1. HD Engine Tests
John Redshaw
11/10/10

2. List of Contents Engine Oil Aeration Test Cummins ISB Mack T-8
Volvo D12D
MAN D2876
JASO M354
Cummins ISB
Cummins ISM
Sequence IIIE
Sequence IIIF
Sequence IIIG
Caterpillar C13
Caterpillar 1K
Caterpillar 1N
Caterpillar 1P
Caterpillar 1R
Roller Follower Wear Test
Mack T-8
Mack T-8E
Mack T-9
Mack T-10
Mack T-11
Mack T-12
OM 441 LA
OM 501 LA
OM 602 A
OM 646 LA
Cummins M11

3. Mack T8 – Viscosity Maintenance
Low viscosity increase is good – oil remains fluid and can still be pumped around the engine to protect delicate engine parts.
Insert conclusions/claims here.
This test measures the oil’s ability to maintain its viscosity when laden with soot. It was first developed as a replacement for the Mack T-7 and measures soot related wear for a given level of soot.
The Mack T-8 test was superseded by the T-8E and T-12 after the API CI-4 specification. The test is defined by ASTM D5967
The test lasts 250 hours and the oil is sampled every 25 hours to measure kinematic viscosity. The test must pass through a soot window of 4-4.8% 250hrs into the test. Viscosity increase is measured at 3.8% soot.
The test may also be run for 150 hours as a replacement for the now redundant T-7 test.
The test’s limits are; Test 1 <11.5cSt
Test 2 <12.5cSt
Test 3 <13cSt
Filter clogging <13.8kPa
Oil consumption <0.304g/kWh

4. Mack T8E – Viscosity Maintenance
Measures an increase in viscosity with soot levels – lower increase is good. Oil can still be pumped around the engine to protect and cool delicate parts.
Insert conclusions/claims here.
300 hour test where the change in an oil’s viscosity is measured after being run in an engine for 300 hours. Samples are taken every 25 hours.
T-8E tests are still available, but a T-11 must be run for CJ-4.
This test was developed due to an increase in retarded injection timing to combat NOx emissions, and also an increase in the oil drain interval due to pressure from fleet owners. Both of these factors lead to an increase in crank-case soot levels. The T-8 test was therefore developed to measure the relative increase in viscosity during the duration of the test. The only difference from the T-8 test was that the test was lengthened to 300 hours from 250 hours and the viscosity increase was measured at 4.8% soot as opposed to 3.8% soot. This test also began to measure the relative viscosity increase in the oil to allow for the fact that shear stable VIs were otherwise disadvantaged.
This test is described by D5967. The test is required for CH-4 and CI-4 specifications.
Simulates the stop-and-go operation of an engine with high soot loading, but is less severe than a Mack T-11 test. This was used in CH-4 and CI-4 API specifications. Increase in soot levels may lead to oil thickening, hence decreased fuel economy due to decreased flow of the oil, but also increased wear due to the soot present in the oil.
ACEA limits for maximum viscosity change are: E4; 1 test <2.1cst
2 tests <2.2cst
3 tests <2.3cst
E6; 1 test <2.1cst
E7; 1 test <2.1cst
API CH-4 limits are; Relative viscosity increase : 4.8% soot: 1 test - <2.1
2 tests < 2.2
3 tests < 2.3
Relative viscosity increase at 3.8% soot 1 test < 11.5cSt
2 tests < 12.5 cSt
3 tests < 13 cSt

