
applicable for sample fuels only.
W maximum, surface mounting, flat, circular electrical heater.
A2.4.4 Exhaust Discharge System Assembly—Piping, with (2) Float Reservoir (chamber), without cooling jacket
or without water cooling, suitable to discharge exhaust fumes (75964-NC), is applicable for reference fuels and also for
sample fuels that do not require chilling. Float reservoir
(chamber), with cooling jacket (75964-WC), is applicable for
31
Available from GEP Co., 2401 Marilyn Drive, Wilmington, DE 19803. sample fuels only.

24
 D 2699 – 02
A2.4.6.3 Falling Level Reservoir Assembly, apparatus for on establishing a fuel level in the vertical jet that is within a
systems that depend on controlled change in fuel level to vary specified dimension referenced to the centerline of the carbu-
fuel-air ratio at a constant rate from a rich to lean mixture. retor venturi.
A2.4.7.1 Horizontal Jet—Specify hole size for method and
NOTE A2.4—Falling level reservoir assemblies are utilized for the
bracketing–dynamic fuel level test procedure of this test method and by operating conditions (75988).
some on-line octane analyzer systems for application of Test Method A2.4.7.2 Carburetor Adjustable Horizontal Jet Assembly—
D 2885. Alternative equipment for a hole sized jet (75988). Install a
(1) The cross sectional area of the reservoir determines the tapered needle, screw adjustable, with or without a graduated
rate at which the fuel level falls. Within the range that scale, so that the needle enters a standard horizontal jet (75988)
establishes a fuel level for maximum K.I. in the carburetor that is drilled to approximately a 0.050-in. diameter. Adjust-
vertical jet between 0.7 and 1.7 in., referenced to the centerline ment of the needle permits changing the flow characteristics of
of the carburetor venturi, the cross sectional area of the fuel delivered to the vertical jet of the carburetor. A change in
reservoir shall be constant and not less than 3830 mm2(5.9 needle setting effectively changes the fuel level at which the
in.2). fuel-air ratio for maximum knock intensity occurs for a specific
A2.4.6.4 Spill Carburetor Reservoir Assembly, applicable fuel.
for systems that depend on delivering a continuous flow of A2.4.8 Belting, Engine Flywheel to Power Absorption
sample fuel so that fuel in the vertical jet of the carburetor is Motor—Set of two, C section V-belts approximately 2160 mm
maintained at a constant level located within the range from 0.7 (85 in.) in length (B5500). The same specification applies for
to 1.7 in., referenced to the centerline of the carburetor venturi. both 50 and 60 Hz power installations. (Warning—The
This type of apparatus requires use of an adjustable delivery cross-sectional dimensions of the V-belts are critical for the
(horizontal) jet to vary fuel-air ratio and establish the proper knock testing unit to operate at the specified rotational speed.)
setting for maximum K.I. A2.4.9 Electrical Switchgear—Includes input connections
and circuit protection for three phase power to operate the
NOTE A2.5—A spill carburetor assembly is utilized by some on-line power absorption motor and single phase power to operate
octane analyzer systems for application of Test Method D 2885. start-stop circuitry, controls, heaters, safety devices, and instru-
A2.4.7 Fuel Flow Control Jet—An orifice having an inter- mentation. Circuit design shall ensure that failure of either the
nal diameter sized to restrict fuel flow to the vertical jet of the single phase or three phase power source will disconnect the
carburetor for use with fuel delivery systems that are dependent other source.

A3. INSTRUMENTATION DESCRIPTION AND SPECIFICATIONS

A3.1 Instrumentation design criteria established to make them simulate the knock
A3.1.1 The single cylinder test engine unit for the determi- measuring characteristics of the bouncing pin system, which
nation of O.N. is manufactured by Waukesha Engine Division, was the original instrumentation.
Dresser Industries, Inc., and includes both critical and non- A3.2.3 Detonation Pickup—Model D1 (109927) having a
critical instrumentation. Waukesha Engine Division Reference pressure sensitive diaphragm, magnetostrictive core rod, and
Numbers are included in parentheses after all critical items, coil incorporated in a hollow steel housing to generate a
and where appropriate for non-critical items, although these voltage proportional to rate-of-change of pressure within the
latter listings do not imply they are mandatory. combustion chamber. The specifications are as follows:
NOTE A3.1—The Waukesha Engine Division Reference Numbers are
A3.2.3.1 Single pin output electrical connector having an
11⁄16– 24 male thread.
for the purpose of specifying components as applicable to this test method.
These numbers are not to be used for purchasing parts from the supplier. A3.2.3.2 7⁄8–18 male threaded housing for installation in the
Users must always refer to the part numbers listed in the current Waukesha cylinder.
Engine Division CFR Parts Catalog when ordering components.
A3.2.3.3 Overall length of 213⁄16 in.
A3.2 Critical Instrumentation A3.2.3.4 Maximum housing diameter of 11⁄16 in.
A3.2.1 Critical instrumentation components or specifica- A3.2.3.5 Electrical Resistance Cold, approximately 480 V
tions, or both, which shall be used for these test methods, are when measured between the center connector pin and the
listed. housing at room temperature.
A3.2.2 Knock Measurement System—Determination of the A3.2.3.6 Electrical Resistance Hot, approximately 650 V
O.N. of spark-ignition engine fuels requires measurement of when measured between the center connector pin and the
the intensity of knock that is produced in the test engine housing at engine operating temperature.
combustion chamber. The multicomponent knock measure- A3.2.3.7 Output Voltage—New pickups are quality control
ment system instrumentation (see Fig. A3.1) includes a deto- tested to produce at least a 1.8 V positive pulse from zero to
nation pickup (sensor), a detonation meter to condition the peak of the detonation signal spike. This measurement is made
knock signal, and a knockmeter to display the K.I. signal. All with the pickup operating in a Motor method engine on a
of these components are critical because of their empirical volumetric blend of 74 % toluene, 15 % isooctane, and 11 %

25
 D 2699 – 02

FIG. A3.1 Components of Knock Measurement Instrumentation

n-heptane at standard conditions with the pickup center con- sensitivity to changes in knock level (spread), and adjustment
nector pin only connected to a calibrated cathode ray oscillo- of the signal amplification (meter reading) so that the signal
scope. can be scaled for display.
A3.2.4.3 Qualification—Whenever a detonation meter com-
NOTE A3.2—Pickup output voltage normally increases with age as
exposure to detonation pressures causes the thin diaphragm to conform ponent is replaced or the meter is suspected of malfunction, test
more closely to the curved anvil of the internal core rod assembly. Such the detonation meter in accordance with the Model 501-C
voltage changes are not known to adversely affect knock intensity Detonation Meter Performance Qualification Procedure32 that
measurements or octane ratings. specifies two checks of the electrical functions.
A3.2.4 Detonation Meter—(Model 501-C) The specifica- (1) The input filter frequency response characteristic.
tions are as follows: (2) The peak detection efficiency check which tests the
A3.2.4.1 Input filter (low pass) that, for each combustion circuitry to ensure that the knock signals are faithfully trans-
cycle, develops a characteristic pulse that depicts the rate-of- mitted throughout the signal conditioning steps to produce the
change of pressure as normal combustion takes place along proper output signal.
with the sharp pulse resulting from knock. Selection of the A3.2.5 Signal Cables:
critical frequency range provides the means by which the
electronic metering system duplicates the measurement process Cable Description Reference No.
Input Cable Detonation pickup to amplifier 210109
based on the original bouncing pin performance that created Output Cable Amplifier to display instrument 111279
the O.N. scale. The required signal frequency response char-
acteristic is as follows: A3.2.6 Knockmeter—(109980) having the following speci-
Input Frequency, Hz Output Frequency Response, dB
fications:
dc to 2000 −0.5 6 1.0 A3.2.6.1 Type—Electrical analogue indicating instrument
2250 −3.0 6 0.2 operating on the d’Arsonval principle.
2500 −6.5 6 0.3
5000 <−40
A3.2.6.2 Suspension—Pivot and jewel or taut-band.
6500 6 100 Point where dB drop maximizes and re- A3.2.6.3 Scale—Length equal to or greater than 5.0 in. with
verses (point of minimum output) angular needle deflection of 250°.
A3.2.4.2 Amplifier and associated regulated power supply A3.2.6.4 Scale Divisions—100 equal valued divisions, ten
circuitry to condition the filtered frequency signal and develop major, two intermediate, and five minor.
a steady output that is proportional to the average portion of the A3.2.6.5 Operating Position—Vertical 620°.
rate-of-change of pressure characteristic that is due to knock. A3.2.6.6 Readability—0.5 division by a person of normal
This requires subtracting the part of the signal that results from vision viewing from a distance of 1 m (3 ft).
normal combustion, integrating the resulting knock pulses and A3.2.6.7 Case—Sealed to prevent entrance of dust and
converting the half-wave ac characteristic to a dc output vapors.
potential for display. Inherent in the measurement process is
the requirement for adjustment of several variables; signal bias
(zero) calibration, selection of the degree of integration for 32
Supporting data have been filed at ASTM International Headquarters and may
acceptable signal-to-noise ratio (time constant), selection of the be obtained by requesting Research Report RR: D02-1326.

26
 D 2699 – 02
A3.2.6.8 Range—Incorporate the proper shunt resistance A3.2.7 System Tracking Accuracy Check—The knockmeter
for the knockmeter by selection and measurement of current connected to the detonation meter shall respond accurately and
range and meter resistance as follows: linearly to specific input signals based on measurements
(1) Knockmeter current, 1.0 mA # IM# 3.0 mA. determined using the following procedure:
(2) Knockmeter resistance, RM# (0.0325/IM) − 9.901 V. A3.2.7.1 Test Equipment Required:
(3) Measurement of Knockmeter Resistance— (1) Stable dc signal source, such as Size D alkaline battery
Simultaneously measure the full scale current through the (1.5 V).
knockmeter, IM, and the voltage drop across the knockmeter, (2) Battery holder.
VM. Compute RM = VM/IM. (3) Amphenol No. 80, MC2M cable plug for connecting
(4) Compute the correct shunt resistance to be used with the signal source to the detonation meter input connector.
the knockmeter: (4) Detonation meter.
1000 RMIM (5) Single conductor, insulated, electrical wire.
RS 5 (A3.1)
3.28 2 IM ~1000 1 RM! (6) Knockmeter.
(5) Connect this value of RS securely and permanently (7) Assemble test equipment components in accordance
across the knockmeter terminals. with Fig. A3.2.
A3.2.7.2 Check Procedure—Perform the following steps
NOTE A3.3—A knockmeter with a selected shunt resistance connected with the engine stopped to minimize electrical interference:
directly across it can only be utilized with a detonation meter (model 501
(1) Turn off the detonation meter POWER switch and
types) amplifier circuit that includes an output resistance, R-260 of 1000
V but does not include an internal shunt resistor, R-261 = 10 V. record METER READING and SPREAD control dial settings
to facilitate return to normal operating conditions at the
A3.2.6.9 Precision and Damping Check—The knockmeter completion of this check procedure.
with applied shunt resistance shall comply with the require-
(2) Zero the knockmeter needle mechanically, using the
ments of the following test procedure:
adjusting screw provided on the knockmeter face.
(1) Adjust the knockmeter pointer to zero.
(3) Disconnect the pickup cable from the detonation meter
(2) Connect the knockmeter (shunted) to a variable voltage
input socket and connect the dc signal source to this socket.
source in series with a resistor of 1000 V6 1 %.
(4) Turn on the detonation meter POWER switch.
(3) Range Check—Apply an exciting voltage (Ve) to
(5) Set the detonation meter METER switch to OPERATE,
produce a full scale knockmeter reading of exactly 100 (with
the coarse SPREAD (outer step dial) control to 5, the fine
tapping). Record the voltage across the knockmeter as Vfs.
SPREAD (inner dial) fully counterclockwise to 0 and the
Required: Vfs 5 3.28 V 6 5 % (A3.2) TIME CONSTANT selector to 1.
(4) Knockmeter Tracking Error (TE) Check—Apply an (6) Adjust METER READING coarse and fine controls to
exciting voltage (Ve) to sequentially produce knockmeter achieve a mid-scale knockmeter reading and allow the system
readings (M) of 20, 30, 40, 50, 60, 70, and 80 divisions on the to reach equilibrium.
knockmeter scale. Record M and Ve, at each point. (7) Establish a knockmeter reading of 80 by first setting the
Compute TE 5 M 2 ~Ve/Vfs! 3 100 for each point (A3.3) SPREAD coarse control to 8 and then adjusting the METER
READING dial to obtain exactly 80 knockmeter divisions.
Required: Maximum TE 5 61 %
(Warning—Allow 10 s for equilibrium after any change and
(5) Repeatability Check—Without tapping or overshoot, tap the knockmeter near its pivot point before each reading in
apply an exciting voltage to exactly produce a mid-scale (50) this and succeeding steps.)
knockmeter reading. Record the voltage across the knockmeter (8) Establish a knockmeter reading of 20 by first setting the
as VA. Increase the exciting voltage until full-scale deflection or SPREAD coarse control to 2 and then adjusting the ZERO
a knockmeter reading of 100 is obtained, then reduce the screw to obtain exactly 20 knockmeter divisions.
exciting voltage until, without overshoot or tapping, the
knockmeter is again at mid-scale (50). Record the voltage NOTE A3.4—The ZERO screw is accessible by removing the restrained
cap cover.
across the knockmeter as VB.
Compute repeatability 5 @~VA 2 VB!/Vfs# 3 100 (A3.4) (9) Repeat the last two interacting steps to establish pre-
cisely 80 and 20 knockmeter readings when the SPREAD
Required: Maximum repeatability 5 60.5 %
coarse control is set to 8 and 2 respectively.
(6) Damping Check—By trial and error, determine that (10) Record the knockmeter reading for each SPREAD
value of exciting voltage that, when suddenly applied, will coarse control setting from 2 through 8.
cause the knockmeter to swing to exactly full scale (M = 100).
When the needle comes to rest, record Mr. NOTE A3.5—A perfectly linear knockmeter system should produce
knockmeter readings that are exactly ten times the SPREAD coarse
Compute percent overshoot 5 @~100 2 Mr!/Mr# 3 100 (A3.5) control setting. Example—A SPREAD coarse control setting of 5 should
Required: Overshoot of less than 25 % result in a knockmeter reading of 50.

