Astm D-908

APPROVED AS
AMERICAN STANDARD
BY THE AMERICAN STANDARDS ASSOCIATION
ASA NO.: Zll.69-1953
UDC 662.75J: 620.1
Standard Method of Test for

KNOCK CHARACTERISTICS OF MOTOR FUELS BY THE
RESEARCH METHOD1
ASTM Designation: D 908-55

Adopted, 1951; Revised, 1953, 1955.8
This Standard of the American Society for Testing Materials is issued under
the fixed designation D 908; the final number indicates the year of original
adoption as standard or, in the case of revision, the year of last revision.
Scope with normal heptane that matches the

knock characteristics of the fuel when
1. This method describes the test
for determining the knock character compared by this method.
istics, in terms of ASTM research oc Outline of Method

tane numbers, of fuels for use in spark-
3. The Research octane number of a
ignition engines.
fuel is determined by comparing its
Definition knocking tendency with those for
blends of the reference fuels of known
2. ASTM Research Octane Number
octane number at 600 rpm under
of a fuel is the whole number nearest
standard operating conditions. This is
the percentage by volume of zsooctane
done by varying the compression ratio
(2,2,4-trimethylpentane) in a blend
for the sample to obtain the standard
1
Under the standardization procedure of knock intensity as defined by a guide
the Society, this method is under the juris
curve and as measured by an electroni
diction of the ASTM Committee D-2 on
Petroleum Products and Lubricants. cally controlled knockmeter. When the
2 Prior to adoption as standard, this knockmeter reading for the sample is
method was published as tentative from bracketed between those for two refer
1947 to 1951, being revised in 1948.
ence blends differing by not more than
In 1953, this method was revised to elim
two octane numbers, the rating of the
inate the bouncing pin as authorized equip
ment on and after January 1, 1954. sample is calculated by interpolation.
In 1955, the new corrections for microm
eter settings and intake-air temperature Apparatus
which depend upon barometric pressure
4. The knock testing unit illus
were put into effect. Sections 6(fc), 8, and
trated in Fig. consists of a single-
3
10(6) were revised to conform with the
new Table VI in regard to intake-air tem cylinder engine of continuously vari
perature. able compression ratio, with suitable
19
20 RESEARCH METHOD (D 908 - 55)
A — Surge Tank. H— Oil Filter.

B — Coolant Condenser. I — Ignition Breaker.
C — Exhaust Surge Tank. J — Cylinder Clamp.
D — Exhaust Manifold. K — Air Intake Thermometer.
E — Crank for Adjusting Compression Ratio. L — Ignition coil.
F— Oil Drain Cap. M— Detonation Meter, Model 501-AP.
G — Scrap Fuel Can, Closed for Safety.
FIG. 3.— RESEARCH UNIT.
RESEARCH METHOD (D 908 - 55) 21
loading and accessory equipment and knockmeter readings due to line voltage
instruments, mounted on a stationary fluctuations.
base. The engine and equipment spec Reference Materials
ified in Appendix I on Apparatus shall
5. ASTM Knock Test Reference
be used without modification and in
Fuels,8 conforming to the specifications
stalled as directed in Appendix V on and requirements in Section 214(a) of
Installation and Assembly. It is im Appendix II
on Reference Materials
portant to provide a proper foundation and Blending Accessories, are the fol
for the unit as described in Section 606 lowing:
of Appendix VI on Building and Utility (a) ASTM fsooctane (2,2,4-tri-
Requirements. It is necessary to keep methylpentane),
the apparatus in good mechanical con (b) ASTM n-heptane,
dition, as described in Appendix IV on (c) ASTM 80 octane number
blend
Maintenance. of (a) and (b),6
The panel-mounted detonation me (d) Such other blends of (a) and (b)
as may be adopted.
ter, Model 501-AP,3 Fig. 3, and knock-
Toluene conforming to the specifi
meter, or desk-mounted Model 501-
cations in Section 214(e) of Appendix
Fig. 2, shall be used to measure
A,3•3° II is required for blends with ASTM
knock intensity. With the detonation knock test reference fuels to standard
meter a pickup, Type D-l, £ in. in di ize engine conditions. 6
ameter with 18 threads per inch, is re

Operating Conditions
quired and may be purchased with the
meter. A constant voltage transformer4 The following standard operating
6.
should be used to prevent instability of conditions (see Appendix on Op III

eration for further details) are manda
tory:
3 Available from the Waukesha Motor (a) Engine Speed, 600 ± 6 rpm,
Co., Fuel Research Division, Waukesha, with a maximum variation of 6 rpm
Wis. Also available from The Solartron during a test.
Electronic Group Ltd., Solartron Works,
(b) Spark Advance, constant, 13.0
Queens Road, Thames Ditton, Surrey, Eng deg.
land.
80 Detonation meter Model 501 may also (c) Spark Plug Gap, 0.020 ± 0.005
in.
be used.
4 The detonation meter requires a 115-v (d) Breaker-Point Gap, 0.020 in.
regulated voltage source and its total power (e) Valve Clearances, 0.008 ± 0.001
requirements are less than 60 va. Regulating in., measured with the engine hot and
and step-down regulating transformers for running under standard operating con-
conversion of the line voltage to the instru
Fuel "C" (Section 202 of Appendix II)
5
ment operating voltage may be purchased
is available for those who prefer the use of
with the meter or from electrical supply
a secondary reference fuel for routine test
houses. If the frequency of the power source
ing.
is less than 50 cycles, a detonation meter
•Fuel "X" (Section 203(c) of Appendix
altered to accommodate the particular
II) is also acceptable as a standardization
frequency available must be used. fuel.
ditions on a reference fuel of 80 octane (n) Fuel- Air Ratio, adjusted for
number. maximum knock as follows: At each
Crankcase Lubricating Oil, SAE ratio and for each fuel
(f)
compression
30, having Saybolt Universal viscos being tested, adjust the fuel-air ratio
a
ity of 58 to 70 sec at 210 C) de by varying the carburetor fuel level
F
(99
termined by ASTM Method D 88.7 in increments, until the adjustment
(g) Oil Pressure, 25 to 30 psi under that produces maximum knockmeter
a
operating conditions. reading obtained. It required
is
is
(h) Oil Temperature, 135 ± 15 that this fuel level be between 0.8 and
F
(57 ± 8.5 C) with the temperature 1.8 in. It may be necessary to change
sensitive element completely immersed the size of the metering jets to meet
in the crankcase oil. this requirement.
Coolant Temperature, 212 ± (o) Standard Knock Intensity, ob
(i)
3
(100 ± 1.5 C) constant within tained with blend of fsooctane and
F
a
±1 (±0.5 C) during test. normal heptane, under the standard
F
(j) Intake Air Humidity, 25 to 50 operating conditions of this method

grains of water vapor per pound of dry and at micrometer reading corre
a
air, as provided in Section 114, of sponding to the octane number of the
Appendix When air of this humidity blend used and the prevailing baro
I.
prevails in the engine room through metric pressure in accordance with

the operation of natural factors or air Table and correction Table VI.
V
conditioning, may be used without
it
further conditioning, its humidity be Starting and Stopping Engine

ing determined by use of the type of 7. (a) Starting the Engine.— While
sling psychrometer described in ASTM the engine being motored, turn on
is
Method D 337, for Determination of the ignition and start the engine by
Relative Humidity.8 setting the carburetor to draw fuel
(k) Intake Air Temperature, meas from one float bowl.
ured at carburetor entrance with —
(b) Stopping the Engine. Turn off
a
mercury thermometer and maintained the fuel, then the ignition, drain all
within ±2F
(±1.1 C) of the tem fuel bowls, and motor the engine for
1
perature for the prevailing
specified min before stopping the synchronous
barometric pressure in Table VI. motor. To avoid possible corrosion and
Carburetor Venturi, ^ in. di
(1)
warping of valves and seats between

ameter at the throat. operating periods, close both valves by
(m) Micrometer Adjustment, set to turning the flywheel to tdc on the
read 0.500 in. (5.5 to compression compression stroke.
1
ratio) with the piston at top dead

center and with clearance volume of Obtaining Standard Knock Intensity
a
140 ± 0.5 ml to the top face of the 8. With the engine at equilibrium
pick-up hole as measured by either of temperature and the carburetor set
the "tilt" procedures described in Sec for maximum knock, obtain standard
tions 302 and 303 of Appendix III. knock intensity, Section 6(o), at the
Book of ASTM Standards, Part micrometer setting obtained from
7
5.
1955
Table and corrected in accordance
V
1955 Book of ASTM Standards, Part 7.