5. Mack T9 – Liner and Ring Wear
Liner and ring wear will decrease and engines life and lead to blow-by, leading to decreased power and possible fuel dilution of the lubricant. Blow-by may also lead to acid build-up in the lubricant.
Insert conclusions/claims here.
Insert graph demonstrating your results versus industry standard or a competitor.
The Mack T-9 test forms part of the API CH-4 specification and measures ring and liner wear in the engine, as well as lead at the end of the test. The test is covered by D6483 standard. Alternatively, the T-10 or T-12 may be used instead of the T-9.
T-9 tests can not be run anymore. T-12s must be run instead.
This test was developed in 1998 and was designed to measure ring and liner wear in API engine oil categories. The test was also developed to ensure that HD oils offered enough protection against oxidation and corrosion to ring and liner wear. No ring and liner wear was included in API CG-4 specifications, hence SwRI and Mack collaborated to develop this engine test. However, the engine used did not suffer from problems with bore polishing, and most of the engine wear occurred in the top ring area of the engine. In order to generate wear elsewhere, the test is run in 2 stages – 1stage to generate high levels of soot, and a second stage to cause abrasive wear on the engine with the generated soot.
Ring and liner wear will lead to bore polishing, which will reduce the oil seal in the piston cylinder. This will result in increased blow-back of combustion gases, which will result in acidification of the lubricant. This may then lead to corrosive wear, and metals in the oil from wear may catalyse oxidation of the oil. This will lead to reduced oil and engine lifetime.
The CH-4 specification limits are: Liner wear normalised to 1.75% soot, (μm) 1 test < 25.4
2 tests < 26.6
3 tests < 27.1
Average top ring weight loss, (mg) 1 test < 120
2 tests < 136
3 tests < 144
Lead content at end of test, (mg/kg) 1 test < 25
2 tests < 32
3 tests < 36

6. Mack T-10 – Liner and Ring Wear
Liner and ring wear will decrease and engines life and lead to blow-by, leading to decreased power and possible fuel dilution of the lubricant. Blow-by may also lead to acid build-up in the lubricant.
Insert conclusions/claims here.
Insert graph demonstrating your results versus industry standard or a competitor.
The Mack T-10 test forms part of the API CH-4 and CI-4 specification and measures ring and liner wear in the engine, as well as lead at the end of the test. The test is covered by D6987/6987M standard. Alternatively, the T-9 or T-12 may be used instead of the T-10.
T-10 tests are no longer available. T-12 tests must be run instead.
This test was developed as a replacement to the T-9 for engines which utilise EGR. EGR increases engine operating temperatures and also re-circulates acids formed during combustion back in to the engine, hence placing extra strain on the lubricant. This test measured multiple parameters and was the first for which Mack developed a merit rating system.
Ring and liner wear will lead to bore polishing, which will reduce the oil seal in the piston cylinder. This will result in increased blow-back of combustion gases, which will result in acidification of the lubricant. This may then lead to corrosive wear, and metals in the oil from wear may catalyse oxidation of the oil. This will lead to reduced oil and engine lifetime.
The CH-4 specification limits are: Liner wear, (μm) 1 test < 32
2 tests < 34
3 tests < 35
Ring wear, (mg) 1 test < 150
2 tests < 159
3 tests < 163
Lead content at end of test, (mg/kg) 1 test < 50
2 tests < 56
3 tests < 59
API CI-4 specification limits: Merit rating 1 test > 1000
2 tests > 1000
3 tests > 1000.

7. Mack T11 – Viscosity changes with Soot
Measures the minimum soot level required for an increase in viscosity.
More soot required – better. Demonstrates oil remains fluid for longer, so continues to protect and cool delicate engine parts.
Insert conclusions/claims here.
This test lasts 252 hours and uses a Mack prototype E-tech engine with EGR. The engine runs at 1800 rpm for the duration of the test.
The T-11 is required for the CJ-4 specification and is covered by D7156.
The T11 measures the oil’s ability to handle soot without increasing in viscosity, and is a more severe test than the T8E. An oil with a Mack T-11 pass is superior to one with only a T-8E pass. The T-11 was designed at about the same time as API CI-4 was released due to the re-emergence of the problem of soot related viscosity issues in the new EGR engines. The T-11 utilises low swirl technology and EGR. The viscosity and soot problems experienced in the field were originally thought to be due to condensation from EGR. However, the T-10 test was re-run to produce EGR condensation, yet this would not lead to viscosity increase in oils with those problems in the field.
Oil samples are taken every 12 hours and soot levels and viscosity increases are measured. Oil filter plugging is examined at the end of the test too.
Soot must be solubilised to prevent it from aggregating and increasing the viscosity of the oil. If the oil effectively solubilises the soot, then it maintains a lower viscosity and it is easier for the engine to pump the oil around the engine.
ACEA E9 requirements; 4.0 cSt 100oC – 3.5/3.4/3.3% minimum
12.0 cSt 100oC – 6.0/5.9/5.9% minimum
15.0 cSt 100oC – 6.7/6.6/6.5% minimum.
API CJ-4 specifications; Soot level at 4.0 cSt 100C 1 test >3.5%
2 tests >3.4%
3 tests >3.3%
Soot level at 12 cSt 100C 1 test >6.0
2 tests >5.9
3 tests >5.9