A3.2.6.10 The knockmeter shall meet or exceed any other (11) If the knockmeter reading for any SPREAD coarse
performance requirements of USA Standard C-39.1 (American control setting deviates by more than two divisions from
National Standards Institute C39.1—1992) for millimetres of linearity, the tracking accuracy is inadequate and appropriate
accuracy class 1.0. repairs are required.

27
 D 2699 – 02

FIG. A3.2 Test Signal Source—Knockmeter Tracking Accuracy Check

NOTE A3.6—Non-linearity is typically caused by a defective knockme- (2) One digital counter unit is equivalent to one tenth
ter. revolution of the worm shaft and represents 0.0007 in. of
(12) When the tracking accuracy check is completed, re- cylinder height movement.
store the instrument connections and reset the detonation meter A3.2.10.2 Dial Indicator Assembly (110279-ASM), includ-
SPREAD and METER READING dials for normal operation. ing Dial Indicator (110279), Indicator Bracket (110631), Ad-
A3.2.8 Temperature Measurement: justing Screw (111243), Adjusting Screw Bracket (110349) and
A3.2.8.1 Intake Air Thermometer Assembly (106317- associated hardware for connection of the dial indicator and
ASM), using a thermometer having a range from 15 to 70°C bracket to the engine clamping sleeve and the adjusting screw
graduated in 1°C divisions (60 to 160°F graduated in 1°F and bracket to the engine cylinder assembly.
divisions) and conforming to the requirements for Thermom- (1) The dial indicator assembly is only applicable for knock
eter 83C (83F) in Specification E 1. testing units that are used for octane rating determined by the
bracketing procedures.
NOTE A3.7—The thermometer or other components of the intake air
thermometer assembly are not available as separate items. (2) The dial indicator assembly provides a direct measure
of cylinder height movement and is readable to 0.001 in.
A3.2.9 Pressure Measurement: Although it is not required when a compression ratio digital
A3.2.9.1 Compression Pressure Gage Assembly (110304- counter assembly is utilized, it may be used, on units so
ASM), including a 0 to 300 psi Pressure Gage (105028), equipped, as a secondary or backup reference of cylinder
Deflator Assembly (110305), Flexible Hose Assembly height.
(110641), Barrel (75777), Check Valve Assembly (105033),
Screen Plug Assembly (75988-ASM), and Check Valve Washer A3.3 Equivalent Instrumentation
(75941). The complete assembly shall be regularly calibrated
using suitable pneumatic dead weight testing equipment. A3.3.1 Detonation Meter—Model 501-T—This instrument
A3.2.10 Cylinder Height Measurement: is no longer manufactured.
A3.2.10.1 Compression Ratio (Digital) Counter Assembly A3.3.1.1 Input filter (low pass), having the same signal
(110514-ASM), including compression Ratio Counter frequency response characteristic specified for the Model
(110514), Flexible Shaft (110513) and associated hardware for 501-C detonation meter.
connection of the flexible shaft to the engine cylinder clamping A3.3.1.2 Amplifier and associated regulated power supply
sleeve and worm shaft. circuitry to condition the filtered frequency signal and develop
(1) The digital counter assembly is required for knock a steady output that is proportional to the average portion of the
testing units that are used for octane ratings determined using rate-of-change of pressure characteristic that is due to knock.
the C.R. procedure. It may also be utilized for knock testing NOTE A3.8—The Model 501-T detonation meter can be checked using
units used for octane ratings determined by the bracketing the procedures that are given in ASTM Research Report D02-1326.32
procedures. However, application of these procedures may not be very useful.

28
 D 2699 – 02
A3.3.2 Strip-chart Recorder, for K.I. indication, can be A3.4 Non-Critical Instrumentation
connected to the detonation meter output in parallel with the A3.4.1 Temperature Measurement:
knockmeter. Select a recorder meeting the following specifi- A3.4.1.1 Temperature Controller (111412), with associated
cation: thermal sensor, for on/off or proportional temperature control
A3.3.2.1 Input Signal Range—10.0 mV full-scale. to within the specified limits as measured by the Intake Air
A3.3.2.2 Input Impedance—Greater than 1 meg ohm. Thermometer.
A3.3.2.3 Scale—Length equal to or greater than 127 mm A3.4.1.2 Cylinder Jacket Coolant Thermometer
(5.0 in.). Assembly (105180-ASM), using a thermometer having a range
A3.3.2.4 Scale Divisions—100 equal valued divisions, ten from −15 to 105°C graduated in 1°C divisions (0 to 220°F
major, two intermediate, and five minor. graduated in 2°F divisions) and conforming to the require-
A3.3.2.5 Chart Speed—127 to 254 mm/h (5 to 10 in./h) is ments for Thermometer 82C (82F) in Specification E 1.
adequate. The user may specify another chart speed range if
desired. NOTE A3.9—The thermometer or other components of the cylinder
jacket coolant thermometer assembly are not available as separate items.
A3.3.2.6 The recorder shall have an ungrounded differential
input for parallel operation with a knockmeter, both terminals A3.4.1.3 Engine Crankcase Lubricating Oil Temperature
of which are approximately 50 V dc above ground. Indicator (105321), having a range from 15 to 85°C readable
A3.3.2.7 Recorder zero and span adjustment features are to 3°C (60 to 180°F readable to 5°F).
desirable. A recorder and knockmeter connected in parallel A3.4.2 Pressure Measurement:
may not read the same value of K.I. Recorder zero and span A3.4.2.1 Crankcase Internal Pressure Gage (pressure/
adjustment is permissible to cause the instruments to agree vacuum gage) (109929), with a range that includes −500 to
over the range from 20 to 80 divisions. If these adjustment 500 mm (−20 to 20 in.) of water. A water manometer may be
features are not available on a specific instrument, connect a substituted.
1000 ohm, 1 W precision multi-turn potentiometer across the A3.4.2.2 Exhaust Back Pressure Gage, with a range that
recorder input signal terminals and adjust it to cause the includes 0 to 500 mm (0 to 20 in.) of water. A water manometer
instruments to read the same. is a satisfactory alternative.

A4. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS

A4.1 Camshaft Timing and Valve Lift Measurement—The A4.1.2 Timing Check Procedure:
camshaft for the Model CFR-48 crankcase has intake and A4.1.2.1 Measurement is best made when the cylinder
exhaust cam lobes both ground to produce a valve lift of 0.238 assembly is removed from the crankcase although it is possible
in. Each lobe is designed to include a quieting ramp at the with the cylinder and valve mechanism in place.
beginning and end of the contour change from the base circle A4.1.2.2 Assemble a dial indicator on the deck of the
diameter. These quieting ramps are flat spots in the contour that crankcase so that it can be positioned to indicate the lift of the
occur at 0.008 to 0.010 in. rise from the base circle of the lobe intake valve lifter.
and that extend for typically 4 to 6° of crank angle rotation. A4.1.2.3 The dial indicator must have a minimum travel of
Actual valve lift does not take place until valve clearance is 0.250 in. and read to 0.001 in.
overcome, and this is essentially coincident with the flat spot of A4.1.2.4 Position the flywheel to tdc on the compression
the quieting ramp. The maximum height of the lobe from the stroke and set the dial indicator to zero.
base circle is typically 0.248 in. A4.1.2.5 Rotate the flywheel in the normal direction until
the valve lifter rises, causing movement of the dial indicator.
A4.1.1 Measurement Principle—It is difficult to define the A4.1.2.6 Continue flywheel rotation until the dial indicator
actual point at which a valve should open or close because the reading is 0.054 in.
event takes place on the quieting ramp where the rate-of- A4.1.2.7 Read the flywheel crank angle and compare it to
change of the cam profile is minimal. The following procedure the specification which is 30°.
uses a point higher up on the contour of the lobes where A4.1.2.8 If the observed crank angle is within 30 6 2°, the
maximum lift velocity occurs. Thus, all timing events are timing is satisfactory. Otherwise, the camshaft needs retiming
referenced to the flywheel crank angle degree readings, which either by shifting the cam gear with respect to the crankshaft or
occur at a rise of 0.054 in. off the cam lobe base circle. Timing by relocating the cam gear on its shaft using one of the other
of the camshaft can be judged by the measurement of the intake three keyways. Changing the point of mesh of the cam gear
valve opening event, which along with the exhaust valve with respect to the crankshaft by one full gear tooth makes a
closing event are the so-called“ top end” events that are most 9.5° change on the flywheel for a given mark. Four keyways in
critical. Fig. A4.1 illustrates both the intake and exhaust lobe the cam gear permit shifts of timing in 1° 11 min increments
profiles and their relationship in the 720° of rotation of the for a given mark. Cam gears are supplied with an X mark at the
flywheel during one combustion cycle. tooth to be aligned with the corresponding X mark on the

29
 D 2699 – 02

FIG. A4.1 Camshaft Timing Diagram

crankshaft gear. If another keyway is used, the gear X mark is

irrelevant and the proper tooth for the unmarked keyway must
be determined. Greater detail is available from the manufac-
turer.
NOTE A4.1—The other valve opening and closing events may also be
checked but the single measurement based on the intake valve opening
event is sufficient to make the judgment as to proper camshaft timing.
A4.1.3 Valve Lift Check Procedure:
A4.1.3.1 With the dial indicator still positioned over the
intake valve lifter, continue rotation of the flywheel until a
maximum reading is obtained on the dial indicator.
A4.1.3.2 Read the dial indicator and compare it to the
specification, which is 0.246 to 0.250 in. If the rise is less than
0.243 in. from the base circle of the cam, wear of the lobe
occurred and camshaft replacement is indicated. FIG. A4.2 C.R. Digital Counter
A4.1.3.3 Valve lift for the exhaust cam lobe should also be
checked by repeating the procedure with the dial indicator
positioned over that valve lifter. The lift specification is the
two digital display counters or indicators. The input shaft of the
same as for the intake valve lifter.
unit is directly connected to the upper digital indicator and the
A4.2 Basic Cylinder Height Indexing: digital counter reading responds to any rotation of the worm
A4.2.1 Measurement Principles—Compression ratio is a shaft which moves the engine cylinder up or down. The lower
significant variable in relation to knock in internal combustion digital indicator is directly connected to the input shaft of the
engines and is a basic parameter for the knock testing methods. unit when a selector knob is positioned to 1 but is disengaged
The CFR engine cylinder and clamping sleeve mechanism when the selector knob is at any other position. The disengage-
provide a means to change C.R. by moving the cylinder up or ment feature is utilized to offset the lower indicator from the
down with respect to the crankcase. As a convenient alternative upper indicator so that the differential digital counter reading
to determination of the actual C.R., the vertical position of the can be compensated for other than standard barometric pres-
cylinder can be measured and provides an indication that is sure conditions. The reading on the lower digital counter thus
proportional to C.R. Two approaches to indicating the cylinder provides compensated values for knock test units operated at
height are applicable as follows: other than standard 29.92 in. Hg (101.0 kPa) (barometric
A4.2.1.1 Compression Ratio Digital Counter Assembly— pressure conditions. Digital counter reading changes in direct
See Fig. A4.2. A flexible cable connects the cylinder clamping proportion to C.R. and a digital counter reading change of one
sleeve worm shaft to a mechanical digital counter unit that has digit is equal to 0.0007 in. movement of the cylinder height.