8
TABLE V.— MICROMETER SETTINGS FOR STANDARD KNOCK

INTENSITY AT A BAROMETRIC PRESSURE OF 29.92 IN. OF
MERCURY.
For Use at All Altitudes, 9/16 in. Venturi.
See Table VI for Corrections for Other Barometric Pressures.
RlUARCH Research
OCIANI 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 OCTAKI
NUMBIl Nuiibii
Micrometer Setting., in.
0.559 0.650 0.569 0.669 0.558 0.558 0.658 0.558 0.657 0.557 40
41 0.557 0.666 0.656 0.660 0.656 0.565 0.666 0.665 0.655 0.654 41
0.654 0.554 0.553 0.653 0.653 0.663 0.552 0.552 0.652 0.651 42
0.651 0.651 0.550 0.660 0.650 0.549 0.649 0.549 0.648 0.648 43
44 0.648 0.547 0.647 0.647 0.547 0.646 0.546 0.546 0.646 0.646 44
45 0.546 0.644 0.644 0.644 0.543 0.643 0.543 0.542 0.642 0.642 45
46 0.541 0.641 0.541 0.540 0.540 0.640 0.539 0.639 0.539 0.638 46
47 0.638 0.538 0.537 0.637 0.537 0.636 0.636 0.636 0.635 0.535 47
48 0.535 0.534 0.634 0.533 0.633 0.533 0.532 0.532 0.532 0.531 48
49 0.531 0.631 0.530 0.630 0.529 0.529 0.529 0.528 0.528 0.628 49
0.527 0.527 0.527 0.526 0.526 0.525 0.525 0.525 0.524 0.624 50
0.624 0.523 0.623 0.623 0.622 0.622 0.521 0.521 0.521 0.620 51
(2 0.520 0.520 0.519 0.619 0.618 0.518 0.518 0.517 0.617 0.517 62
63 0.516 0.616 0.616 0.616 0.515 0.614 0.514 0.613 0.613 0.613 53
H 0.612 0.512 0.511 0.611 0.511 0.610 0.610 0.610 0.609 0.609 64
65 0.508 0.508 0.607 0.507 0.607 0.506 0.606 0.505 0.605 0.505 55
68 0.604 0.504 0.503 0.503 0.503 0.502 0.502 0.602 0.601 0.601 66
67 0.500 0.500 0.499 0.499 0.499 0.498 0.498 0.497 0.497 0.497 57
58 0.496 0.496 0.496 0.495 0.495 0.494 0.494 0.493 0.493 0.492 58
69 0.492 0.492 0.491 0.491 0.490 0.490 0.489 0.489 0.489 0.488 59
50 0.488 0.487 0.487 0.487 0.486 0.486 0.485 0.485 0.484 0.484 60
«1 0.483 0.483 0.482 0.482 0.481 0.481 0.481 0.480 0.480 0.479 61
82 0.479 0.478 0.478 0.477 0.477 0.477 0.476 0.476 0.475 0.475 62
(3 0.474 0.474 0.473 0.473 0.473 0.472 0.472 0.471 0.471 0.471 63
«4 0.470 0.470 0.469 0.469 0.468 0.468 0.467 0.467 0.466 0.466 64
85 0.466 0.465 0.465 0.464 0.464 0.463 0.483 0.462 0.462 0.461 65
68 0.461 0.460 0.460 0.459 0.459 0.458 0.458 0.457 0.457 0.456 66
67 0.456 0.455 0.455 0.454 0.454 0.453 0.453 0.462 0.452 0.451 67
68 0.451 0.450 0.460 0.449 0.449 0.448 0.448 0.447 0.447 0.447 68
69 0.446 0.445 0.445 0.445 0.444 0.444 0.443 0.443 0.442 0.442 69
70 0.441 0.441 0.440 0.440 0.439 0.439 0.438 0.438 0.437 0.437 70
71 0.436 0.436 0.436 0.435 0.434 0.434 0.433 0.433 0.432 0.432 71
72 0.431 0.431 0.430 0.430 0.429 0.429 0.428 0.427 0.427 0.426 72
73 0.426 0.426 0.426 0.424 0.423 0.423 0.422 0.422 0.421 0.421 73
74 0.420 0.419 0.419 0.418 0.418 0.417 0.416 0.416 0.415 0.415 74
75 0.414 0.413 0.413 0.412 0.411 0.411 0.410 0.410 0.409 0.409 75
76 0.408 0.407 0.406 0.406 0.405 0.405 0.404 0.403 0.402 0.402 76
77 0.401 0.400 0.400 0.399 0.398 0.398 0.397 0.396 0.396 0.395 77
78 0.394 0.394 0.393 0.392 0.392 0.391 0.390 0.390 0.389 0.388 78
7» 0.387 0.387 0.386 0.386 0.384 0.384 0.383 0.382 0.381 0.381 79
80 0.380 0.379 0.378 0.378 0.377 0.376 0.376 0.375 0.374 0.374 80
81 0.373 0.372 0.371 0.371 0.370 0.370 0.369 0.368 0.867 0.367 81
82 0.366 0.366 0.364 0.364 0.363 0.362 0.362 0.361 0.360 0.359 82
83 0.368 0.368 0.367 0.356 0.365 0.365 0.354 0.353 0.352 0.352 83
84 0.361 0.360 0.349 0.349 0.348 0.347 0.346 0.346 0.345 0.344 84
85 0.343 0.342 0.341 0.340 0.339 0.339 0.338 0.337 0.336 0.335 86
86 0.334 0.334 0.333 0.332 0.331 0.330 0.329 0.328 0.327 0.327 86
87 0.326 0.326 0.324 0.323 0.322 0.321 0.320 0.319 0.318 0.317 87
88 0.317 0.316 0.315 0.314 0.313 0.312 0.311 0.310 0.309 0.308 88
80 0.307 0.306 0.306 0.304 0.303 0.302 0.301 0.300 0.299 0.298 89
00 0.297 0.296 0.296 0.294 0.293 0.292 0.291 0.290 0.289 0.288 90
01 0.287 0.288 0.286 0.284 0.283 0.282 0.281 0.280 0.279 0.278 91
02 0.276 0.275 0.274 0.273 0.272 0.271 0.270 0.269 0.268 0.267 92
93 0.266 0.264 0.263 0.262 0.280 0.269 0.258 0.257 0.256 0.255 93
04 0.254 0.252 0.261 0.250 0.248 0.247 0.246 0.244 0.243 0.242 94
05 0.241 0.240 0.238 0.237 0.236 0.234 0.233 0.231 0.230 0.229 95
06 0.227 0.226 0.224 0.223 0.222 0.220 0.218 0.217 0.216 0.214 96
07 0.213 0.211 0.210 0.208 0.206 0.206 0.203 0.202 0.200 0.199 97
08 0.197 0.196 0.193 0.192 0.190 0.188 0.186 0.184 0.182 0.180 98
09 0.179 0.177 0.175 0.174 0.172 0.169 0.167 0.165 0.163 0.182 99
100 0.160 ...100
Copies of this table 8} by 11 in. are available from the Society.

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24
with Table VI for the octane number mate normal operating positions, check
of the reference fuel blend being used zero of knockmeter. If adjustment is
and the barometric pressure at the time necessary, remove the screw cap
of the test. The intake air temperature marked ZERO on detonation meter,
should be adjusted to correspond with and make adjustment with a small
the value specified for the prevailing screw-driver to bring the knockmeter
barometric pressure as given in Table pointer to zero.
VI. When the barometric pressure is Although the ZERO adjustment of
measured by a mercurial barometer the Detonation Meter is not critical,
having a brass scale, correct the read it is good practice to recheck it from
ing for ambient temperature by the time to time to compensate for tube
following formula: aging and after installation of replace
B = b - 0.00009 b{t- 28.5)
ment tubes and parts.
(c) Adjustments of Time Con
where:
stant.—The TIME CONSTANT con
B = corrected barometric pressure,
trol switch has six positions. Position
in inches of mercury,
No. 1 gives the fastest and position
b = observed barometric pressure, in
No. 6 the slowest meter response, with
inches of mercury, and
other positions being intermediate.
t = observed temperature of the
(d) Adjustments of Detonation Me
barometer, in degrees Fahren
ter Reading and Spread. — The con
heit. If the observed tempera
trols for the METER READING
ture is in Centigrade, convert to
(marked Sensitivity on earlier meters)
Fahrenheit to use the formula.
and SPREAD are made so that each
No correction is required for a properly
control has both a coarse and a fine
compensated aneroid barometer, but it
adjustment, with indexes for resetting.
should be calibrated at least once a
The fine and coarse knobs are inde
year.
pendent of each other. The coarse
Adjusting Knockmeter, and Detona knob should be used to obtain the ap
tion Meter proximate reading required, and the
9. (a) Zero Adjustment of Knock- fine knob is used for more precise ad
meter. — Before daily operation, with justment. It is not necessary to change
power and operational switches of the these controls very much to cover the
detonation meter in the OFF position, range 40 to 100 octane number, partic
check zero of knockmeter. Reset as ularly if the initial setting of the meter
necessary using adjusting screw pro is made at 85 octane number. How
vided on knockmeter face. ever, this does not preclude making a
(b) Zero Adjustment of Detonation setting at any desired octane level in
Meter. — With the power switch in the order to follow the appropriate guide
ON position, warm up the meter for table. It
probably will be necessary to
about 30 min. Then with the opera reset the meter for use above 100 oc
tional switch in the OFF position, and tane number or below 40 octane num
the METER READING and ber.
SPREAD controls in their approxi With the engine operating under
standard test conditions on a reference peat the procedure. Rotating the

fuel, adjust the meter reading and SPREAD knobs clockwise increases
spread as follows: Turn the knobs (fine the spread; to decrease the spread, re
and coarse) marked METER READ verse this procedure. After the desired
ING and SPREAD fully counter spread is obtained, the detonation
clockwise. Rotate the coarse knob on meter is ready for use and a check
the SPREAD dial clockwise approxi should be made with an appropriate
mately 15 deg and the fine knob approx standardization fuel.
imately 150 deg; rotate the METER
READING coarse knob clockwise so Checking Test Conditions
that the knockmeter pointer is approxi
10. (a) Engine conditions are not
mately mid-scale, and use the fine knob
correct unless a blend of 74 per cent
for precise control. Adjust the fuel-air
of toluene and 26 per cent of normal
ratio for maximum knock. If the maxi
heptane by volume matches a blend
mum is not well defined, this is an in
of 93.4 ± 0.3 per cent isooctane and
dication that the sensitivity to change
6.6 ± 0.3 per cent normal heptane by
in octane number is too small. To in
volume. If this match cannot be ob
crease the sensitivity, rotate the
tained under standard conditions,
SPREAD knobs clockwise until the
check the mechanical condition of the
meter reads 100, then rotate the
engine. Other standardization fuels,
METER READING knobs counter
Section 203 of Appendix II, may be
clockwise until the meter is near mid-
used for checking both engine and test
scale again.
conditions at this and other octane
Change to the carburetor tank con
number levels. Their ratings should
taining the second reference fuel which
fall within ±0.3 octane number of the
differs from the first by not more than
value given in the appropriate certified
two octane numbers and determine its
calibration table.
fuel-air ratio for maximum knock. The
(b) For subsequent testing of fuel
spread may then be determined by
samples, adjust the cylinder height for
comparing the maximum readings for
standard knock intensity, using the
the two reference fuels. A desirable
knockmeter as a guide, provided no
spread for two octane numbers is 15 to
change has been made in the detona
30 divisions. However, in the low oc
tion meter adjustment in the mean
tane number range, it may be necessary
time. Make certain that the cylinder
to use a smaller spread, but it should
heights as measured by micrometer
never be less than six knockmeter divi
settings are within ±0.010 in. of those
sions per two octane numbers.
If the spread is too small, increase given in guide Table V, corrected from
the knockmeter reading approximately Table VI for the prevailing barometric

20 divisions by rotating the SPREAD pressure, for the octane numbers of the
knobs clockwise; then rotate the reference fuel blends that match the
METER READING knobs counter samples. An adjustment of the intake
clockwise to restore the original read air temperature in accordance with
ing. If the spread is not sufficient, re Table VI may be required if a signifi
cant change in barometric pressure the maximum. Reset the fuel level at
occurs during the day. the position for which the maximum
(c) The engine should cease firing knockmeter reading was obtained, for
instantly when the ignition is switched example, 1.2 in. Follow the same pro
off. If it does not, operating condi cedure for leaner fuel-air ratios by
Examine the
tions are unsatisfactory. setting in turn at 1.3, 1.4 . . . until the
engine for defects, particularly for knockmeter reading has decreased at
combustion chamber and spark-plug least five divisions from the maximum.
deposits, and remedy such conditions Set the fuel level at the position for
before rating fuels. which the maximum knockmeter read
ing was obtained, or between the two
Adjusting Compression Ratio and Car positions for which the reading was the
buretor same, for example, 1.25 in. This is the
11. It
is necessary to make an ap position for maximum knock. Verify it
proximate adjustment of the compres at least once by settings at levels 0.1
sion ratio before setting the fuel level in. on either side: in the example just
for maximum knock, after which make taken, at both 1.15 and 1.35 in. If
the final adjustment of the compres higher knockmeter readings are ob
sion ratio to give standard knock in tained at either of these positions, the
tensity. setting is in error and repetition of the
(a) Preliminary Adjustment of Com entire procedure is necessary. For each
pression Ratio. — Fill one tank of the setting of the fuel allow the
level
carburetor with the sample and turn knockmeter to reach equilibrium be
the selector valve to draw fuel from fore recording readings.
the bowl. Set the fuel level to give (c) Final Adjustment of Compres
approximately maximum knockmeter sion Ratio. — Finally, adjust the com
reading and adjust the compression pression ratio to give a knockmeter
ratio to give a knockmeter reading of reading of 55 ± 3 scale divisions. Use
about 55 scale divisions. As any neces this setting for the remainder of the
sary readjustments will increase the test.
knockmeter reading, time can be
saved by setting for 52 or in some cases
Bracketing the Test Fuel
even lower. 12. (a) First Bracketing Reference
(b) Adjustment of Fuel-Air Ratio.