8. Mack T-12 – Liner Wear and Lead Control
300 hour test performed in an EGR engine.
Measures liner and cylinder wear and lead content. Less wear leads to increased engine life, and less lead indicates less damage to bearings.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
Insert conclusions/claims here.
The engine is a Mack E7 E-Tech rated at 460bhp and 1800rpm, with EGR and 2002 low-swirl combustion system and a variable geometry turbocharger.
The T-12 is required for the API CJ-4 specification, but may also be used instead of the T-9 and T-10 for CH-4 and CI-4 specifications. The T-12 was developed to provide a wear related test for engines utilising DPF filters and increased EGR. Use of DPF filters required low ash oils. The test is covered by D7422.
The test lasts 300 hours, with the first 100 hours at 1800 rpm and constant load to generate soot. The final 200 hours are over-fuelled and run at 1200 rpm - maximum torque - to place maximum strain on the cylinders and liners.
ACEA specification standards are: E6; Merit >1000
Average liner wear <26μm
Average top ring weight loss <117mg
End of test lead <42ppm
Change in lead hours <18ppm
Oil consumption (stage 2) <95g/hr
E7; Merit >1000
E9; Merit >1000
Average liner wear <24μm
Average top ring weight loss <105mg
End of test lead <35ppm
Change in lead hours <15ppm
Oil consumption (stage 2) <85g/hr
API CJ-4 Merits >1000
Merit number is calculated according to the API CI-4 specification.
API CI-4 Merits >1000
API CH-4 Liner wear (μm) 1 test <30
2 tests <30.8
3 tests <31.1
Top ring weight loss (mg) 1 test <120
2 tests <132
3 tests <137
Lead content at end of test (mg/kg) 1 test <65
2 tests <75
3 tests <79
VDS-4 Mack T-12 limits;
Merits >1300
Cylinder liner wear - <21μm
Top ring weight loss <105mg
Increase in lead, 0-300h <30ppm
Increase in lead, h <12ppm
Oil consumption <80g/h

9. OM 441 LA
Low bore polishing is good – maintains engine power and protects the engine against corrosive exhaust gases and fuel dilution problems.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The test is used in Iveco’s specifications for engine oils and measures bore polishing and piston cleanliness. This test has been replaced by the OM 501LA and is no longer available.
Bore polishing will lead to exhaust gas blow-by. This will not only reduce the power output of the engine, but will allow acidic exhaust gases to enter the oil, both increasing the likelihood of acid corrosion and also decreasing the oil drain interval. This may also lead to increased fuel dilution of the oil, which will add to acid corrosion when it oxidises. This will be a particular problem with higher levels of biodiesel usage, since the biodiesel does not evaporate from the oil sump.
Limits are; Bore polishing <2%
Piston cleanliness >40
Pressure loss at 400 hours <4%
Oil consumption <40kg