30
 D 2699 – 02
A4.2.1.2 Dial Indicator Assembly—See Fig. A4.3. The dial compression pressure that must be produced at standard
indicator is fastened to the cylinder clamping sleeve by a operating conditions with the CFR engine motoring. The
bracket. An adjusting screw with a flat circular anvil that cylinder height instrument is then set to the uncompensated
contacts the spindle of the dial indicator is supported in a basic value. For C.R. digital counter assemblies, the basic
second bracket, which is fastened to the engine cylinder. The digital counter reading is 930. For dial indicator assemblies, the
adjusting screw provides the means to set the dial indicator to basic dial indicator reading is 0.352 in.
the proper reading when the device is being indexed and is then A4.2.3 Basic Cylinder Height Indexing Procedure:
locked in place by a lock nut tightened against the bracket. Dial A4.2.3.1 Operate the knock test unit for sufficient time to
indicator readings change in inverse proportion with respect to reach temperature equilibrium, on a typical sample fuel, at
C.R., increasing in value when the cylinder is raised in the standard operating conditions with the IAT regulated to the
clamping sleeve. Cylinder height movement is indicated to the value specified in Annex A6 tables for the prevailing baromet-
nearest 0.001 in. There is currently no commercial offset ric pressure. (Warning—In addition to other precautions, users
mechanism to provide directly compensated dial indicator of the C.R. digital counter assembly are urged to set the upper
readings for knock test units operated at other than standard and lower digital counters so that they both display the same
29.92 in. Hg (101.0 kPa) barometric pressure conditions. value to ensure that indexing will be based on an uncompen-
A4.2.2 Establishing Basic Cylinder Height—The cylinder sated reading.)
height measurement instruments must be indexed to a stan- A4.2.3.2 Cylinder height indexing requires the determina-
dardized value after every top overhaul or equipment change tion of compression pressure using the compression pressure
that affects the combustion chamber. Originally, the clearance gage assembly specified as critical instrumentation. The gage
volume of the combustion chamber was set by introducing a assembly shall have been calibrated in accordance with the
specified volume of water to fill the clearance volume to the top instructions provided by the manufacturer. See Fig. A4.4.
of the pickup hole and then setting the indicator to a specific A4.2.3.3 The following steps shall be performed as quickly
value. Experience has demonstrated that cylinder height index- as possible to ensure that the pressure readings represent hot
ing can be achieved by adjusting the cylinder position until a engine conditions.
specified compression pressure is produced dependent on the
(1) Collect and have ready, a calibrated compression pres-
prevailing barometric pressure. Fig. 2 is utilized to indicate the
sure gage assembly and the tools required to remove the
detonation pickup and install the gage assembly in the com-
bustion chamber pickup hole.
(2) Users of the C.R. digital counter assembly shall discon-
nect the flexible cable by loosening the set-screw and slipping
the cable connector off the digital counter unit and manually set
the upper and lower digital counter readings so that both read
930.

FIG. A4.3 Cylinder Height Dial Indicator FIG. A4.4 Compression Pressure Gage Assembly

31
 D 2699 – 02
(3) Determine the prevailing barometric pressure and using A4.3.1 Operate the knock test unit for sufficient time to
Fig. 2, read the compression pressure expected for cylinder reach temperature equilibrium, on a typical sample fuel having
height instrument indexing. an O.N. between 95 and 100, at standard operating conditions
(4) Shut the engine down by turning the fuel off, turning the and with the IAT regulated to 51.7 6 1°C (125 6 2°F).
ignition switch off, and then positioning the engine power A4.3.2 Collect and have ready, a calibrated compression
switch to off. pressure gage assembly and the tools required to remove the
(5) Drain all fuel from the carburetor. detonation pickup and install the gage assembly in the com-
(6) Remove the detonation pickup cable connector, unscrew bustion chamber pickup hole.
the detonation pickup from the cylinder, and install the A4.3.3 Shut the engine down by turning the fuel off, turning
compression pressure gage assembly. (Warning—Avoid con- the ignition switch off and then positioning the engine power
tact with the detonation pickup because it is extremely hot and switch to off.
can cause serious burns.) A4.3.4 Drain all fuel from the carburetor.
(7) Check that the ignition switch is off and that all fuel has A4.3.5 Remove the detonation pickup cable connector,
been drained from the carburetor. unscrew the detonation pickup from the cylinder, and install
(8) Restart the engine and operate in a motoring mode only. the compression pressure gage assembly. (Warning—Avoid
(9) Observe the compression pressure gage reading and contact with the detonation pickup because it is extremely hot
adjust the cylinder height so that the expected compression and can cause serious burns.)
pressure is indicated. Release the pressure once or twice using A4.3.6 Check that the ignition switch is off and that all fuel
the deflator valve and make any required change in cylinder has been drained from the carburetor.
height so that the expected compression pressure is obtained. A4.3.7 Restart the engine and operate in a motoring mode
(Warning—In addition to other precautions, read the compres- only.
sion pressure gage in whatever position it faces without A4.3.8 Determine the compression pressures at the cylinder
twisting the gage and hose, which can distort the readings.) height settings for the two O.N. levels in accordance with Table
(10) Users of the C.R. digital counter assembly must recon- A4.2:
nect the flexible cable to the unit and tighten the set-screw A4.3.8.1 Use cylinder height settings compensated for baro-
while being careful not to change the digital counter readings metric pressure as specified in Annex A6 tables.
from 930. A4.3.8.2 Observe the compression pressure and record the
(11) Users of the dial indicator assembly must loosen the readings.
lock nut, set the adjusting screw so that the dial indicator A4.3.8.3 If the compression pressures are not within the
reading is 0.352 in., and then tighten the lock nut. Several limits, repeat the basic cylinder indexing procedure, and if
repeats of the adjustment may be required to obtain the necessary, perform the maintenance required to obtain the
0.352-in. reading when the lock nut is retightened. proper compression characteristic.
(12) Shut the engine down, remove the compression pres-
sure gage assembly, install the detonation pickup with a new A4.4 Setting Standard K.I.—O.N. ratings, regardless of
gasket, and tighten the pickup to the torque setting specified in octane level or barometric pressure, are presumed to be
Table A4.1. determined at approximately the same degree of knock, which
is termed standard K.I. Every engine follows a natural track or
A4.3 Checking Compression Pressures—Checking com- characteristic of cylinder height variation with changes in O.N.
pression pressure with the engine operating at each of two that is based on the assumed standard K.I. The average of the
different C.R. conditions can be a useful indicator of combus- values determined for numerous engines defines the guide table
tion chamber and valve condition. The C.R. values selected for of standard K.I. for this test method. The basic setting,
making the research method checks are those for 93.4 and 105 established when the detonation meter was first accepted,
O.N. levels. duplicated the cylinder height at 85 O.N., which had been used
for the original bouncing pin. “Setting the engine on the guide
TABLE A4.1 Torque Specification Values table,” a term that has been utilized historically, denotes
Item Torque, lbf-ft Torque, N-m operating the engine on a PRF blend of known O.N., under
Cylinder clamping sleeve: standard conditions, with the cylinder height set to the value
Long stud nuts 42 57 specified by the appropriate guide table. If the fuel-air ratio is
Short stud nuts 83 113 then adjusted to the maximum knock condition, the engine will
Cylinder clamping cam bolt nutA 10 14
Cylinder clamping bolt nutB 5 7 be operating at standard K.I. Adjustment of the detonation
Crankshaft balancing weight bolts 100 136 meter to cause the knockmeter to read 50 6 2 divisions,
Balancing shaft weight bolts 100 136
Balancing shaft weight bolt locknuts 75 102
Balancing rod bolts (high speed crankcase) 100 136
Connecting rod bolts 104 141 TABLE A4.2 Specifications for Checking Compression Pressures
Flywheel nut 200 271
Octane number 93.4 105
Spark plug 25 to 30 34 to 41
Compensated digital counter setting 778 1061
Detonation pick-up, type D-1 30 41
Compensated dial indicator setting, in. 0.460 0.259
A
With clamp handle in locked position. (Warning—Do not exceed 25 lbf-ft to Compression pressure, psi 169 6 2 2416 4
avoid cylinder distortion.) (1.16 6 0.01) (1.66 6 0.02)
B
When motorized C.R. changer is used.

32
 D 2699 – 02
establishes the required numerical display of this standardized
knock condition.
A4.4.1 The procedure for setting standard K.I. at any
selected O.N. level is as follows:
A4.4.1.1 Prepare a PRF blend for the O.N. selected and
introduce it to a fuel tank and position the fuel selector-valve to
operate the engine on this fuel.
A4.4.1.2 Using the appropriate guide table from Annex A6,
and the proper compensation for other than standard baromet-
ric pressure (see Annex A6 tables), determine the cylinder
height (digital counter or dial indicator reading) and adjust the
cylinder height to this value.
A4.4.1.3 Determine the fuel-air ratio for maximum K.I.
A4.4.1.4 Adjust the detonation meter, METER READING,
dials so that the knockmeter reading averages 50 6 2 divisions.

A4.5 Setting Overall Knock Measurement System Param-

eters:
FIG. A4.6 Typical Detonation Meter Spread Characteristic
A4.5.1 Principles of Knock Measurement—The knock mea-
surement system incorporates the detonation pickup, detona-
tion meter, and the indicating knockmeter as illustrated in Fig. below 80 O.N., spread naturally decreases and spread dial
A4.5. The rate-of-change of combustion chamber pressure changes are desirable to maximize sensitivity for optimum
signal produced by the detonation pickup is modulated by the measurement resolution at these lower O.N. levels. Spread can
detonation meter input filter circuit to create a signal that will also naturally decrease as O.N. is increased above 100.
simulate the octane rating characteristics of the original bounc- Resetting the spread dials becomes necessary, in this case, not
ing pin instrumentation. Further conditioning of this signal by only to gain measurement resolution but more importantly, to
the detonation meter circuitry subtracts away the portion that ensure that the electronic conditioning of the detonation meter
represents normal or knock-free operation, amplifies and circuitry removes the portion of the measured signal that
stretches the remaining knock pulse, integrates multiple cycles represents normal combustion. At these high O.N. levels, it is
of the knock pulse to average the engine characteristic, and important that the retained signal represent the knock function
finally produces a dc output signal proportional to knock for and not a “knockless knock” measurement.
display on the knockmeter. A4.5.3 Setting Spread—Setting spread at any selected O.N.
A4.5.2 Spread Characteristic—Detonation meter spread or level involves adjustment of the detonation meter SPREAD
sensitivity (K.I. divisions per O.N.) is a function of the and METER READING controls. Each control has indepen-
detonation meter SPREAD dial settings. Regardless of the dent coarse and fine adjustment dials. See Fig. A4.7. The
spread dial setting, however, K.I. divisions per O.N. varies as control ratio of the coarse dial (10 point switch) to the fine dial
O.N. level is changed because of the engine operating charac- is 10:1 for both SPREAD and METER READING controls.
teristics and the nature of the O.N. scale. The effect of spread Change spread as follows:
variation with O.N. level for a selected spread dial setting is
illustrated in Fig. A4.6. In the 80 to 100 O.N. range, the
maximum amount of spread achievable can be greater than
desired because K.I. reading may become too unstable for
satisfactory observation (excessive signal-to-noise ratio). How-
ever, as the figure demonstrates, a workable spread setting can
be selected to permit rating over a wide O.N. range. Use of a
spread set to approximately 12 to 15 for the 90 O.N. level
typically achieves this condition and reduces the frequency of
making spread dial changes when testing sample fuels in the
commercial fuel O.N. range. When testing samples at levels

FIG. A4.5 Block Diagram of Knock Measurement System FIG. A4.7 Detonation Meter—Front Panel

33
 D 2699 – 02
A4.5.3.1 Operate the engine on the PRF blend for the the guide table C.R. for the O.N. of the PRF and then at the
selected O.N. level at standard operating conditions. C.R. equivalent to one O.N., either higher or lower than that of
A4.5.3.2 To increase spread, increase the knockmeter read- the PRF.
ing to 80 or more by adjusting the fine spread dial clockwise
and then reduce the knockmeter reading to 50 6 3 by adjusting A4.6 Adjusting Crankcase Lubricating Oil Pressure—The
the fine meter reading dial counterclockwise. oil pressure of the lubricating oil in the engine crankcase
A4.5.3.3 To decrease spread, decrease the knockmeter read- gallery is dependent on the setting of the pressure control valve
ing to 20 or less by adjusting the fine spread dial counterclock- located at the lower left side of the engine crankcase when
wise and then increase the knockmeter reading to 50 6 3 by viewed from in front of the engine. See Fig. A4.8.
adjusting the fine meter reading dial clockwise. A4.6.1 Adjust the oil pressure with the engine hot and
A4.5.3.4 If at any point during the spread adjustment running.
procedure, adequate range of adjustment is not possible using
A4.6.2 Remove the acorn nut and gasket from the oil
the fine controls, the coarse dial for that function should be
pressure control valve assembly.
moved so that proper range is available using the fine dial.
A4.5.4 Measuring Spread—Spread is measured using either A4.6.3 Loosen the gasketed locknut so that the adjusting
a two PRF technique or a one PRF technique. In every case, screw is free.
adjust the PRF fuel-air ratio to produce maximum knock A4.6.4 While observing the engine oil pressure gage, set the
intensity. adjusting screw to obtain the specified 172 to 207 kPa (25 to 30
A4.5.4.1 The two PRF technique measures the change in psi) pressure.
K.I. divisions that occurs when the engine, operating at the A4.6.5 Tighten the gasketed locknut while observing that
guide table C.R. or cylinder height for the O.N. of one PRF, is the pressure remains within limits.
switched to the second PRF that is either 1.0 O.N. higher or A4.6.6 Reinstall the gasket and acorn nut.
lower than the first PRF.
A4.5.4.2 The single PRF technique measures the change in A4.7 Engine Torque Tightening Specifications—See Table
K.I. divisions that occurs when the engine is first operated at A4.2.