— Fuel. — Based on the expected knock
Adjust the fuel level for the position rating of the sample, place a trial blend
of maximum knock as follows: With a of the knock-test reference fuels, which
setting, for example, of 1.3 in. on the has been thoroughly mixed, in another
etched glass scale, allow the knock of the carburetor tanks. Operate the
it,
meter to reach equilibrium and record engine on without changing the

the reading. Then obtain and record compression ratio, while the level of
knockmeter readings for richer fuel-air the float bowl adjusted to the maxi
is
ratios by raising the fuel level by 0.1- mum knock position as described in
in. increments to settings of 1.2, 1.1 Section 11(6).
. . . until the knockmeter reading has (b) Second Bracketing Reference
decreased at least five divisions from Fuel. — Select second trial blend of
a
the reference fuels such that the maxi (b) Report the octane number to the
mum knockmeter reading obtained for nearest integer. When the interpolated
the sample will be between those ob figure ends with 0.50, round off to the
tained for the reference fuel blends. nearest even number: for example,
Place the second trial blend in the report 68.50 as 68, not 69.
third carburetor tank and operate the
without changing the Reproducibility
it,
engine on
compression ratio, while the level of 14. Extensive data from independ
the float bowl adjusted to the maxi
is
ent laboratories over number of
a
mum knock position as described in years for many samples of conven
Section 11(6). If the octane numbers of tional motor gasolines have shown
a
the first and second trial blends do not standard deviation of 0.5 octane num
differ by more than two units, continue ber (an average deviation of about 0.4
the test; try additional
otherwise octane number). Based on this stand
blends of reference fuels until this re ard deviation, the number of tests re
quirement met.
is
quired to yield rating of desired
a
(c) Obtaining Knockmeter Read accuracy given in the following table:
is
ings. —-With the three carburetor bowls
set at the fuel-air ratios giving maxi Number of Tests Required to
Accuracy Obtain the Desired Accuracy
mum knockmeter readings, take Desired, Octane
a
Number, plus times 19 times 99 times
9
series of readings for the sample and or MINUS out of 10 out of 20 out of 100
the two reference fuel blends. In each 1.0

1
2
case allow the knockmeter to reach 0.5 3
7
0.3 11 18
equilibrium before recording the read
8
ing. Bracket the sample between the

This table shows that single rating
a
two blends of reference fuels at least
can normally be expected to be within
three times. convenient way to do
A
±1.0 octane number of the true value

this to take readings in order for the
is
in about 19 cases out of 20. On the

second reference fuel, the sample, the
other hand, an accuracy of ±0.3
if
first reference fuel, the sample, the

octane number desired with a cer
is
second reference fuel, the sample, and

tainty of 90 per cent times out of 10)
(9
the first reference fuel. In changing

necessary to obtain an average of
is
it
fuels, always allow at least min for

1
eight ratings in eight different engines

the engine and knockmeter to reach
(preferably in eight independent labo
equilibrium. With some fuels an ap
ratories).
preciably longer time interval may be
Although the above degree of repro
required.
ducibility applies to conventional mo
Reporting tor gasolines when careful attention
is
13. (a) Average the knockmeter given to the details of test procedure
readings obtained in accordance with and engine condition, does not neces
it
Section 12(c) for the sample and for sarily apply to fuels which differ ma
each of the reference fuel blends. Find terially from finished motor gasolines.
the ASTM Research octane number In such cases, the reproducibility
is
by interpolation from the averages so likely to be lower and result in higher

obtained. standard deviations.
APPENDIX I
APPARATUS
Apparatus
101. (a) The apparatus described in this Appendix is to be used with
out modification for the Motor and Research Methods. For each method
the apparatus consists of a single cylinder engine of continuously variable
compression ratio, with suitable loading and accessory equipment and
instruments, on a stationary base. The complete unit is known
mounted
as the "ASTM-CFR Engine" and is marked by a plate or other approved
means with a combination of the respective emblems of the American Soci
ety for Testing Materials and the Coordinating Fuel Research Committee,
thus :
(b) At present the sole authorized manufacturer of the ASTM-CFR

engine is the Waukesha Motor Co., Waukesha, Wis. Other manufacturers
may be approved in the future, but testing laboratories should not purchase
testing units, except from the Waukesha Motor Co., without ascertaining
whether such units have been approved. Inquiries in this connection
should be directed to Mr. W. T. Gunn, Secretary of Committee D-2 on
Petroleum Products and Lubricants, 50 W. Fiftieth Street, New York 20,
N. Y.
All necessary instruments and accessories are furnished with the
(c)
unit. A parts list for ASTM-CFR engines can be obtained from the Wau
kesha Motor Co.
(d) Subsequent sections of this Appendix describe the specific units of
the apparatus which are to be used for both methods, unless the titles of
the sections or paragraphs show that the material therein is limited to
one of them. A summary of equipment for the two ASTM engine test meth
ods appears in Table VII.
Cylinder Cooling System
102. An evaporative cooling system equipped with a flexible coolant
return pipe and a water-cooled condenser coil above the coolant level is
2! I
30 APPARATUS
used, with distilled water or rain water to maintain coolant temperature

when the barometric pressure is sufficient to obtain standard temperature.
At lower barometric pressures, sufficient ethylene glycol is added to the
water to obtain standard coolant temperature.
TABLE VII— SUMMARY OF EQUIPMENT.

Cylinder variable compression
Valve gear open
Rocker arm bushing needle
Intake valve shrouded
Exhaust valve plain
Valve felts both valves
Piston cast iron
Compression rings :
Type straight sided

Number required 4
Oil control rings:
Type 85
Number required 1
Crankcase CFR-48, high-, or low-speed
Rotating balance weights CFR-48: heavy
Balancing pistons high-speed : heavy
Camshaft, deg overlap 5
Ignition distributor or magneto
Advance mechanism:
Motor method variable
Research method fixed
Spark plug (Champion) :
Type 813
Copper gasket rolled
Humidity control ice tower
Fuel system carburetor
Venturi size, in:
Motor Method 9/16"
Research Method 9/16
" For altitudes above 1600 ft see Tables III and IV.
Crankcase Ventilation
103. (a) The CFR-48 crankcase is equipped with lip-type oil seals and
does not require a breather valve.
(b) Crankcase ventilation on the high- and low-speed crankcases is fur
nished by a breather valve, A, Fig. 6, located on the rear crankcase door.
In the top of the assembly is a cap enclosing a diaphragm or flutter valve
which has a clearance of 0.010 to 0.015 in. The outlet, which is not con
nected to the engine exhaust, is tapped for f-in. pipe to conduct the crank
case vapors out of the laboratory. A condensation trap should be provided
APPARATUS 31
which slopes downward to prevent moisture from running back into the
crankcase.
Engine Specifications
104. A single cylinder engine of continuously variable compression ratio
is specified, with descriptive dimensions as follows:
High-Speed Low-Speed
CFR-48 Engine Engine
Compression ratio 4 to 10 4 to 10 4 to 10
Bore, in 3.25 3.25 3.25
Stroke, in 4.50 4.50 4.50
Displacement, cu in 37.33 37.33 37.33
Valve seat insert, inside diameter, in 1 . 187 1 . 187 1 . 187
Connecting-rod bearing:
diameter, in 2.50 2.50 2.25
length, in 1.625 1.625 1.625
Front main bearing :
diameter, in 3.00 2.50 2.25
length, in 2.50 2.25 2.00
Rear main bearing:
diameter, in 3.00 2.50 2.25
lengthen 3.031 4.906 4.25
Piston pin, floating, diameter, in 1.25 1.25 1.25
Connecting-rod, center-to-center, in 10.00 10.00 10.00
Timing-gear face, in 1.00 1.00 1.00
Piston rings, number 5 5 5
Valve ports, minimum diameter, in 1.25 1 .25 1.25
Spark plug size, mm 18 18 18
Weight of engine (approximate), lb 880 650 475
Weight of complete unit (approximate), lb. .. 2750 2520 2150
Cylinder
105. The cylinder is made in one piece integral with the cast-iron head,
bored and honed, and has a Brinnell hardness of 200 to 269.
A micrometer, suitably mounted, is used to measure the height of the
cylinder with respect to the piston.
Piston
106. The five-ring, cast-iron piston has a full floating hollow piston pin
held in position by piston pin retainers. Piston clearances are:
Top land 0.014 ± 0.001 in.

Intermediate lands 0.007 ± 0.001 in.
Skirt 0.003 ± 0.0005 in.
Rings. — Four plain compression rings and one ventilated oil-control ring
are required. When new, ring-gap clearances are 0.007 to 0.017 in. for
the compression rings, and 0.010 to 0.018 in. for the oil ring.
32 APPARATUS
Valves
107. The intake valve has a specially designed shroud. Both intake
and exhaust valves are stellite faced and the valve-seat inserts are made of
solid stellite. The valve stem is | in. in diameter. The standard face angle
for valves is 45 deg.
Valve Guides, Springs, and Push Rods

108. —
(a) Valve Guides. The cast-iron valve guides are installed so that
the difference in diameter between the valve stem and its guide is 0.0025 ±
0.0005 in. for the intake, and 0.0035 ± 0.0005 in. for the exhaust valve.
—
(b) Valve Springs. The valve springs are cadmium plated.
—
(c) Push Rods. Push rods with lock-nut adjustments are used.
Wiring Diagrams
109. The wiring diagrams for CFR-48 and previous engines are shown
in Figs. 34 and 35.
Ignition System
Either a coil or magneto may be used. Ignition details are shown in
110.
Fig. Spark-plug type 813 (manufactured by the Champion Spark Plug
32.
Co., Toledo, Ohio) is used. A neon-tube ignition spark indicator is built
into the engine. If a coil is used, the primary circuit for the coil is fed by
either the Ignition Power Supply, Model BB-1, or the 110-v, d-c generator.
Exhaust System
The exhaust system consists of the following :
111.
—
(a) Flexible Exhaust Pipe. -A flexible pipe at least 1| in. in internal
diameter and about 18 in. long connects the engine exhaust port and the
surge tank. A water-cooled flexible exhaust pipe of 1 1 in. minimum internal
diameter and about 18 in. long may be used, and is desirable to keep the
laboratory more comfortable. The special flange and spacer shown in Fig.
36 is used for the connection to the surge tank. A quick-opening f-in. pipe
valve may be installed in the flexible exhaust pipe, as shown, to check for
resonance. If the indicated knock is altered appreciably when the valve is
opened, discharging the exhaust to the atmosphere, resonance is indicated
and the system must be altered to correct it.
(b) Spacer.
— The spacer may be either a brass ring for water injection
or a transite spacer. Experience has shown that the use of water injection
is advantageous. The brass ring for water injection is illustrated in Fig. 36.
Water injection is accomplished by the brass spray plate bolted between the
flange of the flexible exhaust pipe and the surge tank inlet. The center hole
APPARATUS 33
in the spray plate should have a minimum diameter of 1| in. Sixteen spray
holes, 0.050 in. in diameter, are drilled in the spacer from the §-in. circular
water canal at an angle of 22 deg to the axis of the exhaust pipe to direct
the water spray toward the center line of the exhaust pipe and away from
the engine.
Surge Tank. — The surge tank has a minimum inside diameter of
(c)
10 in., a minimum outside diameter of lOf in., and a minimum volume of 1
cu ft, Fig. 38. It may be mounted either vertically or horizontally but must
be rigidly supported to avoid strain on the flexible exhaust pipe. A trap
should be provided in all water drain lines.
—
(d) Exhaust Back Pressure. The back pressure at the surge tank
should be as low as possible, but in no case should it be outside the limits of
0 to 10 in. of water.
—
(e) Discharge Pipe. -To comply with Paragraph (d) it is desirable to
use a discharge pipe of 2 in. minimum diameter, 30 ft maximum length,
and containing no more than three elbows or other restrictions. It is de
sirable to have a separate exhaust system for each engine. If a common
discharge pipe is used for a multiple exhaust system, adequate suction must
be provided. In this latter case, installation of a regulating valve may be
necessary after the surge tank of each engine, so that the back pressure
can be maintained within the limits set in Paragraph (d) .
—
(f) Exhaust to Atmosphere. It is also permissible to exhaust directly
from the engine to the atmosphere in which case not over 12 in. of lj in.
minimum inside diameter pipe may be added to the standard 18-in. long
flexible section.
Fuel Supply System