10. OM 501 LA – Bore polishing and Piston Cleanliness
Test measures bore polishing and piston cleanliness.
Little bore polishing maintains low oil consumption and maintains engine efficiency and power.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The OM 501LA engine test is designed to test an oil’s ability to minimise bore polishing and to maintain piston cleanliness.
This is a 300 hour test using a Euro V Mercedes-Benz OM 501LA engine, and consists of alternative 50 hours cycles at full load and cycling conditions. The test fuel contains 5% FAME and requires 100L of oil.
A fuel economy version of this test is also available and lasts 3 days and consists of 3 ‘world harmonised transient cycles.’ 60L of oil is required the the FE test.
Bore polishing means that the hatching on the cylinder lining is removed. This means that the oil no-longer sticks to the cylinder lining, allowing gas blow-back to occur, which reduces the engine’s efficiency and leads to decreased power output and greatly increased oil consumption.
This test is defined by CEC L
E6 Limits Bore polishing <1%
Piston Cleanliness >26
Oil consumption <9kg for entire test
Engine sludge – rate and report
E9 Limits Bore polishing <2%
Piston Cleanliness >17
Oil Consumption <9kg for entire test
MB Limits Bore polishing <1%
Piston cleanliness >26
Oil consumption <30g/hr
Engine sludge >9.4
Ring sticking 2 piston rings <1
Visual wear rating average <2
Engine deposits average <2
Cylinder wear average <0.008mm
Turbocharger deposits <2
TBN ASTM D4739 end of test rate and report
TAN ASTM D664 end of test rate and report

11. OM 602A
Low cam and cylinder wear leads to increased engine longevity and decreased maintenance costs.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
This test has been replaced by the OM 646 LA and is no longer available.
This test is only used in Iveco specifications.
The test’s limits are; Cam wear <50μm
Viscosity increase at 40oC <90%
Bore polishing <7%
Cylinder wear <20μm
Oil consumption <10kg

12. OM 646LA – Camshaft Wear 300 hour test to measure camshaft wear.
Less camshaft wear is good – increases engine lifetime and maintains performance.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The engine is the OM 646LA engine. This is a 2.2L, 4 cylinder in-line medium duty Euro V engine with a maximum power output of 110kW and maximum torque of 340Nm.
The 300 hour test is split into hour stages which are run back-to-back. Each 1 hour stage is split into 15 steps of running at a continuous speed from rpm, and engine powers up to 110kW. At full load, the fuel temperature is 35oC, coolant out temperature is 100oC, the oil sump is 70oC and the boost air is 60oC. The test fuel contains 5% FAME, and the test requires 25L of oil.
Wear on the camshaft will eventually lead to a decrease in the optimisation of injector timing, which will lead to power loss, decreased engine efficiency and, in extreme cases, retarded fuel injection which may cause soot build-up.
Although the only parameter measured for ACEA E9 accreditation is camshaft wear, Daimler requires piston merits, camshaft, tappet, cylinder ring, timing chain elongation and bearing wear, as well as viscosity increase, bore polishing and engine sludge for MB specification approvals.
The reference oil for the test is RL 228, and this is used before every test to break in the engine, generate a power curve and determine the base-line oil consumption.
This test is defined by CEC L
Maximum wear as at 2008 standards are for the camshaft: E μm (average maximum wear for 8 cams)
E μm (average maximum wear for 8 cams)
E μm (average maximum wear for 8 cams)
E μm (average maximum wear for 8 cams)
MB μm
Maximum cylinder wear for MB specification – 5μm
OM 602A data may be used instead of OM 646LA data providing it meets the requirements as specified in the 2007 ACEA sequences.

13. OM 646 LA Biofuel Test
This test is currently under development but will use B15 biofuel. However, the test is believed to emphasise piston cleanliness and sludge.