FIG. A4.8 Oil Pressure Control Valve Assembly

A5. REFERENCE FUEL BLENDING TABLES

A5.1 See Tables A5.1-A5.3.

34
 D 2699 – 02
TABLE A5.1 Octane Numbers for Blends of 80 Octane PRF and
n-Heptane
Blends of 80 PRF and n-HeptaneA
Octane Number Percent 80 PRF Percent n-Heptane
40.0 50 50
44.0 55 45
48.0 60 40
52.0 65 35
56.0 70 30
60.0 75 25
64.0 80 20
68.0 85 15
72.0 90 10
72.8 91 9
73.6 92 8
74.4 93 7
75.2 94 6
76.0 95 5
76.8 96 4
77.6 97 3
78.4 98 2
79.2 99 1
80.0 100 0
A
O.N. = 0.80 (% 80 PRF).

TABLE A5.2 Octane Numbers for Blends of 80 Octane PRF and

Isooctane
Blends of 80 PRF and IsooctaneA
Octane Number Percent 80 PRF Percent Isooctane
80.0 100 0
81.0 95 5
82.0 90 10
83.0 85 15
84.0 80 20
85.0 75 25
86.0 70 30
87.0 65 35
88.0 60 40
89.0 55 45
90.0 50 50
91.0 45 55
92.0 40 60
93.0 35 65
94.0 30 70
95.0 25 75
96.0 20 80
97.0 15 85
98.0 10 90
99.0 5 95
100.0 0 100
A
O.N. = 0.80 (% 80 PRF) + 1.00 (% isooctane).

35
 D 2699 – 02
TABLE A5.3 Octane Numbers for Blends of Tetraethyllead in
IsooctaneA
NOTE 1—Dilute tetraethyllead (mL TEL/gal basis) is prepared so that
when 2.0 mL of dilute fluid are added to a 400-mL batch of isooctane, the
resulting blend will contain 2.0 mL TEL per U.S. gallon.
mL TEL per mL TEL per
Octane Number Octane Number
U.S. gal U.S. gal
0.0 100.0 1.2 109.6
0.05 100.7 1.4 110.5
0.1 101.3 1.5 111.0
0.2 102.5 2.0 112.8
0.3 103.5 2.5 114.3
0.4 104.4 3.0 115.5
0.5 105.3 3.5 116.6
0.6 106.0 4.0 117.5
0.7 106.8 4.5 118.3
0.8 107.4 5.0 119.1
0.9 108.0 5.5 119.7
1.0 108.6 6.0 120.3
A
O.N.~above 100! 5 100 1
28.28 ~T!
1.0 1 0.736 ~T! 1 @1.0 1 1.472 ~T! 2 0.035216 ~T!2#0.5
where: T = mL TEL per U.S. gal in isooctane.

A6. GUIDE TABLES OF CONSTANT KNOCK INTENSITY

A6.1 See Tables A6.1-A6.5.

TABLE A6.1 Guide Table for Standard Knock Intensity at Standard Barometric PressureA—9⁄16 in. Venturi
Digital Counter Readings for Research Octane Numbers

NOTE 1—See Tables A6.4 and A6.5 for digital counter reading compensation for barometric pressures other than 101.0 kPa (29.92 in. Hg).

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Readings

40 357 357 357 357 358 359 359 359 360 360
41 361 361 361 362 362 363 363 363 364 364
42 364 365 365 366 366 366 367 367 368 368
43 368 369 369 370 370 370 371 371 372 372
44 373 373 373 374 374 375 375 375 376 376

45 377 377 378 378 379 379 380 380 381 382
46 382 383 383 384 384 385 385 386 386 387
47 387 388 388 389 389 389 390 390 390 390
48 391 391 392 392 393 393 394 395 395 396
49 396 397 397 398 399 399 400 400 401 402

50 402 403 403 404 404 405 405 406 406 406
51 407 408 408 409 410 410 411 411 412 412
52 412 413 413 414 414 415 415 416 417 417
53 418 418 419 419 420 420 421 422 422 423
54 423 424 424 425 426 426 427 427 428 428

55 429 429 430 430 431 432 432 433 433 434
56 435 435 436 436 437 437 438 439 439 440
57 440 441 441 442 442 443 443 444 444 445
58 446 446 447 448 448 449 449 450 450 451
59 451 452 453 453 454 454 455 455 456 457

60 457 458 458 459 460 460 461 461 462 462
61 463 464 465 465 466 467 467 468 469 470
62 470 471 471 472 472 473 474 474 475 475
63 476 477 478 478 478 479 479 480 481 481
64 482 483 484 484 485 485 486 486 487 488

65 488 489 490 491 491 492 492 493 494 495
66 495 496 497 498 498 499 500 501 501 502

36
 D 2699 – 02

TABLE A6.1 Continued

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Readings

67 502 503 503 504 505 506 507 508 508 509
68 509 510 510 511 512 513 513 514 515 515
69 516 517 517 518 519 519 520 520 521 522

70 523 524 525 525 526 526 527 527 528 529
71 530 531 532 532 533 533 534 534 535 536
72 537 538 539 539 540 540 541 542 543 544
73 545 546 546 547 548 548 549 550 551 552
74 553 554 554 555 556 557 558 559 560 560

75 561 562 563 564 565 566 567 567 568 569
76 570 571 572 573 574 575 576 577 578 579
77 580 581 581 582 583 584 585 586 587 588
78 589 590 591 592 593 594 595 596 597 598
79 599 600 601 602 603 604 605 606 607 608
80 609 610 611 612 613 614 615 616 617 618
81 619 620 621 622 623 624 625 626 627 628
82 629 630 631 632 633 634 635 636 637 639
83 640 641 642 643 644 645 646 647 648 649
84 650 651 652 653 654 656 657 658 659 660

85 661 663 664 666 667 668 669 670 671 672
86 673 674 675 677 678 680 681 682 683 684
87 685 687 688 689 691 692 694 695 697 698
88 699 700 701 702 704 705 706 708 709 711
89 712 713 715 716 718 719 721 722 723 725

90 726 728 729 730 732 733 735 736 737 739
91 740 742 743 744 746 747 749 750 752 753
92 756 757 759 760 761 763 764 766 767 768
93 770 772 774 776 778 780 781 783 784 785
94 787 789 791 793 795 797 799 801 802 804

95 805 807 809 811 812 814 816 818 820 822
96 824 826 828 830 832 835 837 839 841 843
97 845 847 849 852 854 856 858 860 862 864
98 867 870 873 875 877 880 883 885 888 891
99 893 895 898 900 903 906 909 912 915 917

100 919 924 925 928 932 936 939 940 944 949
101 950 953 957 960 964 967 969 973 976 980
102 983 986 987 990 994 997 1000 1003 1005 1008
103 1011 1014 1017 1019 1022 1025 1028 1031 1034 1036
104 1039 1042 1043 1045 1048 1050 1052 1055 1057 1059

105 1062 1063 1065 1067 1070 1073 1074 1076 1079 1080
106 1081 1084 1086 1087 1090 1091 1093 1094 1097 1098
107 1100 1101 1103 1104 1105 1107 1110 1111 1112 1114
108 1115 1117 1118 1120 1121 1122 1124 1125 1127 1128
109 1131 1132 1134 1135 1136 1138 1139 1141 1142 1142

110 1145 1146 1148 1148 1149 1151 1152 1153 1155 1156
111 1158 1159 1160 1162 1163 1165 1166 1167 1167 1169
112 1170 1172 1173 1175 1176 1177 1179 1180 1182 1183
113 1184 1186 1186 1187 1189 1189 1191 1193 1194 1196
114 1197 1197 1199 1200 1201 1203 1204 1206 1207 1208

115 1208 1210 1211 1213 1214 1215 1218 1220 1221 1222
116 1224 1225 1227 1228 1230 1232 1234 1235 1237 1238
117 1239 1241 1242 1244 1245 1246 1249 1251 1252 1253
118 1255 1256 1258 1259 1260 1262 1265 1266 1268 1269
119 1270 1272 1273 1275 1276 1277 1280 1282 1283 1285

120 1286 1287 1289 1290 ... ... ... ... ... ...
digital counter reading
A
Equivalent dial indicator reading 5 1.012 2 .
1410

37
 D 2699 – 02
TABLE A6.2 Guide Table for Standard Knock Intensity at Standard Barometric PressureA —9⁄16 in. Venturi Research Octane Numbers
for Digital Counter Readings

NOTE 1—See Tables A6.4 and A6.5 for digital counter reading compensation for barometric pressures other than 101.0 kPa (29.92 in. Hg).

Digital 0 1 2 3 4 5 6 7 8 9
Counter
Reading Research Octane Numbers

450 58.8 59.0 59.1 59.3 59.5 59.6 59.8 60.0 60.1 60.3
460 60.4 60.6 60.8 61.0 61.1 61.2 61.4 61.6 61.7 61.8
470 62.0 62.2 62.4 62.5 62.6 62.8 63.0 63.1 63.3 63.6
480 63.7 63.8 64.0 64.1 64.2 64.4 64.6 64.8 65.0 65.1
490 65.2 65.4 65.6 65.7 65.8 66.0 66.1 66.2 66.4 66.5

500 66.6 66.8 67.0 67.2 67.3 67.4 67.5 67.6 67.8 68.0
510 68.2 68.3 68.4 68.6 68.7 68.8 69.0 69.2 69.3 69.4
520 69.6 69.8 69.9 70.0 70.1 70.2 70.4 70.6 70.8 70.9
530 71.0 71.1 71.2 71.4 71.6 71.8 71.9 72.0 72.1 72.2
540 72.4 72.6 72.7 72.8 72.9 73.0 73.2 73.3 73.4 73.6

550 73.7 73.8 73.9 74.0 74.2 74.3 74.4 74.5 74.6 74.7
560 74.8 75.0 75.1 75.2 75.3 75.4 75.5 75.6 75.8 75.9
570 76.0 76.1 76.2 76.3 76.4 76.5 76.6 76.7 76.8 76.9
580 77.0 77.2 77.3 77.4 77.5 77.6 77.7 77.8 77.9 78.0
590 78.1 78.2 78.3 78.4 78.5 78.6 78.7 78.8 78.9 79.0

600 79.1 79.2 79.3 79.4 79.5 79.6 79.7 79.8 79.9 80.0
610 80.1 80.2 80.3 80.4 80.5 80.6 80.7 80.8 80.9 81.0
620 81.1 81.2 81.3 81.4 81.5 81.6 81.7 81.8 81.9 82.0
630 82.1 82.2 82.3 82.4 82.5 82.6 82.7 82.8 82.8 82.9
640 83.0 83.1 83.2 83.3 83.4 83.5 83.6 83.7 83.8 83.9

650 84.0 84.1 84.2 84.3 84.4 84.4 84.5 84.6 84.7 84.8
660 84.9 85.0 85.0 85.1 85.2 85.2 85.3 85.4 85.5 85.6
670 85.7 85.8 85.9 86.0 86.1 86.2 86.2 86.3 86.4 86.4
680 86.5 86.6 86.7 86.8 86.9 87.0 87.0 87.1 87.2 87.3
690 87.4 87.4 87.5 87.6 87.6 87.7 87.8 87.8 87.9 88.0

700 88.1 88.2 88.3 88.4 88.4 88.5 88.6 88.6 88.7 88.8
710 88.8 88.9 89.0 89.1 89.2 89.2 89.3 89.4 89.4 89.5
720 89.6 89.6 89.7 89.8 89.8 89.9 90.0 90.0 90.1 90.2
730 90.3 90.4 90.4 90.5 90.6 90.6 90.7 90.8 90.8 90.9
740 91.0 91.0 91.1 91.2 91.3 91.4 91.4 91.5 91.6 91.6