112. These engines are equipped with the adjustable-level three-bowl
carburetor and fuel containers shown in Figs. 11 A four-bowl car
and 31.
buretor also may be used if desired. There is jet for each float
a metering
bowl and a horizontal atomizing jet in the air stream. Each float bowl is
individually adjustable for fuel level for varying the mixture ratio, the
fuel level for a given fuel-air ratio being dependent upon the size of the
metering jet. The carburetor intake is fitted with an elbow and vertical
tube connecting with the surge tank. A polished steel shield, G, Fig. 10, is
required between the carburetor and the intake manifold (between the
carburetor and engine for the Research Method), with the curved section
at the bottom (curved side at the top on the Research engine), and with
the concave side thereof toward the engine. A standard copper-asbestos
gasket is used between the shield and the carburetor, and a special copper-
asbestos heat-insulating gasket, | in. thick, between the shield and the
manifold (or shield and engine on the Research engine).
34 APPARATUS
Intake Air Heater

113. To maintain the inlet air temperature within specified limits, a
heater is required either with the surge tank of the humidity control ap
paratus, or with a short-tube silencer when the humidity control apparatus
is not used.
4 BY 4 MESH, NO. 16 GAGE

GALVANIZED WIRE
FIG. 4.— HUMIDITY CONTROL APPARATUS.
An air inlet thermometer having a range of 60 to 1G0 F graduated in 1 F

divisions and conforming to the requirements for thermometer 83 F in
ASTM Specifications E l1 is required. The thermometer is inserted in the
base of the inlet air tube, 3| in. above the carburetor elbow center line.
It is important that the thermometer be horizontal and located so that the
center of the bulb is on the center line of the inlet tube.
1 See p. 41.
APPARATUS 35
Humidity Control Apparatus

114. Humidity control apparatus is necessary when the air in the room
where the engine is located contains less than 25 or more than 50 grains of
water vapor per pound of dry air. Humidity is controlled by the ice tower,
Fig. 4, which consists of an insulated cylindrical tank arranged to pass the
inlet air through an ice bed, thus chilling it and delivering saturated air at
approximately 32 F (0 C) with a moisture content of 26 to 28 grains per
pound of dry air.
The ice tower is arranged to receive air at the top with a down flow
through the ice pack. The center tube, 2f in. minimum to 6 in. maximum
inside diameter, provides a chilled outlet passage, thus preventing evapora
tion of any entrained moisture. This permits the addition of ice without
interrupting operation of the engine. A suitable water manometer may
be connected to the air outlet pipe of the ice tower to indicate undue re
striction of the air flow.
The tank is made of galvanized sheet metal insulated around the sides
and bottom with 2J in. of rock wool. The ice is supported on a 4 by 4 mesh
wire screen held 4 in. above the bottom of the tank to form a surge chamber.
The outlet pipe connects through a bend to the pipe leading to the combina
tion surge tank and air heater located on the carburetor inlet pipe. Flexible
rubber hose connections in the air line permit adjustment of the compression
ratio. The tower is supported on an iron stand to allow convenient drain
age through a trap at the bottom. A removable wood cover on the top
permits convenient access for filling. The opening in the cover for inlet air
must be at least 3 in. in diameter, and may be closed by a slide cover to save
ice when the engine is shut down.
Mixture Heater Assembly

115. Motor Method Only. — The mixture heater assembly consists of a
manifold, an electric immersion heater, a rheostat or auto transformer, an
automatic safety switch, and a thermometer having a range of 200 to 350 F
graduated in I F divisions and conforming to the requirements for ther
mometer 86F in ASTM Specifications El.1 The heater element is installed
so that the opening between the prongs is directly opposite the carburetor
inlet, with the prongs straight and parallel to each other and centrally lo
cated with respect to the manifold walls, and with the lower ends of the
prongs 0.125 to 0.250 in. below the horizontal plane through the center of
the manifold outlet. The thermometer is vertical and located so that the cen
ter of the bulb is at the center of the manifold, 1.875 ± 0.010 in. from the
center axis of the vertical section of the manifold, and 0.437 ± 0.010 in. from
the flush face of the flange of the manifold outlet. The use of a good thermo
stat is recommended as an aid in maintaining constant mixture temperature.
This is particularly important where fluctuations in line voltage are en
36 APPARATUS
countered since it is practically impossible to keep the temperature constant

by manual control under such conditions. The Malraison mixture thermo
stat is approved for this purpose. It consists of a bimetallic thermostatic
unit incorporated in a |-in. spacer between the intake manifold and the
intake port of the cylinder, and an electronic relay unit mounted on the
instrument panel, preferably behind it. It is manufactured by P. J. Mal
raison, Mt. Vernon, N. Y.
Detonation Measuring Equipment
116. The detonation meter,2 shown in Figs. 1, 2, and 3, and the knock-
meter are used to measure knock intensity. A detonation pickup, Type D-l,
| in. in diameter with 18 threads to the inch, is required and may be pur
chased with the meter. A constant voltage transformer should be used to
prevent instability of knockmeter readings due to line voltage fluctuations.
The detonation meter requires a 115-v regulated voltage source and its
total power requirements are less than 60 va. Regulating and step-down
regulating transformers for conversion of the line voltage to the instrument
operating voltage may be purchased with the meter or from electrical
supply houses. If the frequency of the power source is less than 50 cycles,
a detonation meter altered to accommodate the particular frequency avail
able must be used. The detonation meter, Model 501-AP or Model 501-A,
is an improvement over Model 501 ; however, the use of any of these models
is permissible.
Pressure Lubrication
—
117. (a) Lubrication Diagrams. -Pressure feed is used to lubricate the
main bearings, connecting-rod bearings, piston pin, camshaft bearings,
idler gear stud, balancer shaft bearings, and gears. A schematic lubrication
diagram is shown in Fig. 5, and the oiling system external connections in
Fig. Units equipped with console panel do not use the oil-pressure safety
6.
switch, but have an electric relay in the starting circuit for protection of
air and mixture heaters.
(b) Oil Filter.
— The connections for the oil filter are shown for the three
crankcases in Fig. 6. On CFR-48 and high-speed crankcases there must not
be a plug in the main passage inside the oil relief-valve body when using
the filter alone, or the engine bearings will receive no oil. This plug, item 36
in Fig. 24, is used only with the combination cooler-filter unit to divert the
full flow of oil through the cooler, which is not used on Motor and Research
methods.
Available from the Waukesha Motor Co., Fuel Research Division, Waukesha,
2
Wis. Also available from The Solatron Electronic Group Ltd., Solatron Works,
Queens Road, Thames Ditton, Surrey, England.
APPARATUS 37
—
(c) Oil Pump. A gear-type pump is used on all engines. The pump on
the CFR-48 crankcase is mounted externally on the gear cover, with ex
ternal connecting lines. A different pump, internally mounted, is used on
high- and low-speed crankcases.
—
(d) Oil Heater. An electric heater is mounted on the base of the crank-
case to provide rapid warmup.
(e) Oil Temperature Indicator. — A thermometer or temperature gage
having a range of 90 to 160 F (32 to 71 C) is used to indicate the tempera
ture of the crankcase oil.
(f) Pressure Gage.
— An oil-pressure gage having a range of 0 to 75 psi
is used.
L- ORIFICE .040"
0-
"SAFETY SWITCH
.PRESSURE NTAKE -OIL PUMP
GAUGE STRAINER
TAPPED HOLES
IN BRACKET
FOR \
IN. PIPE
FIG. 5—SCHEMATIC DIAGRAM OF LUBRICATION SYSTEM.
(g) Valve Stem Lubrication. — A valve oiling tray is provided for lubri
cating the intake and exhaust valve stems. Felt washers are used on the
valve stems.
(h) Oil Pressure. — The oil relief valve is set by means of an adjusting
screw, /, Fig. 6, to maintain an oil pressure of 30 psi, see Section 430.
Shafts, Rods, and Crankcase

118. (a) Camshaft.
— A low-speed camshaft with a valve lift of 0.238 in.
is required. The camshaft is a forging, case-hardened after machining.
—
(b) Connecting Rod. In the CFR-48 and high-speed crankcases, the
connecting rod is fitted with a replaceable precision-type bearing. In the
low-speed crankcase a connecting rod with bearing alloy cast directly into
the big end is used. All connecting rods are rifle-drilled for forced-feed lubri
cation of the piston pin.
(c) Crankcase.
— The CFR-48, the high-speed, or the low-speed crankcase
may be used. Sectional views are shown in Figs. 24, 25, 26, and 27; and
(o) CFR-48 CRANKCASE.
(6) HIGH-SPEED CRANKCASE.

FIG. 6 —LUBRICATION SYSTEM
38
APPARATUS 39
H G F E
(c) LOW-SPEED CRANKCASE
A — Breather. F— Oil Pump Outlet to Filter.