14. Cummins M11
Soot builds up due to poor engine combustion. This may cause wear in the engine which will reduce engine efficiency, power and lifetime. An oil which can disperse soot well and prevent it from harming the engine will greatly increase the oil’s lifetime.
Insert conclusions/claims here.
This test has been superseded by the Cummins ISM, and is no longer available.
This test also forms part of the Cummins CES 20076, and specifications and measures rocker pad weight loss and crosshead total weight loss at increased soot levels. The test also measures the oil filter pressure difference to detect for pressure loss during the engine test. The Cummins M11 test is also used by CI-4 and VDS-3 specifications, and measured soot related wear in engines.
The standard Cummins M11 test is defined by ASTM D6975, whilst the Cummins M11 high soot test is defined by ASTM D6838.
The test measures soot-induced wear in the engine and the test sequence lasts 300 hours.
Iveco limits are; Standardised average race wear with 1.75% soot.
Test 1 <25.4μm
Test 2 <26.6μm
Test 3 <27.1μm
Upper race average loss.
Test 1 100mg
Test 2 115mg
Test 3 130mg
Lead increase in used oil
<20ppm
CES specifications
Rocker head total weight loss at 6.5% soot <12mg
CES specification limits
Rocker head total weight 6.5% soot <12mg
CRC merits, (min at 200 hours) 8.7, 8.6, 8.5
Difference pressure across oil filter, (max at 200 hours) 79, 93, 100kPa
CES specification limits
Difference pressure across oil filter, (max at 250 hours) 275 kPa
Crosshead total weight 4.6% total soot 20mg
Top ring weight loss mg.

15. Cummins ISB
Low cam and tappet wear maintains engine life and fuel efficiency and decreases down-time.
Insert conclusions/claims here.
The Cummins ISB test uses a 6.7L Cummins ISB engine fitted with EGR, diesel oxidation catalyst, NOx adsorber catalyst and DPF.
The test measures cam and tappet wear in the engine and lasts 350 hours. The first 100 hours occurs with retarded fuel injection to generate excess soot, whilst the engine is operated under cyclic conditions for the next 250 hours to induce valve-train wear.
The Cummins ISB test is currently used as part of the CJ-4 and Volvo VDS-4 specifications. The test is defined by ASTM D7484.
Current limits are; CJ-4 Tappet wear (mg)
<100
<108
<112
Cam wear (μm)
<55
<59
<61
Crosshead weight loss – rate and report
VDS-4 Average slider tappet weight loss (mg)
Average cam lobe wear (μm)
<50
<53
Average crosshead weight loss – rate and report

16. Cummins ISM
Low engine sludge is good – oil remains fluid and can be pumped around the engine to protect delicate engine parts. Sludge may also block the oil filters and other parts of the engine, leading to engine over heating and increased wear.
Low wear is good – maintains engine life.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
Insert conclusions/claims here.
The test uses a Cummins ISM engine equipped with EGR. The test lasts 200 hours, uses PC10 fuel and is designed as a replacement for the Cummins M11 engine test.
The test is included in ACEA E9 and API CJ-4 specifications among others. The test measures several parameters, including sludge formation, engine wear and oil filter blocking. The test is defined by ASTM D7468.
Specification limits: ACEA E9 - Merit >1000
Rocker pad average weight loss at 3.9% soot content <7.1
Oil filter difference pressure at 150 hours. <19kPa
Engine sludge >8.7
Adjustable screw weight loss <49mg
API CJ-4 Total merits >1000
Top ring weight loss <100mg

17. Sequence IIIE
Low viscosity increase is good – allows the oil to be easily pumped around the engine at start-up to provide increased protection. It also decreases the likelihood of an oil blockage within the engine.
Please insert claims or conclusions here.
Please insert a graph demonstrating your results versus either the specification standard or a competitor’s oil here.
The sequence IIIE measures the viscosity increase of an oil due to soot build-up. However, the test has been rendered obsolete by both the sequence IIIF, IIIG and is no longer available. The sequence IIIE test utilises a petrol engine.
This test is covered by ASTM D5533.
An increase in viscosity due to soot may lead to oil blocking, preventing any further protection of the engine by the oil and also reducing the oils efficiency at cooling the engine.
This test forms part of the Cummins CES specification.
% increase in viscosity after 64 test hours at 40C <100.

18. Sequence IIIF
Low increase in viscosity is good – oil remains fluid and can be pumped around the engine.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The sequence IIIF test utilises a 1996 General Motors powertrain 3800 series II V6 engine, and evaluates an oil’s performance for many high temperature performance characteristics including oil thickening, varnish deposition, oil consumption and engine wear.
The sequence IIIF utilises a petrol engine.
This test is covered by ASTM D6984.
The test lasts 80 hours, and is broken down into 8 10 hour segments.
The test measures the increase in KV-40 after every 10 hours of the test.
The test is currently part of the API CJ-4 engine oil specification, where the maximum increase in KV-40 over the duration of the test is 275% as an average of 3 tests.