750 91.7 91.8 91.8 91.9 91.9 92.0 92.0 92.1 92.2 92.2
760 92.3 92.4 92.4 92.5 92.6 92.6 92.7 92.8 92.9 93.0
770 93.0 93.0 93.1 93.2 93.2 93.2 93.3 93.4 93.4 93.4
780 93.5 93.6 93.6 93.7 93.8 93.9 94.0 94.0 94.0 94.1
790 94.2 94.2 94.2 94.3 94.4 94.4 94.4 94.5 94.6 94.6

800 94.6 94.7 94.8 94.8 94.9 95.0 95.0 95.1 95.2 95.2
810 95.2 95.3 95.4 95.4 95.5 95.6 95.6 95.6 95.7 95.8
820 95.8 95.8 95.9 96.0 96.0 96.0 96.1 96.2 96.2 96.2
830 96.3 96.4 96.4 96.4 96.5 96.5 96.6 96.6 96.6 96.7
840 96.8 96.8 96.9 96.9 97.0 97.0 97.0 97.1 97.2 97.2

850 97.2 97.3 97.3 97.4 97.4 97.4 97.5 97.6 97.6 97.6
860 97.7 97.8 97.8 97.8 97.9 97.9 98.0 98.0 98.0 98.1
870 98.1 98.1 98.2 98.2 98.2 98.3 98.4 98.4 98.4 98.5
880 98.5 98.5 98.6 98.6 98.6 98.7 98.7 98.8 98.8 98.8
890 98.9 98.9 99.0 99.0 99.0 99.1 99.1 99.2 99.2 99.2

900 99.3 99.3 99.4 99.4 99.4 99.5 99.5 99.5 99.6 99.6
910 99.6 99.7 99.7 99.7 99.8 99.8 99.8 99.9 100.0 100.0
920 100.0 100.0 100.1 100.1 100.1 100.2 100.2 100.3 100.3 100.3
930 100.4 100.4 100.4 100.4 100.4 100.5 100.5 100.5 100.6 100.6
940 100.7 100.7 100.8 100.8 100.8 100.8 100.8 100.9 100.9 100.9
950 101.0 101.0 101.1 101.1 101.1 101.2 101.2 101.2 101.2 101.3
960 101.3 101.3 101.4 101.4 101.4 101.4 101.5 101.5 101.6 101.6
970 101.6 101.6 101.7 101.7 101.7 101.8 101.8 101.8 101.8 101.9
980 101.9 101.9 102.0 102.0 102.0 102.1 102.1 102.2 102.2 102.3
990 102.3 102.3 102.4 102.4 102.4 102.4 102.5 102.5 102.5 102.6

1000 102.6 102.6 102.7 102.7 102.8 102.8 102.8 102.9 102.9 102.9
1010 103.0 103.0 103.0 103.1 103.1 103.1 103.2 103.2 103.2 103.3
1020 103.3 103.4 103.4 103.4 103.5 103.5 103.5 103.6 103.6 103.6
1030 103.7 103.7 103.7 103.8 103.8 103.8 103.9 103.9 104.0 104.0

38
 D 2699 – 02

TABLE A6.2 Continued

Digital 0 1 2 3 4 5 6 7 8 9
Counter
Reading Research Octane Numbers

1040 104.0 104.1 104.1 104.2 104.2 104.3 104.3 104.4 104.4 104.4

1050 104.5 104.6 104.6 104.6 104.7 104.7 104.8 104.8 104.8 104.9
1060 104.9 105.0 105.0 105.1 105.2 105.2 105.2 105.3 105.3 105.4
1070 105.4 105.4 105.5 105.5 105.6 105.6 105.7 105.7 105.8 105.8
1080 105.9 106.0 106.0 106.1 106.1 106.2 106.2 106.3 106.3 106.4
1090 106.4 106.5 106.6 106.6 106.7 106.7 106.8 106.8 106.9 107.0

1100 107.0 107.1 107.2 107.2 107.3 107.4 107.4 107.5 107.5 107.6
1110 107.6 107.7 107.8 107.8 107.9 108.0 108.0 108.1 108.2 108.2
1120 108.3 108.4 108.5 108.6 108.6 108.7 108.7 108.8 108.9 108.9
1130 109.0 109.0 109.1 109.2 109.2 109.3 109.4 109.4 109.5 109.6
1140 109.6 109.7 109.8 109.9 110.0 110.0 110.1 110.2 110.2 110.4

1150 110.4 110.5 110.6 110.7 110.8 110.8 110.9 111.0 111.0 111.1
1160 111.2 111.2 111.3 111.4 111.4 111.5 111.6 111.7 111.8 111.9
1170 112.0 112.0 112.1 112.2 112.2 112.3 112.4 112.5 112.6 112.6
1180 112.7 112.8 112.8 112.9 113.0 113.0 113.2 113.3 113.4 113.4
1190 113.5 113.6 113.6 113.7 113.8 113.8 113.9 114.0 114.1 114.2

1200 114.3 114.4 114.4 114.5 114.6 114.6 114.7 114.8 114.9 115.0
1210 115.1 115.2 115.2 115.3 115.4 115.5 115.5 115.6 115.6 115.6
1220 115.7 115.8 115.9 116.0 116.0 116.1 116.2 116.2 116.3 116.4
1230 116.4 116.4 116.5 116.6 116.6 116.7 116.8 116.8 116.9 117.0
1240 117.0 117.1 117.2 117.2 117.3 117.4 117.5 117.5 117.6 117.6
digital counter units
A
Equivalent dial indicator reading 5 1.012 2 .
1410

TABLE A6.3 Guide Table for Standard Knock Intensity at Standard Barometric PressureA—9⁄16 in. Venturi Dial Indicator Readings for
Research Octane Numbers

NOTE 1—See Tables A6.4 and A6.5 for digital counter reading compensation for barometric pressures other than 101.0 kPa (29.92 in. Hg).

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Dial Indicator Reading

40 0.759 0.759 0.759 0.759 0.758 0.758 0.758 0.758 0.757 0.757
41 0.757 0.756 0.756 0.756 0.756 0.755 0.755 0.755 0.755 0.754
42 0.754 0.754 0.753 0.753 0.753 0.753 0.752 0.752 0.752 0.751
43 0.751 0.751 0.750 0.750 0.750 0.749 0.749 0.749 0.748 0.748
44 0.748 0.747 0.747 0.747 0.747 0.746 0.746 0.746 0.745 0.745

45 0.745 0.744 0.744 0.744 0.743 0.743 0.743 0.742 0.742 0.742
46 0.741 0.741 0.741 0.740 0.740 0.740 0.739 0.739 0.739 0.738
47 0.738 0.738 0.737 0.737 0.737 0.736 0.736 0.736 0.735 0.735
48 0.735 0.734 0.734 0.733 0.733 0.733 0.732 0.732 0.732 0.731
49 0.731 0.731 0.730 0.730 0.729 0.729 0.729 0.728 0.728 0.728

50 0.727 0.727 0.727 0.726 0.726 0.725 0.725 0.725 0.724 0.724
51 0.724 0.723 0.723 0.723 0.722 0.722 0.721 0.721 0.721 0.720
52 0.720 0.720 0.719 0.719 0.718 0.718 0.718 0.717 0.717 0.717
53 0.716 0.716 0.715 0.715 0.715 0.714 0.714 0.713 0.713 0.713
54 0.712 0.712 0.711 0.711 0.711 0.710 0.710 0.710 0.709 0.709

55 0.708 0.708 0.707 0.707 0.707 0.706 0.706 0.705 0.705 0.705
56 0.704 0.704 0.703 0.703 0.703 0.702 0.702 0.702 0.701 0.701
57 0.700 0.700 0.699 0.699 0.699 0.698 0.698 0.697 0.697 0.697
58 0.696 0.696 0.695 0.695 0.695 0.694 0.694 0.693 0.693 0.692
59 0.692 0.692 0.691 0.691 0.690 0.690 0.689 0.689 0.689 0.688

60 0.688 0.687 0.687 0.687 0.686 0.686 0.685 0.685 0.684 0.684
61 0.683 0.683 0.682 0.682 0.681 0.681 0.681 0.680 0.680 0.679
62 0.679 0.678 0.678 0.677 0.677 0.677 0.676 0.676 0.675 0.675
63 0.674 0.674 0.673 0.673 0.673 0.672 0.672 0.671 0.671 0.671
64 0.670 0.670 0.669 0.669 0.668 0.668 0.667 0.667 0.666 0.666

65 0.666 0.665 0.665 0.664 0.664 0.663 0.663 0.662 0.662 0.661
66 0.661 0.660 0.660 0.659 0.659 0.658 0.658 0.657 0.657 0.656

39
 D 2699 – 02

TABLE A6.3 Continued

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Dial Indicator Reading

67 0.656 0.655 0.655 0.654 0.654 0.653 0.653 0.652 0.652 0.651
68 0.651 0.650 0.650 0.649 0.649 0.648 0.648 0.647 0.647 0.647
69 0.646 0.645 0.645 0.645 0.644 0.643 0.643 0.643 0.642 0.642

70 0.641 0.641 0.640 0.640 0.639 0.639 0.638 0.638 0.637 0.637
71 0.636 0.636 0.635 0.635 0.634 0.634 0.633 0.633 0.632 0.632
72 0.631 0.631 0.630 0.630 0.629 0.629 0.628 0.627 0.627 0.626
73 0.626 0.625 0.625 0.624 0.623 0.623 0.622 0.622 0.621 0.621
74 0.620 0.619 0.619 0.618 0.618 0.617 0.616 0.616 0.615 0.615

75 0.614 0.613 0.613 0.612 0.611 0.611 0.610 0.610 0.609 0.609
76 0.608 0.607 0.606 0.606 0.605 0.605 0.604 0.603 0.602 0.602
77 0.601 0.600 0.600 0.599 0.598 0.598 0.597 0.596 0.596 0.595
78 0.594 0.594 0.593 0.592 0.592 0.591 0.590 0.590 0.589 0.588
79 0.587 0.587 0.586 0.585 0.584 0.584 0.583 0.582 0.581 0.581
80 0.580 0.579 0.578 0.578 0.577 0.576 0.576 0.575 0.574 0.574
81 0.573 0.572 0.571 0.571 0.570 0.570 0.569 0.568 0.567 0.567
82 0.566 0.565 0.564 0.564 0.563 0.562 0.562 0.561 0.560 0.559
83 0.558 0.558 0.557 0.556 0.555 0.555 0.554 0.553 0.552 0.552
84 0.551 0.550 0.549 0.549 0.548 0.547 0.546 0.546 0.545 0.544

85 0.543 0.542 0.541 0.540 0.539 0.539 0.538 0.537 0.536 0.535
86 0.534 0.534 0.533 0.532 0.531 0.530 0.529 0.528 0.527 0.527
87 0.526 0.525 0.524 0.523 0.522 0.521 0.520 0.519 0.518 0.517
88 0.517 0.516 0.515 0.514 0.513 0.512 0.511 0.510 0.509 0.508
89 0.507 0.506 0.505 0.504 0.503 0.502 0.501 0.500 0.499 0.498

90 0.497 0.496 0.495 0.494 0.493 0.492 0.491 0.490 0.489 0.488
91 0.487 0.486 0.485 0.484 0.483 0.482 0.481 0.480 0.479 0.478
92 0.476 0.475 0.474 0.473 0.472 0.471 0.470 0.469 0.468 0.467
93 0.466 0.464 0.463 0.462 0.460 0.459 0.458 0.457 0.456 0.455
94 0.454 0.452 0.451 0.450 0.448 0.447 0.446 0.444 0.443 0.442

95 0.441 0.440 0.438 0.437 0.436 0.434 0.433 0.431 0.430 0.429
96 0.427 0.426 0.424 0.423 0.422 0.420 0.418 0.417 0.416 0.414
97 0.413 0.411 0.410 0.408 0.406 0.405 0.403 0.402 0.400 0.399
98 0.397 0.395 0.393 0.392 0.390 0.388 0.386 0.384 0.382 0.380
99 0.379 0.377 0.375 0.374 0.372 0.369 0.367 0.365 0.363 0.362

100 0.360 0.357 0.356 0.354 0.351 0.348 0.346 0.345 0.342 0.339
101 0.338 0.336 0.333 0.331 0.328 0.326 0.325 0.322 0.320 0.317
102 0.315 0.313 0.312 0.310 0.307 0.305 0.303 0.301 0.299 0.297
103 0.295 0.293 0.291 0.289 0.287 0.285 0.283 0.281 0.279 0.277
104 0.275 0.273 0.272 0.271 0.269 0.267 0.266 0.264 0.262 0.261

105 0.259 0.258 0.257 0.255 0.253 0.251 0.250 0.249 0.247 0.246
106 0.245 0.243 0.242 0.241 0.239 0.238 0.237 0.236 0.234 0.233
107 0.232 0.231 0.230 0.229 0.228 0.227 0.225 0.224 0.223 0.222
108 0.221 0.220 0.219 0.218 0.217 0.216 0.215 0.214 0.213 0.212
109 0.210 0.209 0.208 0.207 0.206 0.205 0.204 0.203 0.202 0.202

110 0.200 0.199 0.198 0.198 0.197 0.196 0.195 0.194 0.193 0.192
111 0.191 0.190 0.189 0.188 0.187 0.186 0.185 0.184 0.184 0.183
112 0.182 0.181 0.180 0.179 0.178 0.177 0.176 0.175 0.174 0.173
113 0.172 0.171 0.171 0.170 0.169 0.169 0.167 0.166 0.165 0.164
114 0.163 0.163 0.162 0.161 0.160 0.159 0.158 0.157 0.156 0.155

115 0.155 0.154 0.153 0.152 0.151 0.150 0.148 0.147 0.146 0.145
116 0.144 0.143 0.142 0.141 0.140 0.138 0.137 0.136 0.135 0.134
117 0.133 0.132 0.131 0.130 0.129 0.128 0.126 0.125 0.124 0.123
118 0.122 0.121 0.120 0.119 0.118 0.117 0.115 0.114 0.113 0.112
119 0.111 0.110 0.109 0.108 0.107 0.106 0.104 0.103 0.102 0.101

120 0.100 0.099 0.098 0.097 ... ... ... ... ... ...
A
Equivalent digital counter reading = (1.012-dial indicator) 1410.