B — Oil Inlet to Filter. G — Crankcase Inlet from Filter.
C —Oil Line to Pressure Gage. H — Thermal Bulb of Oil Temperature
D— Oil Outlet from Filter. Indicator.
E— Oil Heater Switch. I — Oil Pressure Adjustment.
CONNECTIONS FOR ALL ENGINES.
40 APPARATUS
exploded views in Figs. 28 and 29. The crankcase is of heavy box-type con
struction, the CFR-48 being the heaviest and most rigid. All crankcase
bearings are renewable, with precision-insert types used on the CFR-48 to
eliminate line boring and reaming after replacement. The high- and low-
speed crankcase bearings must be line-reamed after replacement.
—
(d) Crankshaft. The crankshafts for all engines are forged, fully ma
chined, counterbalanced, heat-treated, and nitrided. The crankshaft is
drilled for full-pressure lubrication to the connecting rod.
—
(e) Main Bearings. The CFR-48 crankcase is equipped with sleeve-
type precision bearings which are easily replaced without requiring line
reaming. Removable sleeve bushings are used in the high- and low-speed
crankcases; they must be line-reamed when replaced.
—
(f) Balancing. On the CFR-48 and low-speed crankshafts, the crankpin
and the big end mass of the connecting rod are balanced by counterweights
bolted to the crank cheeks. The low-speed engine has no further balancing.
The CFR-48 engine balances the primary reciprocating mass by rotating
weights mounted on the two balancer shafts rotating in opposite directions.
The weights on the balancer shafts are designed to match the piston as
sembly weights. The heavy weights containing a lead plug must be used to
balance the cast-iron piston. The high-speed crankcase has two small pistons
which serve as dynamic balancing weights by sliding in cast-iron sleeves
bolted inside the crankcase. To absorb the vibration-producing impulses,
these pistons move opposite to the power piston on short connecting rods
running on journals on either side of the main rod journal. Later high-speed
crankcases have replaceable precision-type, big-end bearings on the balanc
ing piston rods.
Synchronous Motor
The engine is connected to a synchronous motor (or other power-
119.
absorbing unit) capable of starting the engine, absorbing the power de
it,
veloped by and maintaining the speed specified in the method, as

follows:
Motor 900 ± rpm

6 9
Research 600 ± rpm

SPECIFICATIONS FOR ASTM FUEL RATING THERMOMETERS*
Name
ASTM Fuel ASTM Fuel ASTM Fuel
Rating, Engine Rating, Air Rating, Mix.
ASTM Thermometer No. . 82F - 55 T 83F - 55 T 86F - 55 T

Immersion 30 mm" 40 mm" 35 mm"
Temperature Range 0 to 220 F 60 to 160 F 200 to 350 F

For Tests at 125 F* 220 F»
150 F1 300 F»
Subdivisions 2F 1 F 1 F
Longer Grad. Lines at
Each 10 F 5F 5F
Graduations Numbered
at Each Multiple of 20 F 10 F 10 F
Scale Error at any point
when standardized
shall not exceed 2 F 2F 2F
ice point and every 40 F every 40 F
every 40 F
With Average Stem Tem
perature of 160 F 95 F 210 F
Total Length 159 to 165 mm 168 to 174 mm 164 to 170 mm
Stem Diameter 6.0 to 7.0 mm 6.0 to 7.0 mm 6.0 to 7.0 mm
Enlargement Diameter. . . 8.0 to 9.0 mm 8.0 to 9.0 mm 8.0 to 9.0 mm
Bottom of Enlargement
to Bottom of Bulb 30 mm 40 mm 35 mm
Bulb Diameter 5.0 to 6.5 mm 5.0 to 6.5 mm 5.0 to 6.5 mm
Bulb Length 6.0 to 11 mm 6.0 to 11 mm 6.0 to 11 mm
Bottom of Bulb to Gradu

ation Line at OF 60 F 200 F
Distance 62 to 68 mm 72 to 78 mm 67 to 73 mm
Top of Thermometer to
Graduation Line at ... . 200 F 160 F 350 F
Distance 16 to 24 mm 16 to 24 mm 16 to30 mm
Expansion Chamber shall

permit heating to 260 F 215 F 360 F
Contraction Chamber .... none none yes
Max. Distance, Bottom of

Bulb to Top of Con
traction Chamber 22 mm
Top Finish plain plain plain
Special Inscription on ASTM ASTM ASTM

Thermometer 30 MM IMM 40 MM IMM 35 MM IMM
*
These specifications have been reproduced from the Specifications for ASTM Ther
mometers (ASTM Designation: E 1), 1955 Book of ASTM Standards, Part 5.
" Immersion line to be omitted.
1 The test temperature shall be indicated by an arrow whether the graduation corres
ponding to that point is numbered or not.
41
APPENDIX II
REFERENCE MATERIALS AND BLENDING

ACCESSORIES
Reference Fuels
(a) Each of the knock test methods for determining the octane
201.
numbers of motor fuels is based on comparing a fuel in the ASTM engine
under the standard test conditions with reference fuels of known ratings.
The ASTM Knock Test Reference Fuels are two hydrocarbons of high and
low antiknock value (and blends thereof) which conform to the specifica
tions in Section 214(a). These fuels can be produced as required and are
available from the suppliers, Section 215. The hydrocarbon of high anti
knock value is called fsooctane, its chemical name being 2,2,4-trimethyl-
pentane. This fuel in its pure state has, by definition, an octane number of
100. The low antiknock fuel is normal heptane which is also its chemical
name. This fuel in its pure state has, by definition, an octane number of 0.
A mixture of isooctane and n-heptane has an octane number which is equal
to the percentage by volume of fsooctane in the blend of the two. Thus, a
blend by volume of 77 per cent isooctane and 23 per cent n-heptane is
defined as having an octane number of 77.
(b) Above 100 octane number, ratings are defined in terms of milliliters
of tetraethyllead per gallon in isooctane. This requires the use of tetra-
ethyllead conforming to the specifications in Section 214 (d).
(c) It should be kept in mind that the octane number of a fuel depends
on the method used. Different engine conditions affect the fuel and the
blends of fsooctane and n-heptane differently because the fuel and the
blends differ in chemical characteristics.
Secondary Reference Fuels1
202. Motor, Research. — Certified secondary reference fuels have been

in general use for routine testing. It is permissible to continue their use, as
follows :
C Reference Fuel. — For laboratories preferring the use of secondary

reference fuels to ASTM knock test reference fuels, the Division on Com
bustion Characteristics has arranged to continue the supply of C fuel. This
1 Calibration data for secondary reference fuels may change from batch to batch.
It is essential that the calibration tables fit the batch or batches of fuel being used.
43
44 REFERENCE MATERIALS
fuel is calibrated against ASTM knock test reference fuels by the Division
for blends with fsooctane for the range 70 to 100 octane number, and with
n-heptane for the range 30 to 70 octane number. Copies of current calibra
tion tables for Motor and Research Methods can be obtained from the
supplier of C reference fuel, Section 215.
Standardization Fuels2
203. (a) Engine standardization fuels highly sensitive to engine and
testing conditions are available for both test methods, but as stated in
Paragraph (b) they are still on trial basis. Such standardization blends
a
are not intended for making ratings but only for checking engine and operat
ing conditions.
(b) The basic standardization fuel for the Motor and Research Methods
is a blend by volume of 74 per cent toluene and 26 per cent n-heptane, as
stated in Section 10 of the respective methods. This blend is prepared
from materials conforming to the specifications in Section 214 (a) and (e).
However, this permits the checking of engine and testing conditions at only
one octane number.
(c) In practice, it is desirable to have suitable standardization fuels
throughout the testing range. The Division on Combustion Characteristics
has provided secondary standardization fuels designated X and HX for
this purpose. (HX is a blend of n-heptane and X.) The Division has also
calibrated a series of blends of fsooctane and n-heptane, containing a con
stant amount of tetraethyllead, the materials conforming to the specifica
tions in Section 214(a) and (d). The use of these series of standardization
blends in conjunction with the reference fuels permits the operator to make
certain that his engine and testing conditions are correct at any octane
number level. These standardization fuels are as follows:
(1) A of blends by volume of X-fuel and n-heptane. This series
series
has been calibrated by the Division for the range 40 to 100 octane number
by both methods. The calibrations for the current X-H blends for the
Motor and Research Methods are available from the supplier of X standard
ization fuel, Section 215.
(2 ) A series of blends of fsooctane and n-heptane containing 2 ml of tetra

ethyllead per gallon. This series covers the range of 60 to 100 octane num
ber for the two methods. Calibrations are shown in Table VIII.
—
(d) Blending Precautions. The gravities of the component parts of the
standardization fuels in Paragraph (c), Items (1) and (2), differ so widely
that more than the usual amount of shaking is necessary to insure a homo
geneous mixture when preparing specific blends direct from the com-
Calibration data for X-H blends may change from batch to batch of X stand
2
ardization fuel. It is essential that the calibration tables fit the batch of X fuel being
used.
REFERENCE MATERIALS 45
TABLE VIII.— ASTM OCTANE NUMBER CONVERSION FOR

STANDARDIZATION FUEL BLENDS OF 7500CTANE,
n-HEPTANE, AND TETRAETHYLLEAD.
Composition of Blends by Volume
Motor Octane Number TETRAETHYL

Research Octane Number
Jjooctane, n-HEPTANE,
LEAD, Ml. PER
Per Cent Per Cent U. S. Gal.
61.9 30 70 2.0 57.9

63.4 32 68 2.0 59.6
64.8 34 66 2.0 61.2
66.3 36 64 2.0 62.8
67.7 38 62 2.0 64.4
69.1 40 60 2.0 66.0

70 4 42 58 2.0 67.6
71.8 44 56 2.0 69.2
73.1 46 54 2.0 70.8
74.4 48 52 2.0 72.3
75.7 50 50 2.0 73.8

77.0 52 48 2.0 75.3
78.3 54 46 2.0 76.8
79.6 56 44 2.0 78.2
80.8 58 42 2.0 79.6
82.1 60 40 2.0 80.9

83.3 62 38 2.0 82.3
84.6 64 36 2.0 83.7
85.8 66 34 2.0 85.1
87.1 68 32 2.0 86.5
88.4 70 30 2.0 87.8

89.8 72 28 2.0 89 . 1
91.2 74 26 2.0 90.4
92.7 76 24 2.0 91.7
94.2 78 22 2.0 93.0
95.7 80 20 2.0 94.2

97.2 82 IS 2.0 95.4
98.8 84 16 2.0 96.6
100.0 85.5 14.5 2.0

86 14 2.0 97.8
88 12 2.0 98.9
*0.34. ... no.o 10.0 2.0 100.0
76.4 60 40 1.0 73.0

84.2 60 40 3.0 84.3
•
Milliliters of tetraethyllead per U.S. gallon of isooctane.
ponents. The blending instructions, Section 205, should be followed in

preparing these blends. Also the precautions described in Section 204 should
be used in preparing intermediate blends from these fuels.
Handling Reference and Standardization Fuels

204. (a) Dispensing. — Safety provisions in most laboratories are such
that large quantities of fuel are not allowed in the engine room. Apparatus
for dispensing reference fuels to the measuring apparatus vary considerably,
some in use being gravity flow, water displacement, nitrogen pressure, and
pumping. Gravity flow is a simple arrangement, particularly where there is
fireproof storage above the laboratory. Water displacement is also simple
and convenient if there is no freezing problem, but precautions must be
used to prevent the water from entering the measuring apparatus. When
the containers are subjected to nitrogen pressure, constant care is required
to see that all the joints are tight or there will be loss of light ends as well
as nitrogen. Transfer by means of small pumps is satisfactory, except for
toluene or X fuel.
— ASTM knock
(b) Handling Precautions. As the test reference fuels,
isooctane and n-heptane, are pure stable compounds, weathering during
storage is unimportant. Since they have nearly the same boiling points,
change due to weathering of a blend of the two compounds is greatly
minimized. Secondary reference fuels are stable, of relatively low vapor
pressure, and are protected against loss of the more volatile components by
storage in pressure tanks. Reference fuels are checked periodically to assure
constancy of quality, and accordingly, there should be no difference in
shipments throughout the life of a batch. However, weathering is of im
portance in standardization fuels prepared locally by blending tsooctane
and n-heptane with toluene or tetraethyllead, or both. To maintain the
constancy of octane numbers of reference and standardization fuels during
storage and use in the laboratory, it is necessary for the user to prevent
breathing and evaporation The
losses. fuels, which are shipped in 50-gal
barrels or 5-gal containers, should be stored in a cool place and kept vapor
tight. To avoid vapor loss, containers should be opened only once and then
only when cool. Pouring from one container to another should be avoided;
and the containers in use should be provided with check valves or liquid
seals to let air in but not out, unless a pressure system is used in which
case no check valves are necessary.
Blending Reference and Standardization Fuels

205. (a) When preparing blends of reference and standardization fuels
the constituents should be at the same temperature, within 5 F (3 C) ;
otherwise an appreciable error will be caused by the relatively high coeffici
ents of expansion.
(VENT TUBE AND OVERFLOW 5 MM. O.D. (VENT TUBE AND OVERFLOW 5 MM. O.D.
TUBE AT THE REAR) (APPROX.) TUBE AT THE REAR) (APPROX.)
14 I .M. O.D. (APPROX.)