19. Sequence IIIG
Low viscosity increase is good – oil remains fluid so can be pumped around the engine easily and continue to protect delicate engine parts.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
Insert conclusions/claims here.
The sequence IIIG test utilises a 1996 General Motors powertrain 3800 series II V6 petrol engine.
This test is covered by ASTM D7320.
The test lasts 100 hours and is broken down into 5 20 hour segments with oil sampled after every 20 hours. The engine is run at 3600rpm with the oil kept at 150oC for the duration of the test.
The test measures KV40 viscosity increase and currently forms part of the Volvo VDS-4 oil specification.
VDS-4 specification limits:
EOT KV40 increase (adjusted) <150%
KV40 increase (unadjusted)
100 hours (B) report %
80 hours (C) report %
60 hours (D) report %
EOT ratio [(B-C)/(C-D)] <2.5%

20. Caterpillar C13
Low deposits maintain engine efficiency and reduce wear, leading to increased engine life and decreased downtime.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The Caterpillar C13 engine test measures piston and ring deposit ‘demerits.’
Deposits within the engine may lead to abrasive wear. If these deposits are on the piston or within the piston ring, then it may lead to ring polishing leading to blow-by, acidification of the oil, hence acid corrosion and also decreased power output of the engine.
The test is currently included in the API CJ-4 and Volvo VDS-4 specifications. The test is defined by ASTM D7549.
API CJ-4 specification; Total merits >1000
No hot stuck rings.
VDS-4 specification; Total merits >1000
Δ oil consumption <31g/hr
Average TLC <35 demerit
Average TGC <53 demerit
2nd ring top face carbon <33 demerit

21. Caterpillar 1K
Lacquer deposits will lead to abrasive wear within the engine and decreased power output from liner polishing.
Insert conclusions/claims here.
Please insert a graph here comparing your results to either the industry standard or a competitor product.
The Caterpillar 1K test evaluates an oils performance in lacquer and carbon deposit formation. The test utilises a high sulphur fuel, (0.4%), to increase its severity. Carbon deposit and lacquer formation can lead to bore polishing, which will lead to exhaust gas blow-by, acidification of the engine oil and hence increased corrosion of the engine, shorter oil drain interval and also decreased engine power.
The test lasts 252 hours and forms part of the API CI-4 engine specification, as well as Cummins 20076, and engine oil specifications.
The test is defined by ASTM D6750.
The API CI-4 limits are as follows;
WDK, max 332/347/353
TGF, max 24/27/29
TLHC, max 4, 5, 5
Oil Consumption gm, Bhp-he, max 0.139
Piston Ring and Liner Scuffing None

22. Caterpillar 1N
Low ring scuffing and top land heavy carbon reduces engine wear and maintains engine power and minimises oil consumption.
Insert conclusions/claims here.
The test uses a 4-stroke single cylinder diesel engine and evaluates an oil against high temperature performance characteristics including lacquer and carbon deposit formation.
The test lasts 252 hours and uses low sulphur fuel, (0.04%).
The test measures piston deposits, piston scuffing, ring sticking, ring scuffing, liner scuffing and oil consumption. An increase in piston scuffing and liner wear can lead to blow-by, which leads to increased oil consumption and a loss of engine power, as well as fuel dilution of the lubricant and contamination of the lubricant with harmful exhaust gases.
This test replaced the Caterpillar 1P engine test, and is currently part of the Cummins CES 20078, CES 20081, MB and API CJ-4 specifications.
The test is defined by ASTM D6750.
API CJ-4 specification limits;
Top land heavy carbon
<3%
<4%
<5%
Top groove fill
<20%
<23%
<25%
Weighted demerits
<286.2
<311.7
<323
Average oil consumption (0-252 hours)
<0.5g/kWhr
Ring/Liner scuffing
None
Cummins CES specification limits are;
WDN (max)
TGF, (% max)
TLHC, (% max)
Oil consumption (g/kWhr, max)
Piston ring sticking and liner scuffing None
Limits for the Cummins CES specification are;
Limits for the MB specification are;
WDN (max) /311.7/323
TGF, (% max) /23/25
TLHC, (% max) /04/2005