40
 D 2699 – 02
TABLE A6.4 Compensation for Guide Table Cylinder Height and Changes to Intake Air Temperature for Barometric Pressures Below
29.92 in. HgA

NOTE 1—Intake air temperatures (IAT) are in degrees Celsius and Fahrenheit.
NOTE 2—This table was developed for barometric pressure in terms of inches and tenths of inches of Hg. Conversion to kPa values is only shown for
the whole number in. Hg pressure listings.
NOTE 3—The intake air temperature listed for each barometric pressure shall be used for ratings or as the reference for temperature tuning.
NOTE 4—To determine the cylinder height measure that provides standard knock intensity at a prevailing barometric pressure below 29.92 in. Hg:
ADD the listed digital counter correction to the guide table digital counter reading.
SUBTRACT the listed dial indicator correction from the guide table dial indicator reading.
NOTE 5—To convert an observed engine cylinder height measure at the prevailing barometric pressure to that of 29.92 in. Hg:
SUBTRACT the listed digital counter correction from the observed engine digital counter reading.
ADD the listed dial indicator correction to the observed engine dial indicator reading.
Barometric Pressure,
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
in. Hg (kPa)
Digital counter correction 250 247 244 241 239 236 233 230 227 225
21.0 (70.9) Dial indicator correction 0.178 0.176 0.174 0.172 0.170 0.168 0.166 0.164 0.162 0.160
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60

Digital counter correction 222 219 216 213 211 206 205 202 199 197
22.0 (74.3) Dial indicator correction 0.158 0.156 0.154 0.152 0.150 0.148 0.146 0.144 0.142 0.140
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60

Digital counter correction 194 191 188 185 183 180 177 174 171 169
23.0 (77.7) Dial indicator correction 0.138 0.136 0.134 0.132 0.130 0.128 0.126 0.124 0.122 0.120
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60

Digital counter correction 166 163 160 157 155 152 149 146 143 141
24.0 (81.0) Dial indicator correction 0.118 0.116 0.114 0.112 0.110 0.108 0.106 0.104 0.102 0.100
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60

Digital counter correction 138 135 132 129 127 124 121 118 115 113
25.0 (84.4) Dial indicator correction 0.098 0.096 0.094 0.092 0.090 0.088 0.086 0.084 0.082 0.080
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 16.1 17.2 17.8 18.9
IAT, °F 60 60 60 60 60 60 61 63 64 66

Digital counter correction 110 107 104 101 99 96 93 90 87 85

26.0 (87.8) Dial indicator correction 0.078 0.076 0.074 0.072 0.070 0.068 0.066 0.064 0.062 0.060
IAT, °C 19.4 20.6 21.1 22.2 22.8 23.9 24.4 25.6 26.1 27.2
IAT, °F 67 69 70 72 73 75 76 78 79 81

Digital counter correction 82 79 76 73 71 68 65 62 59 57

27.0 (91.2) Dial indicator correction 0.058 0.056 0.054 0.052 0.050 0.048 0.046 0.044 0.042 0.040
IAT, °C 27.8 28.9 29.4 30.0 31.1 31.7 32.8 33.3 34.4 35.0
IAT, °F 82 84 85 86 88 89 91 92 94 95

Digital counter correction 54 51 48 45 43 40 37 34 31 29

28.0 (94.6) Dial indicator correction 0.038 0.036 0.034 0.032 0.030 0.028 0.026 0.024 0.022 0.020
IAT, °C 36.1 36.7 37.8 38.3 39.4 40.0 41.1 41.7 42.8 43.3
IAT, °F 97 98 100 101 103 104 106 107 109 110

Digital counter correction 26 23 20 17 15 12 9 6 3 1

29.0 (97.9) Dial indicator correction 0.018 0.016 0.014 0.012 0.010 0.008 0.006 0.004 0.002 0.000
IAT, °C 43.9 45.0 45.6 46.7 47.2 48.3 48.9 50.0 50.6 51.7
IAT, °F 111 113 114 116 117 119 120 122 123 125
A
To set the digital counter so that the lower counter reading is compensated to 29.92 in. Hg, position the selector knob so that the lower counter is disengaged (positions
other than 1), change the engine cylinder height so that the upper and lower counter readings differ by the value listed in this table for the prevailing barometric pressure,
and then reposition the selector knob to position 1.
Upper digital counter reading must be greater than lower compensated reading for barometric pressures numerically less than 29.92 in. Hg.
Upper digital counter reading must be less than lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.

41
 D 2699 – 02
TABLE A6.5 Compensation for Guide Table Cylinder Height and Changes to Intake Air Temperature for Barometric Pressures Above
29.92 in. HgA

NOTE 1—To determine the cylinder height measure that provides standard knock intensity at a prevailing barometric pressure above 29.92 in. Hg:
SUBTRACT the listed digital counter correction from the guide table digital counter reading.
ADD the listed dial indicator correction to the guide table dial indicator reading.
NOTE 2—To convert an observed engine cylinder height measure at the prevailing barometric pressure to that of 29.92 in. Hg:
ADD the listed digital counter correction to the observed engine digital counter reading.
SUBTRACT the listed dial indicator correction from the observed engine dial indicator reading.
Barometric Pressure, 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
in. Hg (kPa)
Digital counter correction 2 5 8 11 13 16 19 22 25 27
30.0 (101.3) Dial indicator correction 0.002 0.004 0.006 0.008 0.010 0.012 0.014 0.016 0.018 0.020
IAT, °C 52.2 52.8 53.9 54.4 55.6 56.1 57.2 57.8 58.9 59.4
IAT, °F 126 127 129 130 132 133 135 136 138 139
A
To set the digital counter so that the lower counter reading is compensated to 29.92 in. Hg, position the selector knob so that the lower counter is disengaged (positions
other than 1), change the engine cylinder height so that the upper and lower counter readings differ by the value listed in this table for the prevailing barometric pressure,
and then reposition the selector knob to position 1.
Upper digital counter reading must be greater than lower compensated reading for barometric pressures numerically less than 29.92 in. Hg.
Upper digital counter reading must be less than lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.

APPENDIXES

(Nonmandatory Information)

X1. REFERENCE FUEL BLENDING APPARATUS AND PROCEDURES

X1.1 Background—PRFs and TSF are supplied in bulk

containers of (0.019 or 0.208 m3) 5 and 55 U.S. gal capacity,
and for laboratory safety reasons, these quantities are typically
stored in a special fuel storage room or outside of the engine
laboratory.

X1.2 Delivery from Storage—Delivery of reference fuel

material from the bulk storage container to a dispensing
apparatus in the engine laboratory may be handled in any of
several ways. The equipment and procedures required for
delivery of the reference fuel materials are the responsibility of
the user of this test method.

X1.3 Dispensing Equipment—A common means of accu-

rately measuring reference fuel blend volumes applies a
matched set of calibrated glass burets, one for each of the four
fuels that are the blend constituents. Fuel is dispensed either
through an internal glass stopcock or a separate valve.
X1.3.1 Burets of glass with an automatic zero top fitting
provide accurate, efficient, and convenient measurement. Two
styles are commercially available; single burets having gradu-
ations from 0 to 100 %, and a two-buret combination with the FIG. X1.1 Typical Reference Material Dispensing Apparatus-
graduated section of each measuring just 50 % of the batch Single Buret Style
amount.
X1.3.1.1 Single Buret Style—A glass buret with an auto- section. This buret is calibrated from 0 to 50 % on one side of
matic zero and overflow dome as illustrated in Fig. X1.1. the straight section and 50 to 100 % on the other side of the
Burets of this style are commonly fabricated in 300-, 400-, or straight section.
500-mL capacities. Specifications for a typical 500-mL buret (2) The second type consists of an automatic zero and
are given in Table X1.1. overflow dome and just a straight graduated section, calibrated
X1.3.1.2 Two Buret Style—Typical burets of both types are on one side from 0 to 50 % and on the other side from 50 to
illustrated in Fig. X1.2. Specifications for these burets appli- 100 %.
cable for a blend volume of 400 mL are given in Table X1.2. X1.3.2 Separate Dispensing Valves—It is common practice
(1) One type consists of an automatic zero and overflow to utilize burets that do not have a dispensing stopcock. Bottom
dome, a glass half-capacity bulb, and a straight graduated delivery from the buret is from a straight tubing bib which is

42
 D 2699 – 02
TABLE X1.1 Typical Single Buret Style Specifications X1.4.5 Storage of reference fuel containers and the method
Buret capacity mL 500 of delivery to the burets should be in accordance with
Automatic zero Yes manufacturer instructions and in compliance with all local
Graduations:
Major marks % 5 codes and regulations.
Minor marks % 1 X1.4.5.1 Use of gravity flow delivery of a fuel from the
Internal diameter of graduated tube: source container to burets should be avoided.
Minimum mm 32
Maximum mm 34 X1.4.6 Clean burets thoroughly on a regular basis to mini-
Scale length, 5 to 100 %: mize hang-up or clinging on the inner surface of the buret
Minimum mm 523 which can lead to blending errors.
Maximum mm 591
Length, top of overflow bulb to 5 % mark (nominal) mm 100/120 X1.4.7 Avoid filling burets until a blend is required in order
Overall length (including tip): to minimize any tendency for deterioration of the fuel by
Minimum mm 650 exposure to light.
Scale error (maximum) % 60.1
X1.4.8 Connect the source container to the dispensing
burets using stainless steel tubing or other material that will not
react with reference fuel.
connected by plastic tubing to a three-way valve similar to that
shown in Fig. X1.3. The most important feature of such a valve X1.5 Procedure for Use of Buret System:
assembly is the dispensing fitting that is formed so that only a X1.5.1 To fill the buret, set the valve or stopcock to FILL
very minimum of drip can occur if the collection container is position so that fuel rises in the buret until it overflows at the
inadvertently touched against the orifice tip. automatic zero. Stop filling by setting the valve to OFF
position. Check that any bubbles are purged at the zero tip and
X1.4 System Installation and Operation—User experience refill the tip, if necessary.
with reference fuel systems has pointed out a number of X1.5.2 To dispense fuel, set the valve to DISPENSE posi-
important aspects that should be addressed. tion so that fuel is delivered to the collection container. Stop
X1.4.1 Burets should be mounted vertically at an elevation dispensing by setting the valve to OFF position while carefully
which permits horizontal sighting of all calibration marks. noting the level of the fuel in the calibrated section of the buret
X1.4.2 Install a separate buret for each reference fuel. and locating the bottom of the liquid meniscus at the desired
X1.4.3 To minimize blending error, the dispensing system, volume percent mark.
including the buret and delivery valve, shall include a restric- X1.5.3 Before drawing a measured volume, make certain
tion, external to the buret, to limit the flow to no more than 400 that the tip of the dispensing tube is full. When the measured
mL/min. volume has been collected, be certain not to drain any fuel
X1.4.4 Burets should be free of vibration. from the tip of the dispensing tube as this will cause an error.