10 MM. O.D. (APPROX.)
Buret without Bulb Buret with Bulb

Scale Scale
E ID OF Length, Distance, O *j s 2p ID OF Length, Distance, Cali- c
Bottom of Calibrate DC
Gradu 50 to 100 Bottom
Gradu 55 to 100
Overflow for De k a
for De-
ated per cent livery o ated per cent of Bulb
o Bulb to o a Tube,
,< Tube, or 5 to 50 < or 5 to 50 to Lower 3 ^
=- Lower Time, sec Time,
,< mm per cent, End, < Q « mm per cent, End, mm < cL
mm sec o
U mm O mm X
100 15.2 to 450 to 600 ± 5 120 to ±0.1 200 60 15.2 to 500 to 625 ± 5 120 to ±0.1
15.9 495 150 15.9 550 150
200 21.2 to 450 to 600 ± 5 120 to ±0.1 400 81 21.5 to 500 to 625 ± 5 120 to ±0.1
22.5 495 150 22.5 550 150
FIG. 7— TYPICAL BURETS FOR MEASURING FUEL.

(b) It is considered better practice to make up blends of reference and

standardization fuels as required ratber than to prepare and store them in
glass bottles ahead of time. Octane number testing involves repeated
blending of such fuels, usually in quantities varying between 200- and 400-
ml. The measuring must be done accurately or there will be an error in the
rating proportional to the error in measuring. A buret or accurate volu
metric procedure should be used, Sections 206 and 207. The blends should be
mixed and transferred to the fuel bowls in a stoppered container. The de
sired quantity should be measured from the burets into the container and
well shaken before being poured into the bowl. The recommended size for
the container is about a pint. Because of the fire hazard, spillage should be
avoided. This is often due to using too large a container and pouring the
fuel into the bowl faster than it drains through the filter.
—
(c) Barrel Quantities. When making barrel quantities of a blend of
reference or standardization fuel, it is usually more convenient to weigh
the quantities of the constituents than to measure them by volume. This
may be done by determining from their densities or specific gravities the
weight in pounds of each required to give the desired volumes at 60 F
(16 C). For this purpose, it is sufficient to use the densities specified in Sec
tion 214 (a) for zsooctane and n-heptane, as follows:
Density (Weight in Air), lb
at20C at60F per gal at 60 F (16 C)
Zsooctane 0.69190 0.69559 5.79J6

n-heptane 0.68375 0.68753 5.7283
The specification for specific gravity of toluene in Section 214(e) is of such

wide range that it is preferable to use a specific gravity that has been deter
mined for the actual toluene to be used.
Example. —Thus, to prepare a 50-gal drum of a blend of 90 per cent fsooctane and
10 per cent n-heptane, the procedure would be to weigh the empty drum on platform
scales accurate to ±0.1 lb. Then weigh into the drum in turn, 260.8 lb (0.90 by 50 by
57956) of isooctane and 28.6 lb (0.10 by 50 by 5.7283) of n-heptane. The contents
must then be mixed thoroughly. Rolling the drum is not satisfactory. A better pro
cedure is to use a power stirrer inserted through the bunghole. To avoid fire hazards
it is necessary to have a vapor-tight seal at the bunghole and to use a motor of the
enclosed safety type.
Buret Installation and Use

—
(a) Buret. Most laboratories use glass burets with automatic
206.
zeros. Burets such as those shown in Fig. 7 are acceptable. They are de
signed to provide accuracy and convenience. Two types are available with
two sizes for each type. One type consists of a self zeroing glass bulb and a
straight section, each part comprising half the calibrated volume. It is
calibrated from 0 to 50 per cent on one side of the straight section and
50 to 100 per cent on the other side of the straight section. This buret is
available in 200-ml and 400-ml sizes. The other type is a straight section
with self zeroing feature calibrated on one side from 0 to 50 per cent and
on the other side from 50 to 100 per cent. This buret is available in 100-ml
and 200-ml sizes. Either a glass or a metal three-way stopcock may be used.
To obtain an accuracy of 0.1 per cent the openings in the plug and in the
delivery stem of the stopcock should be such that the delivery time is be
tween 120 and 150 sec. The delivery stem should be constructed so that air
bubbles will not be trapped in it. The source of supply and the method of
connecting the stopcock to the buret has been left to the option of the
purchaser.
(b) Installation.
— The buret should be mounted vertically in a con
venient location free from vibration. A separate buret should be installed
for each reference fuel. For good operation and to ensure removal of all
fuel from the container when the gravity system is used, it must always be
placed high enough to provide more than 12-in. liquid head above the zero
of the buret. When pumping, pressure, or water displacement methods are
used, the containers may be placed in any convenient but safe location.
Where pressure is used, 5-gal shipping cans are not suitable. The dispensing
system must be airtight.
—
(c) Use. -After connections are made, the buret stopcock is placed in the
"fill" position and fuel is admitted into the buret until it overflows at the
automatic zero. The stopcock is then turned to stop the filling action. The
amount of fuel desired is drawn from the buret into a suitable container,
Section 305(d), by turning the stopcock to the "drain" position. To stop
the delivery the stopcock is turned to the "shut-off" position. The fuel
system is then entirely closed except for the small amount in the delivery
tip of the buret. As in other types of burets, this tip should always be flushed
after long standing, and filled with fresh fuel before use.
Buret Calibration
207. The accuracy of the burets shown in Fig. 7, when made according
to specifications, is such that they cannot be readily checked in an engine
laboratory. If checking is desired, it should be done by a standards labora
tory qualified to check volumetric glassware accurately. The method used
should be that described in "Methods of Testing Volumetric Glassware,"
by J. J. Moran, Proceedings, Am. Soc. Testing Mats., Vol. 41, pp. 492 to
497 (1941).
Tetraethyllead
208. For making ratings over it is necessary to use
100 octane number,
reference fuels to which tetraethyllead has been added. Also, it is frequently
necessary to determine the concentration of tetraethyllead required to
HOLE TO
FIT LOCK
DETAIL D
HOOD LOCK
18 GA. SHEET METAL -SOLDER TO HOODAS SHOWN
EI
TOP VIEW
-SLIDING
DOOR
FRAME
i DRAIN
iri71!.1
I" ,.iHv »'
fI S BAFFLE
PLATE
jl
mitAL
24"
/
|l
l| FRAME BRASS
K
. PULL
—_-i~_-U. AL
mr 2"
1 FRONT ELEVATION
LEFT SIDE ELEVATION
This hood to be used only for storage and handling of tetraethyllead and apparatus.
Blower must be kept running when door is open.
Hood must be kept locked when not in use.
Additional Requirements :
Hood frame of angle iron covered with No. 20-22 gage sheet metal (or other ap
proved material).
FIG. 8.— LABORATORY HOOD FOR HANDLING TETRAETHYLLEAD.
50
SECTION F-F
BOTTOMANDSIDES
BOLTEDTOANGLE
METALCHANNEL
FRAMEANDSOLDERED
SECUREFELT
CHANNELTO METAL
DETAIL C
SEAL FOR GUSS SLIDING DOOR
GLASS
FELTCHANNEL
C^ ^SLIDINGGUSS DOOR SECTION C-C

DOOR FRAME ASSEMBLY
SECTION A-A
BENDUP
-BEND DOWN
E
- fl— 3"—
1
BOTHENOS THREADS
COHNECTEDTO
BAFFLEAND
SECTION B-B CORNERANGLES
SHELF DETAIL
y
18 GA.SHEETMETAL
STEELROB
18"
PROVIDESIGN --r-rV^ SHELFDRAIN
KEEPCLOSED BURETTE HOLDER
WHENNOTIN OPERATION [SOLDER
TOFLOORDRAIN| f,
FOUR 13THREADS
HEXNUTS
FOURJ•icl" FLAT
J" BRASSCOCKN WASHERS
METALDRAINAGEN - -13
CONTAINER
THREADS
DETAIL E
DRAIN COCK ASSEMBLY
Hood bottom of No. 18 gage sheet metal (or other approved material) with 1 in.
wide drain pitched to left side 1 in. deep.
All joints must be tight and carefully sealed with putty-like cement (or equivalent) .
Permanent baffle to be constructed of No. 18 gage steel (or other approved ma
terial). Slope as shown.
Automatic door switch for fan and light, optional.
Vapor-proof light fitting.
Blower capacity sufficient to maintain an air velocity between 125 and 175 ft per
min across front of door.
The metal drainage container must have a volume twice that of the tetraethyllead
containers in the hood, and be half filled with kerosine.
FIG. 8—LABORATORY HOOD FOR HANDLING TETRAETHYLLEAD

{Continued) .
51
bring the octane number of a gasoline to a given level or standard. Tetra-

ethyllead — active ingredient of the fluid specified in Section214(d)
— is
available from the suppliers, Section 215, in liter containers specially pre
pared for laboratory use. It is recommended that no more than a three
month's supply be ordered at one time. Tetraethyllead is usually added in
dilute form to samples and reference fuels for testing by the Motor and
Research Methods, Sections 211 and 212.
Precautions for Handling Tetraethyllead

209. Strict precautions must be observed in handling both the concen
trated tetraethyllead and the dilute fluid. Preparation, storage, and use of
dilute fluid up to the time it is added to the fuel for rating should be done
under a hood. Inhalation or contact of tetraethyllead with the skin must be
avoided absolutely. Siphoning of either concentrated or dilute tetraethyllead
into the dispensing buret must not, of course, be started by mouth suction.
A rubber bulb may be used satisfactorily. A beaker or porcelain dish of
sufficient capacity to hold all the dilute fluid in the container shall be kept
under the dispensing buret at all times as a precaution in case the stopcock
should break or become loose. Those persons who are to handle tetraethyl
lead should become thoroughly familiar with the instructions issued by the
manufacturers of tetraethyllead, Section 216. It is furthes recommended
that the handling of tetraethyllead be restricted to a minimum number of
people, each of whom must be thoroughly familiar with the precautions to
be observed. t
Apparatus for Handling Tetraethyllead
210. The apparatus required for handling tetraethyllead, either concen

trated or dilute, and for preparing the latter is as follows :
(a) Blending Hood.
— It is recommended that the hood shown in Fig. 8
or its equivalent,Section 216, be used for all blending work.
— The handling of tetraethyllead by
(b) Gloves, Apron, and Gas Mask.
laboratory workers in making small mixes with liter cans for experimental
purposes, or in any other manner, shall be done with the same precautions
as are required of workmen in mixing plants. Such activities must be con
fined strictly to legitimate testing and experimental procedures. In all
instances, a rubber apron and rubber gloves, impervious to tetraethyllead,
must be worn. If the handling of tetraethyllead is done outside a blending
hood, a gas mask must also be worn, Section 216. The mask must have a
rubber face piece covering the entire face, eyes, nose, and mouth, with eye
pieces of splinter-proof glass, a rubber breathing tube, and a cannister sepa
rate from the face piece, containing not less than 500 ml of high-grade
activated charcoal. The apron must be of heavy rubber or rubberized cloth,
wThile the gloves must be heavy enough to stand average use without tearing,
AIR INLET
TRAP MADE OF GLASS
ETHYLENE GLYCOL LEVEL