23. Caterpillar 1P
Carbon and lacquer formation will lead to abrasive wear of the cylinder which will reduce engine power, increase oil consumption and reduce engine lifetime, as well as exposing the lubricant to acidic exhaust gases which will corrode the engine and decrease the engine’s lifetime.
Insert your claims/conclusions here.
Please insert a graph here of your results versus either an industry standard or a competitor product.
This test utilises a single cylinder diesel engine which is run in a steady state for 360 hours. The test utilises a low sulphur fuel, (0.04%), and measures the oil’s ability to reduce carbon and lacquer formation of an oil, as well as oil consumption.
Carbon and lacquer formation may lead to abrasive wear on the engine which will decrease the engine’s lifetime and may also lead to a decrease in the engine’s efficiency. Abrasive wear on the liner will lead to exhaust gas blow-by which will reduce engine power and lead to an increase in fuel dilution and acid build-up in the lubricant. This test replaced the Caterpillar 1P.
The test is currently part of the API CI-4 specification programme. The test is defined by ASTM D6681.
API CI-4 specification limits are;
Weighted demerits, (max) /378/390
Top groove carbon, (demerits, max) 36/39/41
Top land carbon, (demerits, max) 40/46/49
Average oil consumption, g/h,
Final oil consumption, (g/h, hours, max) 14.6
Pisotn, ring and liner scuffing None

24. Caterpillar 1R
Carbon and lacquer formation may lead to abrasive wear within the engine which will lead to decreased engine life and a likelihood of exhaust gas blow-by.
Please insert your results/conclusions here.
Please insert a graph comparing your results to either a specification limit or to a competitor product.
The Caterpillar 1R test forms part of the API CI-4 specification and is also used in the Cummins CES specification. The test is defined by ASTM D6923.
This test lasts 504 hours on a single cylinder diesel engine and rates the engine for carbon and lacquer formation, and utilises a low sulphur fuel, (0.04%). Carbon and lacquer formation may lead to abrasive wear on the engine which will decrease the engine’s lifetime and may also lead to a decrease in the engine’s efficiency. Abrasive wear on the liner will lead to exhaust gas blow-by which will reduce engine power and lead to an increase in fuel dilution and acid build-up in the lubricant.
The API CI-4 limits are as follows;
WDR (max) /396/402
TGC (max) /57/59
TLC (max) /35/36
Average initial oil consumption, (g/hr, max) 13.1
Average final oil consumption, (g/hr, max) IOC + 1.8
Piston ring and liner scuffing None
Ring sticking None
Cummins CES specification limits;
WDR (max)
TGC (max)
TLC (max)
Average initial oil consumption, (g/hr, max)
Average final oil consumption, (g/hr, max) IOC + 1.8
Piston ring and liner scuffing None
Ring sticking

25. Roller Follower Wear Test
Reduced roller wear increases engine longevity and maintains fuel economy for longer.
Insert conclusions/claims here.
This test is designed to measure roller-follower wear in engines used in stop-and-go service for uses such as hydraulic lift and bin lorries. However, this test was designed for engines produced before 1993, and hardware found in these engines is no longer found in all engines produced today. This will be taken into account in the extrapolation of results of this test.
This test is designed to test the oil’s ability to control roller wear under high load conditions but at low to moderate engine speeds. The test was developed with reference to delivery van fleets and wear formed under these conditions.
The test lasts 50 hours and requires 57L of oil.
This test currently forms part of Volvo VDS-4 and API CJ-4 oil specifications. The test is defined by D5966.
Current limits are; CJ-4 Roller follower pin wear
<7.6μm
<8.4μm
<9.1μm
VDS-4 Average pin wear