X2. OPERATING TECHNIQUES—ADJUSTMENT OF VARIABLES

X2.1 Adjusting Compression Ratio—Compression ratio prevents worm shaft rotation unless the motor is operated. A
varies when the cylinder is moved up and down in the solenoid releases the brake when the motor is actuated in either
clamping sleeve by means of a worm-gear drive, which is direction. Although the cam lever is unnecessary for units
operated either by a hand crank or by an instrument panel equipped with the motor changer, the clamping sleeve bolt and
controlled gearmotor. nut combination must be tightened slightly to prevent vibration
X2.1.1 When the unit is equipped with a hand crank, the of the cylinder in the sleeve. A torque setting of approximately
cylinder clamping sleeve cam lever must be loosened before 5 lbf-ft on the clamp nuts is typically effective.
cranking in either direction. To increase C.R., (lower the X2.1.3 Measurement of cylinder height is accomplished
cylinder in the sleeve), rotate the crank in a counterclockwise using either a dial indicator assembly mounted on the cylinder
direction. To decrease C.R., rotate the crank in a clockwise and clamping sleeve or through use of the digital counter that
direction. After each change of cylinder position, move the cam is driven by the worm shaft to provide a reading for each
lever so that the cam flat contacts the clamping washers to cylinder position. These devices require indexing to a specific
tighten the clamping sleeve, thereby applying a repeatable cylinder position each time a unit is reassembled. The dial
pressure on the clamping sleeve. The cam lever setting should indicator and digital counter readings are thus related to engine
maintain constant cylinder clamp tightness regardless of the C.R.
angular position of the crank after a change. Typically, with the
cam in the locked position, 10 lbf-ft torque on the cam stud X2.2 Fuel-Air Ratio Adjustment:
nuts is adequate, but torque should never exceed 25 lbf-ft to X2.2.1 All O.N. determinations require that the knockmeter
avoid cylinder distortion. reading of significance be that which occurs at the fuel-air ratio
X2.1.2 Units equipped with a motorized C.R. change motor that causes a maximum knock condition. This applies to both
do not require loosening of the cylinder clamp when a C.R. sample fuels and reference fuel blends. Fuel-air ratio is
change is made. The gearmotor is equipped with a brake that adjusted by raising or lowering the fuel level in the carburetor

43
 D 2699 – 02

FIG. X1.2 Typical Reference Material Dispensing Apparatus-Two Buret Style

TABLE X1.2 Typical Two Buret Style Specifications

Buret Without Half-Capacity Bulb
Buret capacity mL 200
Automatic zero Yes
Graduations:
Left side % 0 to 50
Right side % 50 to 100
Internal diameter of graduated tube:
Minimum mm 21.2
Maximum mm 22.5
Scale length:
Minimum, 5 to 50 % and 55 to 100 % mm 450
Maximum, 5 to 55 % and 55 to 100 % mm 495
Length, bottom of overflow bulb to lower end:
Minimum mm 595
Maximum mm 605
Scale error (maximum) % 60.1
Buret With Half-Capacity Bulb
Buret capacity mL 400
Automatic zero Yes
Outside diameter of half-capacity bulb (approximate) mm 81
Graduations on straight section:
Left side % 0 to 50
Right side % 50 to 100
Internal diameter of graduated tube:
Minimum mm 21.5
Maximum mm 22.5
Scale length:
Minimum, 5 to 50 and 55 to 100 % mm 500
Maximum, 5 to 50 and 55 to 100 % mm 550
Length, bottom of half-capacity bulb to lower end:
Minimum mm 620
Maximum mm 630
Scale error (maximum) % 60.1

44
 D 2699 – 02

FIG. X1.3 Typical Fill/Dispense Valve

vertical jet. For the typical float reservoir equipped engine, fuel X2.3.8 Fill one of the fuel tanks with the selected warm-up
level in the sight glass is adjusted by turning the screw knob at fuel, and purge any air bubbles from the tubing and sight glass.
the bottom of the float reservoir assembly. To ensure satisfac- Adjust the fuel level so that the engine will operate at
tory fuel atomization, it is required that the fuel level for approximately the fuel-air ratio for maximum K.I.
maximum knock be between 0.7 and 1.7 on the sight glass. If X2.3.9 Open the cooling water valve or check that cooling
this is not the case, the horizontal metering jet (in the passage water will be available for the coolant condenser when the
between the sight glass and selector-valve) must be changed to engine is started.
a different size. If the fuel level is too high, a larger orifice X2.3.10 Check that the ignition switch is turned off.
horizontal jet is needed, and vice versa. X2.3.11 Manually rotate the engine crankshaft three or four
X2.2.2 Use of the falling level principle, which uses a bowl complete revolutions to ensure that all parts move freely.
of specific cross-sectional area to deliver fuel to the horizontal Complete the cranking so that the flywheel is positioned at tdc
jet, accomplishes the same function. As the charge of fuel is on the compression stroke to minimize the load on the
consumed, the level automatically falls and the maximum synchronous—reluctance motor when the engine is started.
knockmeter reading can be observed. Fuel-air ratio changes
can also be accomplished by maintaining a constant fuel level X2.4 Starting the Engine—It is assumed that the engine has
to an adjustable valve installed instead of the fixed orifice been commissioned and is in operable condition and that
horizontal jet. Opening the adjusting valve richens the mixture electrical circuits and cooling water are available on demand.
and vice versa. X2.4.1 Check that the fuel-selector valve is positioned
between two bowl marks so that fuel will not enter the
X2.3 Preparations Before Starting the Engine: carburetor initially.
X2.3.1 Check the jacket coolant level in the condenser sight X2.4.2 Position the off-run-start switch to start and hold it in
glass. start position for a few seconds to allow oil pressure to rise
X2.3.2 Check the engine crankcase lubricating oil level in sufficiently to actuate the engine run circuitry so that the engine
the crankcase oil sight glass. continues to operate when the start switch is released to the run
X2.3.3 Turn on the crankcase oil heater or oil heat tempera- position.
ture controller. Normally, if the temperature controller is left on X2.4.3 Check that the temperature controller for the air/
at a setting of approximately eight, the oil will stay near the mixture heater(s) is on and functioning.
proper operating temperature. X2.4.4 Rotate the fuel selector-valve to deliver the warm-up
X2.3.4 Check the engine crankcase breather assembly to fuel to the combustion chamber.
ensure it is clean and operable. X2.4.5 Turn on the ignition switch so that the engine begins
X2.3.5 If an ice tower is used, fill the tower with ice. The to fire.
depth of ice in the tower should not be allowed to be less than X2.4.6 As the engine begins to warm up, adjust the cylinder
920 mm (approximately 36 in.). If an intake air refrigeration height to produce a very light knock sound. As warm-up
unit is used, turn the switch on. progresses, the knock level will increase.
X2.3.6 Adjust the cylinder height to ensure that the C.R. is X2.4.7 Oil the rocker arm assembly using SAE 30 Grade
low enough that severe knock is avoided when the engine is engine crankcase lubricating oil.
firing. X2.4.8 During the warm-up period, observe the following
X2.3.7 Lightly tap the fuel selector-valve knob in a down- conditions:
ward direction using a screwdriver handle or other similar tool. X2.4.8.1 Oil pressure is steady and within specification.
This will ensure the plug is not seized in the valve body when X2.4.8.2 Crankcase pressure indicates a slight vacuum.
it is necessary to rotate the valve. (Warning—Avoid attempt- X2.4.8.3 Temperatures come to equilibrium within specifi-
ing to rotate the selector-valve knob if it resists turning. cation.
Rotation can score the plug and valve body and cause fuel X2.4.8.4 The cylinder jacket coolant water rises in the
leakage.) condenser sight glass until it is at the LEVEL HOT mark.

45
 D 2699 – 02
X2.4.8.5 Cooling water is discharged from the unit at a X2.6.1 Resonance in the piping systems can occur when the
steady rate. configuration creates a critical length/volume relationship. A
X2.4.9 As a final check before using the engine for rating, resonant condition affects the primary pressure within the
perform the following: system and can affect critical operating conditions.
X2.4.9.1 Check valve clearances, hot and running, and X2.6.2 Exhaust system resonance may be checked by pro-
make any necessary adjustments. viding either a 3⁄4-in. or larger gate or ball valve at the exhaust
X2.4.9.2 Check spark timing. surge tank or close to the engine exhaust port. Opening the
X2.4.9.3 Switch to a PRF blend of appropriate O.N., set the valve should drastically change the exhaust discharge configu-
cylinder height to the guide table value, compensated for ration while the engine is operating at standard conditions if
barometric pressure, adjust the carburetor fuel level to obtain resonance is occurring.
maximum knockmeter reading, and set the detonation meter X2.6.2.1 Operate the engine at standard conditions on a
METER READING and SPREAD dials to provide satisfactory typical sample or reference fuel and allow sufficient time for
spread with the knockmeter reading at 50. the knockmeter reading to stabilize. Observe the knockmeter
reading.
X2.5 Stopping the Engine:
X2.6.2.2 Open the valve or affect the change in exhaust
X2.5.1 To stop the engine, turn the ignition switch to OFF piping while the engine continues to operate.
and position the stop/run/start switch to STOP.
X2.6.2.3 If the knockmeter reading is not affected, reso-
X2.5.2 Drain all fuel from the engine carburetor.
nance does not occur and the piping system is satisfactory.
X2.5.3 Using the hand crank, manually rotate the crankshaft
to position it at tdc on the compression stroke so that the intake X2.6.2.4 If the knockmeter reading is affected when the
and exhaust valves are closed. This will minimize possible valve is opened, resonance may be a factor and typically a
valve warpage or corrosion in the combustion chamber be- change in the length of the exhaust discharge pipe will correct
tween operating periods. the condition.
X2.5.4 Turn off the cooling water to the coolant condenser. X2.6.3 Crankcase breather system resonance typically
causes the crankcase pressure to be positive. Resonance in the
X2.6 Checking Exhaust and Crankcase Breather Systems discharge piping is not a problem as long as the operating
for Resonance: engine creates a crankcase vacuum.

X3. MAINTENANCE TECHNIQUES

X3.1 Importance of Maintenance—The need for proper process and that no attempt is to be made to start the engine.
maintenance of the knock testing unit cannot be overempha- Shut off coolant water to the unit.)
sized if reliable O.N. ratings of sample fuels are to be obtained. X3.2.4 Auxiliary Equipment Maintenance—Volumetric
The care used in the inspection, adjustment, and especially the glassware such as reference fuel blending burets should be
overhaul of the combustion chamber components is a major chemically cleaned on a regular basis to ensure accurate
factor in achieving these aims. volumetric measurement.
X3.2 Types of Maintenance: X3.2.4.1 Quarterly cleaning of volumetric apparatus is rec-
ommended.
X3.2.1 Daily Checks—Those checks associated with the X3.2.5 Carbon Blasting—Combustion chamber deposits
preparations before starting the engine as detailed in Appendix can be effectively removed by carbon blasting without removal
X2. of the cylinder from the engine. Performed on a regular basis
X3.2.2 Top Overhaul, generally accepted term used to between top overhauls, this technique effectively extends the
describe valve reconditioning, the cleaning of the combustion period of time between these mechanical overhauls.33
chamber, piston, and piston rings, and the cleaning of the
X3.2.5.1 Blasting is done through the intake and exhaust
coolant jacket passages and the coolant condenser. Some other
ports and the spark plug hole. The return line for removal of the
parts may also be given attention during a top overhaul,
deposits and spent blasting material is attached to the hole for
depending on need.
the detonation pickup.
X3.2.3 Crankcase/Unit Inspection—Encompasses crank-
case cleaning, mechanical component wear checks, alarm X3.2.5.2 Complete blasting procedure instructions are in-
function checks, power absorption motor inspection, belt cluded with the carbon blasting kit and all phases of the
tension adjustment, instrumentation checks, and so forth. procedure should be carried out for effective results.
X3.2.3.1 The recommended interval between crankcase/unit
inspections is every 2000 h of operation or biannually, which- X3.3 Top Overhaul Procedures:
ever comes first. Model CFR-48 crankcases can be completely
restored by the manufacturer. (Warning—Deactivate the en-
gine unit before performing any maintenance. Shut off electri- 33
A carbon blaster kit specific for CFR engine units is available from Waukesha
cal power at the main disconnect, lock out, if possible. Place a Engine Division, Dresser Industries, Inc., 1000 St. Paul Avenue, Waukesha, WI
WARNING notice on the unit panel indicating repairs are in 53188.