ABOVE END OF TUBE
t/i"
BRASS ADAPTER
TYGON TUBING
^
COPPER TUBING-
7&.
M
. , GLASS BURET
TEL CONTAINER
IE CD
jjll1llllllfc.S~~|
ZZx^^^^S
THIN WALL THERMOMETER
WELL WITH 0.003" TO 0.005"
CLEARANCE FOR THERMOMETER
3.0 ml.
BRACKET FOR SUPPORT-
FIG. 9.— APPARATUS FOR HANDLING DILUTE TETRAETHYLLEAD.

and yet of such thinness and pliability as to permit precision in carrying out
necessary manipulations. Gloves and aprons made of neoprene or synthetic
rubber are permissible.
— It is recommended that the container
(c) Container for Dilute Fluid.
for the dilute fluid be of brown or amber glass or clear glass with some
means of shutting out the light. Brass containers may be used, but glass is
preferred, because the latter may be more thoroughly cleaned. The volume
of the container should be approximately one tenth larger than the greatest
volume of dilute fluid that it is to contain. If a brass or other metal con
tainer is used, it is recommended that a J-in. rim be provided around the
top. This will prevent fluid from running down the sides in case a slight
spillage occurs when filling the container.
—
(d) Measuring Burets. Two self-filling burets are recommended for
use in measuring dilute fluid: the first, either a 3- or 4-ml size graduated to
0.01 ml; and the second, a 10-ml size graduated to 0.05 ml. Section 216.
—
(e) Vapor Trap. A vapor trap should be provided to prevent evapora
tion losses from the dilute fluid container. A satisfactory trap is illustrated
in Fig. 9.
Preparation of Dilute Fluid

211. It is preferable for engine laboratories to purchase their require
ments of dilute tetraethyllead from the available suppliers listed in Section
215. In case an engine laboratory desires to prepare their own, a blend of
70 per cent xylene (conforming to ASTM Specifications D 843)3 and 30
per cent ASTM n-heptane should be used as a diluent. This blend simul
taneously fixes the octane rating and the volatility of the diluent. If the
xylene cannot be obtained, it is permissible to use the ASTM 80 octane
number blend as the diluent. Dilute tetraethyllead may be prepared locally
as follows :
(a) Theoretically, if it is desired to treat a sample of volume, S, the
dilute fluid will be in such concentration that the tetraethyllead added to
S
each sample will be in the ratio of to the quantity added to a gallon
of fuel. Then the volume of concentrated tetraethyllead required for a

batch of dilute fluid is:
F= SVX
3785 Y
where :
F = volume of concentrated tetraethyllead, aviation mix, in milliliters

S = volume of fuel sample in milliliters,
V = volume of batch of dilute fluid being made in milliliters,
3 1955 Book of ASTM Standards, Part 5.
X = volume of concentrated tetraethyllead originally contained in the

can in milliliters (see label on can), and
Y = volume of actual tetraethyllead originally contained in the can in
milliliters (see label on can).
(b) Adjusting the dilute fluid to correct strength, subsequent to analysis,
is facilitated by making the mixture 0.5 to 1 per cent stronger than the
theoretical value. Adjustment is then easily made by adding diluent. This
avoids measuring very small quantities of concentrated tetraethyllead. A
batch of dilute fluid containing the theoretical quantity of concentrated
tetraethyllead by this formula should be correct for treating
determined
samples by the "make to volume" method. In this method a portion of the
gasoline, treated with a desired amount of dilute fluid, is made up to the
chosen sample volume.
(c) However, this method is time consuming and it is more convenient
to use a fixed fuel volume where the dilute fluid is added to a fixed volume
of fuel. The use of a fixed fuel volume introduces a certain dilution error
since the final volume is greater than the nominal volume by the amount of
dilute fluid added. A practical step to reduce such errors is the adoption of
an adjustment which increases slightly the concentration of the dilute
fluid. An adjustment of 0.5 per cent makes complete correction for blends
where the amount of dilute fluid added is 0.5 per cent of the volume of the
sample. It is suggested that laboratories use fuel samples of 400 ml fixed
volume so that 2 ml of dilute fluid added to 400 ml of gasoline is equivalent
to 2 ml of tetraethyllead in 1 gal of gasoline. Smaller amounts than 2 ml
will be very slightly more concentrated, and greater amounts than 2 ml
very slightly less concentrated than the exact equivalent milliliters of tetra
ethyllead per gallon. To do this the volume of concentrated tetraethyllead
required for a batch of dilute fluid is represented by the following formula:
VX VX
F = 1.005 X 400 X
3785 Y 9.42Y
(d) Before starting the actual preparation of the dilute fluid, all equip
ment should be thoroughly cleaned and dried. The following steps for
cleaning all equipment which has been in contact with tetraethyllead should
be followed :
{1) Wash thoroughly with naphtha or gasoline (under hood).

{2) Wash with acetone (under hood) .
(3) Dry with air (under hood).
(4) Clean with any suitable acid, acetic acid being recommended.
(5) Rinse thoroughly with water.
(6) Wash with acetone.
(7) Dry with air.
Before blending, both concentrated tetraethyllead and diluent must be

brought to the same temperature, preferably room temperature. If a 1000-
ml batch of dilute fluid is to be prepared, the desired volume of concen
trated mix is measured accurately from a buret into a 1000-ml calibrated
volumetric flask which is partially filled with the diluent. Having added
the proper volume of concentrated tetraethyllead, the diluent is added to
make the total volume 1000-ml. To ensure uniformity the constituents
must be mixed well and allowed to stand in the dark overnight.
Standardization of Dilute Fluid

212. Dilute fluid should be checked immediately after preparation and
weekly thereafter. Any batch which shows turbidity either at the time of
mixing or later should be discarded immediately. The following procedures
are recommended for determining that the dilute fluid has been made to
the proper concentration:
(a) ASTM Method D 526, Test for Tetraethyllead in Gasoline.3 If the
analysis is within ±1 per cent of the supposed concentration, the dilute
fluid is satisfactory.
(b) An engine test using either the Motor or the Research method and a
reference fuel blend containing the indicated amount of tetraethyllead
shown in Table VIII for leaded standardization fuels and in calibration
tables on reference fuel C (furnished by supplier of fuel C, Section 215).
(It is essential that the calibration tables fit the batch of reference fuel C
being used.) If it is not practical to determine the tetraethyllead content
of the dilute fluid by analysis, it is advisable to obtain such engine checks
for two concentrations of tetraethyllead. Ratings of such blends should
agree within ±0.3 octane number with the values shown in the tables.
Adding Dilute Fluid to Samples
213. Since the dilute fluid has been made so that 1 ml added to 400 ml
of sample is equivalent to 1 ml of tetraethyllead per U. S. gal, a 400-ml
sample of test gasoline is most convenient. If desired, fractions or multiples
of 400-ml may be used. For instance, if a 200-ml sample is desired, 0.5 ml of
dilute fluid will be equivalent to 1.0 ml of tetraethyllead per gal in the final
blend. The temperatures of both test gasoline and dilute fluid must be
determined. If not the same, a volume correction must be applied either to
the amount of dilute fluid added or to the quantity of the test sample. If
the correction is applied to the amount of dilute fluid added, it should be
0.1 per cent per deg Centigrade (1.8 F). If the correction is made to the
quantity of test sample and if the dilute fluid is at a lower temperature
than the sample, the final volume must be greater than 400 ml. If the tem
peratures are in reverse order, the final volume must be less than 400 ml.
For a sample of 60 deg API, the corrections and final volumes of a 400-ml
sample are shown in the following table, a negative temperature difference
meaning that the dilute fluid is at a lower temperature, and a positive differ
ence that it is at a higher temperature than the sample:
Temperature Difference Correction, ml Final Volume, ml

dec F dec C
-20 -11 +5 405

-15 -8 +4 404
-10 -6 +2 402
-5 -3 +1 401
0 0 0 400
+5 +3 -1 399
+ 10 +6 -2 398
+ 15 +8 -4 396
+20 +11 -5 395
+25 +14 -6 394

+30 +17 -7 393
+35 +19 -9 391
+40 +22 -10 390
+45 +25 -11 389

+50 +28 -12 388
+55 +31 -14 386
+60 +33 -15 385
Reference Materials
214. (a) Specifications for ASTM Knock Test Reference Fuels:
ASTM /.JOOCTANE ASTM m-Heptane ASTM Blends
ASTM Motor octane

number 100.0 ± 0.1 0.0 ± 0.2 nominal ±0.1
Density at 20 C, g per ml 0.69190 ± 0.00015 0.68375 ± 0.00015
Refractive index, N™ c .39150 ± 0.00015 1.38775 ± 0.00015
Freezing point," deg . . C
-107.52 min -90.72 min
Distillation:6
50 per cent recovery,
deg C 99.25 ± 0.05 98.43 ± 0.05
Increase from 20 to 80
per cent recovery,
degC 0.06 max 0.20 max
" Determined by means of the ASTM Method D 1015, Test for Measurement of
Freezing Points for Evaluation of Purity.3
6 For
equipment and method used, see Research Paper RP2079, Journal of Research ,
Nat. Bureau of Standards, Vol. 44, pp. 309 and 310.
(b) ASTM Certification is based on the physical properties of the sample.

Engine tests are made to confirm the octane number. Suppliers are re
quired to maintain segregated batches of isooctane and n-heptane that
have been certified by the American Society for Testing Materials as con
forming to the specifications in Paragraph (a). A certificate is issued to the
suppliers authorizing them to guarantee that the material shipped is a part
of the batch so tested and to quote the results of the tests. Maintenance of
the quality of ASTM knock test reference fuels is the responsibility of the
suppliers.
(c) The current National Knock Rating Standards are the purest 2,2,4-
trimethylpentane and the purest n-heptane that have been produced or
acquired to date in quantities sufficient for use in measuring octane num
bers. These materials are for use in certifying the commercially produced
ASTM knock test reference fuels and their availability is subject to ap
proval by the Reference Materials Section of Research Division I on Com
bustion Characteristics.
(d) Tetraethyllead is available as a concentrated solution (aviation mix)
containing ethylene dibromide (Section 215). The ethylene dibromide con
tent is such that the bromine is the stoichiometrical equivalent of the lead
present.
(e) Specifications for Reference Fuel Grade Toluene:"
Specific gravity, 15.56/15.56 C 0.8690 to 0.8730

Color not darker than a solution of 0.0030 g of
K^CrjOy in 1 liter of water
Total distillation range at 760-mm
pressure, for any one sample not more than 1 C, including the temperature
of 110.6 ±0.1 C
Paraffins not more than 0.5 per cent by volume
Acid wash color not darker than No. 2 color standard
Acidity no free acid; that is, no evidence of acidity
Sulfur compounds free of hydrogen sulfide and sulfur dioxide
Copper corrosion copper strip shall not show iridescence nor a
gray or black deposit or discoloration
Freezing point, deg C -95.19 min
The properties enumerated in this specification are determined in accordance

*
with the ASTM Methods referred to in D 841 (Standard Specifications for Nitra
tion Grade Toluene) and D 1015 (Measurement of Freezing Points for Evaluation
of Purity), see 1955 Book of ASTM Standards, Part 5.
Availability of Reference Materials

215. The following information on the availability of reference materials
is furnished for the convenience of users and is not intended to favor any
particular supplier. Information concerning the certification of reference

materials may be obtained from the Executive Secretary, American Society
for Testing Materials, 1916 Race St., Philadelphia 3, Pa. Reference ma
terials which have been certified as meeting the specified requirements are
acceptable, regardless of source. Reference materials are currently avail
able as follows:
ASTM Isooclane: Reference Fuel Grade Toluene:

Phillips Petroleum Co.
Enjay Co., Inc.
Special Products Division
15 W. Fifty-first St.
Bartlesville, Okla.
New York 19, N. Y.
ASTM n-Heptane:
Phillips Petroleum Co. Enjay Co., Inc.
Special Products Division 15 W. Fifty-first St.
Bartlesville, Okla. New York 19, N. Y.
Phillips Petroleum Co.