26. D6894 – Oil Aeration
Low air volume is good – engine efficiency and fuel economy are maintained.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The D6894 engine oil aeration test was designed because of HEUI fuel systems, which take engine oil and pressurise it to operate high pressure fuel injectors. This form of engine means the engine’s entire oil can be circulated in 8 seconds, and is therefore subject to aeration.
Aeration of engine oil is bad since it may lead to cavitation pitting within the engine, and may also lead to very thin oil films or oil film collapse on components such as bearings. This may lead to increased corrosion within the engine as well.
The industry decided that 8% oil aeration was the maximum before the engine’s efficiency and operation become impaired.
The test is currently used for API CJ-4 and Volvo VDS-4 specifications. This test is defined by ASTM D6894.

27. Volvo D12D – Engine deposits and cleanliness
Low piston deposits are good – maintains engine efficiency and reduces engine wear.
Little bore polishing is good – lowers oil consumption and maintains engine efficiency.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
The test uses the 460hp D12D engine 12L engine.
The test lasts 400 hours and is equivalent to the first 200,000km of a Volvo VDS-3 field-trial, and also forms part of the new VDS-4 specification. The test requires 60L of oil.
Volvo VDS-4 limits; Piston deposits >40 merit
Ring riding <50%
Bore polish <150cm2
Oil consumption, (average over the test) <35g/hr
Oil consumption, (final 100 hours) <35g/hr

28. Volvo D13B
This test is currently under development and is designed the replace the D12D once the Euro VI emission legislation comes in to force in 2012.
It is planned for the test to last 300 hours and to require 60L of oil.

29. MAN D2876 – Critical Component Protection
Measures several key performance indicators.
Reduced engine wear leads to increased engine longevity and decreased down-time.
Insert conclusions/claims here.
Insert graph here, where you can demonstrate your oil’s performance versus the industry requirement or a competitor oil.
Test utilises an MAN D2876 LF04 turbocharged engine with EGR, intercooler and reduced sump capacity.
This test is sometimes referred to as the ‘Meistersinger II.’
The total test duration is 400 hours and consists of hour cycles, each consisting of 35 hours at maximum power, and 65 hours at maximum torque. This test utilises low sulphur fuel and requires 140L of oil.
The test measures the lubricant’s performance in several key areas, including; piston cleanliness, ring sticking, cylinder wear, engine deposits, sludge, valve train wear and soot related viscosity issues.
The test is used by MAN to test low SAPS engine oils for the M 3477 specification. Limits for wear are:
cylinder liner wear – 2.1μm
Tappet wear – 2.2μm
Valve bridges inlet wear – 7.3μm
Valve bridges wear, exhaust – 6.4μm
Sludge - >9 points
Piston cleanliness - >51.6 points
Piston ring sticking, 2nd piston ring – >9.7 merits
Total engine deposits - <3
Viscosity increase at 4% soot – 45% max
Iron content at 4% soot – 180ppm max
Total oil consumption - <34.5kg

30. JASO M354
This test measure cam wear in the engine. Cam wear will lead to poorer injection timing, decreased length of injector opening and hence decreased power.
Please insert your own conclusions here.
Please insert graph containing your results versus those of a competitor.
This test utilises a Mitsubishi 4L diesel engine, and evaluates the ability of an oil to protect against crank-case cam wear when subjected to elevated soot levels. The test lasts for 160 hours and the enigne at 3200rpm and maximum torque for the entire 160 hour duration of the test.
This test measures cam wear and forms part of the Cummins CES 20078, Jaso DH-1, Global DLD-1, DLD-2 and DLD-3 specifications.
The pass limit is fewer than 95μm of camshaft wear normalised to 4.5% soot.

31. JASO M 336
This test is included in the global JASO DH-1 and DH-2 specifications and is designed to measure piston detergency.
DH-1 and DH-2 limits:
Top groove fill (% volume) 60
Piston ring sticking All free
Deposits in ring lands (merits) Report