46
 D 2699 – 02
X3.3.1 Disassemble the complete cylinder/clamping sleeve the unworn skirt internal diameter. Replace the cylinder if the
assembly from the engine crankcase. Components to be re- bore is out-of-round in excess of 0.0025 in.
moved include: X3.3.5.2 Cylinders rebored to 0.010, 0.020, and 0.030 in.
X3.3.1.1 Detonation pickup, spark plug, all thermometers larger than the original 3.250-in. diameter are permitted and the
and temperature sensors. same wear limits apply based on the unworn skirt diameter of
X3.3.1.2 C.R. gearmotor assembly from the clamping the rebore.
sleeve. If a dial indicator is in use, remove it from the cylinder. X3.3.5.3 Valve Guides—Replace a guide when the internal
X3.3.1.3 All intake air system components, the carburetor, diameter exceeds the wear limit. Replacement requires special
and the carburetor heat shield. tools.
X3.3.1.4 Cooling water lines at the coolant condenser and X3.3.5.4 Valves—Replace if stem is badly scuffed or stem
the exhaust pipe. diameter is less than the replacement limit. Reface to 45° using
X3.3.1.5 Disconnect the applicable exhaust system compo- a valve refacing (grinding) machine so that face run-out is less
nents from the cylinder exhaust port. than 0.0015 in. Replace the valve if grinding has created a
X3.3.1.6 Coolant condenser and water return pipe from the margin of less than 1⁄32 in.
cylinder assembly.
X3.3.5.5 Valve Seats—Reface seats using a valve seat
X3.3.1.7 Disconnect the spark advance bracket, if it is on grinding machine or a valve seat cutter kit. Use a 45° seat angle
the unit. and subsequently lap the valve to the seat. Alternatively, an
X3.3.1.8 Loosen the long rocker arm support bolts that interference angle approach may be utilized by refacing the
fasten the support to the clamping sleeve. Remove the valve seat at both 46° and 15° so that the intersecting line becomes
half-balls. Remove the push rods. the contact surface with a 45° faced valve. When an interfer-
NOTE X3.1—Marking of push rods as intake and exhaust ensures they ence angle approach is utilized, lapping may be performed but
will be reassembled in the same positions. extreme care must be taken to exert very light pressure to
prevent creating a groove in the valve face.
X3.3.1.9 Cylinder and clamping sleeve as an assembly after
removal of the five clamping sleeve stud nuts. X3.3.5.6 Valve to Valve Seat Match-up—Check the valve to
X3.3.1.10 Piston from connecting rod. seat contact. Lapped valve seat width must not exceed 0.070 in.
X3.3.2 Separate the cylinder from the clamping sleeve as as viewed on the valve. The top edge of the contact line or area
follows: shall be at least 0.030 in. from the top edge of the faced portion
of the valve.
X3.3.2.1 Remove the two bolts from the long rocker arm
support and separate the support from the clamping sleeve. X3.3.5.7 Valve Rotators—Inspect the races which should
X3.3.2.2 Remove the water inlet pipe assembly from the rotate freely so that, when the engine is operating, the valve
cylinder. rotates at approximately 1 to 2 rpm.
X3.3.2.3 Remove the cylinder from the clamping sleeve. X3.3.5.8 Valve Reassembling—Install valves in the cylinder
X3.3.3 Disassemble the valve tapers, retainer and rotator with felt lubrication washers, springs, retainer (intake), rotator
assembly, springs, and valves from the cylinder. Remove the assembly (exhaust) and tapers. Carefully install the intake
roll pin from the intake valve stem to remove this valve. valve with the opening of the shroud facing the pickup hole
X3.3.4 Component Cleaning—All combustion deposits, before inserting the roll pin into the valve stem through the slot
gasket material, rust, and so forth should be removed from in the valve guide. Install valve springs with closely wound
components. coils next to the cylinder oil tray.
X3.3.4.1 Commercial chemical cleaning solutions may be X3.3.5.9 Rocker Arm Assembly:
used in accordance with manufacturer’s instructions as long as (1) Inspect each rocker for excessive bearing wear or
they do not etch or affect the surface finish of the machined wobble on the rocker shaft.
surfaces. Except for the detonation pickup and temperature (2) Inspect the rocker adjusting screws for galled ball ends
sensors, use of ultrasonic bath equipment has been demon- and also for damaged Phillips screwdriver slots.
strated to be effective and the heating of some cleaning (3) Inspect the rocker ball sockets for wear or galling.
solutions can also be beneficial. (Warning—Chemical clean-
(4) Replace any worn or out of specification parts.
ing solutions are poisonous and may be harmful or fatal if
inhaled or swallowed. See Annex A1.) X3.3.6 Piston and Rings:
X3.3.4.2 Scraping, brass wire brushes (manually or power X3.3.6.1 Replace the piston if there is evidence of scoring
driven), and fine steel wool have been found to be effective or a wear pattern.
cleaning aids. X3.3.6.2 Replacement of all rings at the time of every
X3.3.4.3 Complete any cleaning sequence by rinsing of all overhaul is typical. A chrome-plated top compression ring may
parts with a solvent. be reused for several overhaul periods.
X3.3.5 Cylinder: X3.3.6.3 Ring gaps should be checked by feeler gage with
X3.3.5.1 Check the cylinder bore diameter at the top, the ring inserted in the skirt end of the cylinder. The piston
middle, and bottom areas of ring travel in two planes, which should be used to square the ring in the bore about 1 in. beyond
are 90° apart. Replace the cylinder if the internal diameter at the chamfer. Rings should be replaced if the gap exceeds the
the area of maximum wear is more than 0.006 in. larger than replacement limit.

47
 D 2699 – 02
X3.3.6.4 Ring-to-land clearances should be checked, using cylinder is centered. Tighten and torque the cylinder stud nuts
a feeler gage, after the rings are assembled on the piston. as specified in Table A4.1.
Replace the piston if the clearances exceed the tolerance limits. X3.3.10.6 Manually rotate the crankshaft so that the piston
X3.3.6.5 Replace the piston pin if scoring or wear marks are is at top-dead-center on the compression stroke as indicated by
observed on the pin. the flywheel pointer.
X3.3.7 Clamping Sleeve: X3.3.10.7 Install the marked push rods and the valve
X3.3.7.1 Check that the internal bore of the sleeve is within half-balls. Reposition the long rocker arm support as required,
tolerance. tighten the support bolts, and check that the rocker carrier and
X3.3.7.2 Check that the counterbore for the worm wheel is rocker arms are level.
within tolerance. X3.3.10.8 Set the valve clearances to 0.075 mm (0.004 in.)
for the intake valve and 0.330 mm (0.014 in.) for the exhaust
X3.3.7.3 Insert the worm wheel in the clamping sleeve and
valve.
check that the distance between the worm wheel face and that
X3.3.10.9 Connect the appropriate exhaust system compo-
of the bottom of the sleeve is within tolerance.
nents to the cylinder exhaust port.
X3.3.7.4 Inspect the worm shaft ball and thrust bearings and X3.3.10.10 Install the water inlet pipe, water return pipe, the
replace as required. coolant condenser, and the cooling water lines.
X3.3.8 Cylinder Guide Plate: X3.3.10.11 Install the C.R. gearmotor assembly and the dial
X3.3.8.1 Inspect the wear surface that contacts the worm indicator assembly, if used.
wheel. Replace the guide plate if there is wear or scoring. X3.3.10.12 Install the carburetor heat shield, carburetor, and
X3.3.9 Condenser and Cooling System: all intake air system components.
X3.3.9.1 Inspect the inner surfaces of the condenser and the X3.3.11 Crankcase Breather:
baffle tube for rust or scale deposits, wipe out the cavity, and X3.3.11.1 Disconnect the breather pipe and remove the
rinse with hot water prior to assembly. breather assembly from the engine crankcase.
X3.3.9.2 Inspect the cooling coil, clean surface deposits, X3.3.11.2 Unscrew the cap from the body, remove the
and observe that the coils are slightly separated from each other plastic cup, and clean the emulsion deposits from all of the
to maximize the cooling surface exposed to coolant steam. pieces.
X3.3.9.3 Chemical cleaning of coolant system surfaces X3.3.11.3 Inspect the cup, and if the surface of the open
should take place whenever significant deposits are observed or edge is rounded rather than square, replace the cup.
at least at every third top overhaul. One approach is to X3.3.11.4 Rinse the components using a petroleum based
introduce a commercial cooling system cleaner in the cooling solvent or kerosine and reassemble them on the engine.
system after reassembly of the engine. By running the engine (Warning—Petroleum based solvent is flammable and its
for intermittent periods, the solution can be heated to 80 to vapors are harmful if inhaled. Vapors may cause flash fire. See
90°C (180 to 200°F). The solution should be kept at this Annex A1.) (Warning—Kerosine is combustible and its va-
temperature for approximately 30 min and drained. The system pors are harmful. See Annex A1.)
should then be flushed with clean hot water before recharging X3.3.12 Crankcase Oil Change:
with a rust inhibited coolant water. (Warning—Chemical X3.3.12.1 Drain the used oil and add new SAE 30 Grade
cleaning solutions are poisonous and may be harmful or fatal if engine crankcase lubricating oil.
inhaled or swallowed. See Annex A1.) X3.3.12.2 It is recommended that the crankcase lubricating
X3.3.10 Reassembly Procedures: oil be changed at intervals of approximately 50 h of engine
X3.3.10.1 Install the piston, piston pin, and pin retainers on operation and at the time of each top overhaul.
the connecting rod. Lubricate the rings with SAE 30 Grade X3.3.12.3 It is recommended that the oil filter cartridge be
engine crankcase oil. changed at the time of every other oil change.
X3.3.10.2 Reassemble the cylinder in the clamping sleeve X3.4 Engine Starting Preparations:
so that the skirt of the cylinder extends at least 6 mm (1⁄4 in.) X3.4.1 See Appendix X2.
past the bottom of the sleeve. Check that the proper number of
worm shaft shims are used so that the worm shaft end play is X3.5 Crankcase/Unit Inspection:
minimal (typically 1⁄8 turn of the shaft). X3.5.1 Crankcase—Inspect the crankcase periodically as
X3.3.10.3 Connect the long rocker arm support to the follows:
clamping sleeve. X3.5.1.1 Turn off the electrical power circuits to the engine
X3.3.10.4 Assemble the cylinder guide plate with its gas- and unit.
kets on the crankcase. X3.5.1.2 Drain the crankcase lubricating oil and clean the
X3.3.10.5 Rigidly support the piston above the crankcase crankcase sump using a petroleum based solvent.
and guide plate. Install the cylinder/clamping sleeve assembly X3.5.1.3 Disassemble the oil suction screen assembly and
over the piston so that it is seated on the crankcase. Care should clean the components.
be taken not to break any of the rings as they enter the X3.5.1.4 Disassemble the crankcase breather body from the
chamfered bore. (Use of a ring compressor tool over the piston crankcase door and clean the internal passage and baffles.
rings is advisable despite the cylinder chamfer.) Manually X3.5.1.5 Disassemble the connecting rod from the crank-
rotate the crankshaft through several revolutions so that the shaft. Inspect the big end bearing shells and replace if wear is

48
 D 2699 – 02
indicated. Reassemble the connecting rod and torque the cap X3.5.2 Power Absorption Motor—Inspect the power ab-
bolts as specified in Annex A4, Table A4.1. sorption motor annually as follows:
X3.5.1.6 Disassemble the valve lifters from the top of the X3.5.2.1 Turn off all the electrical power circuits to the
crankcase, clean, inspect, and if necessary, replace worn engine and unit.
assembly components. X3.5.2.2 Check the condition and tension of the drive belts.
X3.5.1.7 Approximate the rear main bearing clearance by Replace belts as required and adjust the motor position to
achieve proper belt tension.
dial indicator measurement of the movement of the crankcase
X3.5.2.3 Remove dust and dirt from the end bell openings
edge of the flywheel outer surface. Measure with the flywheel
using low pressure compressed air.
at rest and then with the flywheel lifted using an appropriate
X3.5.3 Safety Cutoff Checks:
lever. If the difference in the measurements exceeds 0.15 mm
X3.5.3.1 High Coolant Temperature Switch—After shutting
(0.006 in.), crankcase rebuilding is recommended.
off the cooling water to the condenser coil, the engine should
X3.5.1.8 Disassemble the oil pressure control valve assem- stop within 1 min. Check and adjust the thermal switch set
bly, solvent clean, inspect for worn components, and replace as point as required.
required. (Warning—In addition to other precautions, avoid X3.5.3.2 Low Oil Pressure Switch—When starting the en-
over tightening the four control valve body fastening bolts to gine, release of the momentary start switch before the oil
prevent valve body distortion and restriction of the plunger pressure reaches approximately 20 psi (138 kPa), should result
movement.) in unit shut down.
X3.5.1.9 Inspect the outer crankcase surfaces for indications X3.5.3.3 Electrical Interlock—Disconnecting either the
of oil seal leakage which may require extensive maintenance or single phase or three phase power at the appropriate supply
crankcase rebuilding. switch should cause unit shut down.

SUMMARY OF CHANGES

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D 2699–01a) that may impact the use of this standard.

(1) Added IP 224 to Section 2, Referenced Documents, and (4) Added new wording to Section 6, Interferences, and Section
Footnote 18 for lead analysis. 9, Sampling, to address light sensitivity of fuels.
(2) Deleted D 3116 and D 3237 from Footnote 18.
(3) Added D 5842 to Section 2, Referenced Documents, and
Section 9, Sampling.

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in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
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49