ASTM 80 Octane Number Blend:
Phillips Petroleum Co. Bartlesville, Okla.
Bartlesville, Okla. Westvaco Chemical Division
Food Machinery and Chemical Corp.
161 E. Forty-second St.
Standardization Fuels X and HX (and New York 17, N. Y.
Calibration Tables) :
Secondary Reference Fuel C (and Cali
Enjay Co., Inc. bration Tables) :
Enjay Co., Inc.
New York 19, X. Y.
New York 19, N. Y.
Aviation "Ethyl" Fluid, 1 T Mix; and
Dilute "Ethyl" Fluid: DuFont Tetraelhyl Lead Compound-Avia
tion Mix; and Dilute Compound:
Ethyl Corporation
E. I. du Pont de Nemours & Co., Inc.
100 Park Ave.
Petroleum Chemicals Division
New York 17, N. Y. Wilmington 98, Del.
Pamphlet, "Regulations Governing the

Pamphlets, "Regulations for Handling
Handling and Blending of du Pont
and Mixing, •Ethyl' Fluid":
Tctraethyl Lead Compounds•"
Ethyl Corporation E. I. du Pont de Nemours & Co., Inc.
Medical Department Medical Director
100 Park Ave. Petroleum Chemicals Division
New York 17, N. Y. Wilmington 98, Del.
Availability of Blending Accessories

216. The following information on the availability of blending acces
sories is furnished for the convenience of users and is not intended to be a
complete list or to favor any particular supplier:
Burets for Measuring Concentrated and Gas Masks for Use When Handling Tetra-
Dilute Tetraethyllead: cthyllead:
Scientific Glass Apparatus Co. Either EA 15765 or

105 Lakewood Terrace, EA 17955 Mask (G. M. A. Catalogue ED
Bloomfield, N.J. 3045 cannister)
Yonkers Laboratory Supply Co. Mines Safety AppliancesCo.

70 Palisade Ave. Braddock, Thomas, and Meade Streets
Yonkers, N. Y. Pittsburgh 8, Pa.
The Emil Greiner Co. 4121-T Mask with Cannister OC-1 (This
20-26 N. Moore St. cannister hangs on user's back) or
New York 13, N. Y. 4101 Mask with cannister C-l
Ace Glass, Inc. Davis Emergency Equipment Co.

1938 N. W. Boulevard, 45Halleck St.
Vineland, N. J. Newark, N. J.
Pamphlet on "General Specifications, Burets for Reference Fuel Blending:

Laboratory Hoods for Handling
The Ace Glass Co.
'Ethyl' Fluids:" 1938 N. W. Boulevard,
Ethyl Corporation Vineland, N. J.
100 Park Ave.
New York 17, N. Y. Scientific Glass Apparatus Co.

105 Lakewood Terrace
Laboratory Hood for Handling Tetraethyl Bloomfield, N. J.
lead:
E. H. Sheldon and Co. The Emil Greiner Co.

149 Thomas St. 20-26 N. Moore St.
Muskegon 82, Mich. New York 13, N. Y.
Availability of Tables and Charts

217. Copies of the following tables and charts are available in 8 by J
11-in. size from ASTM Headquarters, 1916 Race St., Philadelphia 3, Pa.:
Tables
I and II V and VI
III and II IX
IV and II
Prices: Single tables, in lots of 10 to 49, 15 cents each; 50
25 cents each;
and over, 10 cents. Lots may consist of the same or assorted tables.
APPENDIX III
OPERATION
Adjusting Clearance Volume
301. Micrometer settings are more convenient to use than compression
ratios and for this reason are specified in guide curves and testing instruc
tions. Basic settings, however, are in terms of compression ratio. To insure
the use of correct micrometer settings with relation to compression ratio,
careful calibration of the combustion chamber volume is required on all
new engines before use and on engines in service after each top overhaul.
Either of two procedures, the "bench tilt" or "engine tilt" described in
Section 302 or 303 is used for adjusting the clearance volume of engines.
These two procedures give comparable accuracy but differ in equipment
required and, to some extent, in convenience. The bench tilt procedure is
preferred.
Bench Tilt Procedure

302. (a) Mounting and Tilting Cylinder. — Apply a water-pump grease
to the two top rings and to the surface of the piston between and above
them. Insert the piston into the cleaned cylinder with the spark plug and
valves in place. Mount the cylinder in the special jig (available from the
Waukesha Motor Co.), or a similar device, which has some means of forcing
the piston slowly and positively into the cylinder and of tilting the latter
15 deg from the vertical. Tilt the cylinder 15 deg so that the threaded f-in.
pickup hole will be the highest point of the combustion chamber, and move
the piston within approximately 1J in. of the top face of the hole.
—
(b) Volume of Water. From a clean buret measure into the combustion
chamber through the threaded f-in. pickup hole the correct volume of
water specified in the following table:
Cylinder Size Volume, ml
Standard 140.0
0.010 in. oversize 140.8
The basic combustion chamber volume for a standard cylinder at 0.500-in.

micrometer setting is 136 ml. Specified quantities of water include the addi
tion of 4 ml for the threaded part of the detonation-meter pickup. Both
water and engine should be at the same temperature before starting the
clearance volume measurement.
61
62 OPERATION
(c) Piston Position.

— While the cylinder is still tilted, slowly and posi
tively force the piston up until the pickup hole is half full of water. Then
bring the cylinder to a vertical position, making certain that water remains
in the hole. Place a straightedge across the spot (machined) face of the hole
and force the piston up until the water just touches the straightedge. Be
careful that the motion of the piston is always upward so that the rings do
not change position in the grooves. If the position is moved too far, remove
it, wipe the oil and water from both piston and cylinder, and repeat the
procedure.
(d) Basic Measurement.
— Remove the water from the combustion cham
ber with a pipet, being careful not to change the position of the piston.
Measure to the nearest 0.002 in. the distance between the spot face of the
pickup hole and the top of the piston, using a depth gage of the micrometer
type. (Gages of this type are available from the Waukesha Motor Co.)
(e) Installing Piston and Cylinder.
— Remove the piston, wipe off the
water-pump grease, and dry the cylinder wall and spark plug. Install the
piston and cylinder on the engine, making sure that the nuts holding the
cylinder sleeve to the crankcase are tight. Set the piston at tdc and raise or
lower the cylinder with the crank until the distance from the spot face of
the threaded f-in. pickup hole to the top of the piston as measured by the
depth gage is the same as the basic measurement in Paragraph (d). Lock
the cylinder sleeve, set the micrometer on the side of the cylinder sleeve to
read 0.500 in., and adjust its position in the clamp until it just touches but
does not raise the spring-loaded anvil attached to the cylinder.
Engine Tilt Procedure

303. (a) Preparation of Engine. — Clean all parts of the combustion
chamber thoroughly, and grind the valves. In reassembling, oil the piston
rings but not excessively. Alternatively the engine may be motored to oil
the rings, but not enough to raise the temperature of the cylinder and piston
above room temperature or cause oil to collect on top of the piston.
—
(b) Tilting Engine. Remove the engine-base cap screws at the end
having the cylinder adjusting crank, and loosen, but do not remove, those
at the other end of the base plate. Tilt the engine by blocking up the freed
end of the base plate approximately f in., thus making the threaded f-in.
pickup hole the highest point of the combustion chamber.
—
(c) Volume of Water. With the piston approximately on tdc on the
compression stroke, measure into the combustion chamber through the
threaded f-in. pickup hole the quantity of water specified in Section 302(6).
After measuring the specified quantity of water into the combustion cham
ber, rotate the engine until the piston is exactly on tdc and adjust the cylin
der height until the level of the water is flush with the top of the threaded
f-in. pickup hole. In the final adjustment make sure that the cylinder is
last moved in a downward direction and the piston in an upward direction
in order that the piston rings rest on the bottom of their grooves.
OPERATION 63
(d) Piston Position.

— Make certain that the piston is at tdc by moving
the flywheel back and forth slightly and noting whether there is any rise
of the water in the pickup hole. This can be done more conveniently when
not quite the entire amount of water has been introduced.
(e) Micrometer Setting.
— When the correct volume of water just fills the
combustion space to the top face of the pickup hole shift the micrometer
so that it just touches the anvil and reads 0.500 in.
(f) Removing Water.
— Remove most of the water from the combustion
chamber either with a suction bulb or by siphoning, and then remove the
remainder with compressed air or by motoring the engine. If compressed
air is used, remove the spark plug and rotate the engine by hand to dry the
piston and cylinder wall. If the engine is to be motored, lower it to the level
position to take up the slack in the belts. Replace and tighten all cap screws;
then motor the engine for a few minutes, partially restricting the pickup
hole with a cloth to increase the velocity of the outgoing air. Finally, either
remove and dry the spark plug or operate the engine under firing conditions
and then allow it to cool before proceeding with a repeat measurement,
should that be necessary.
(g) Repeating Procedure. — If it has been necessary to reset the microm
eter scale, tilt the engine again, and repeat the procedure described in
Paragraphs (b) to (/). The engine should always be run under firing condi
tions after completion of the volume measurements to insure that it is left
free of moisture.
Calculation of Compression Ratio

304. The compression ratio of these engines is variable and depends upon
the cylinder position with respect to the piston. The compression ratio is the
ratio of the volume of the combustion chamber when the piston is at bdc
to the volume when the piston is at tdc. The piston has a stroke of 4.50 in.
and a displacement of 37.33 cu in. This volume is the same as that of a
4.50-in. segment of the cylinder. When the piston is at tdc with the cylinder
position set for a micrometer reading of 0.00 in., the volume of the com
bustion chamber is 4.15 cu in. This volume is the same as that of a 0.50-in.
segment of the cylinder. If the clearance volume has been determined care
fully and the micrometer scale set accurately as described in Section 302
or 303, the compression ratio of these engines for any position of the cylin
der may therefore be calculated from the equation:
_, .
Compression
x.
ratio =
4.50 +
„ 0.50 + micrometer reading
, : r
0.50 + micrometer reading

Values for conversion of micrometer reading to compression ratio are given
in Table IX.
TABLE IX— CONVERSION OF MICROMETER READING TO
MICSOM- MlCIOM-
ETEB 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 ETEE
Reading Reading
Compression Ratio
0.000 10.00 9.98 9.96 9.95 9.93 9.91 9.89 9.88 9.86 9.84 0.000
0.010 9.82 9.81 9.79 9.77 9.75 9.74 9.72 9.70 9.69 9.67 0.010
0.020 9.65 9.64 9.62 9.60 9.59 9.57 9.56 9.64 9.52 9.51 0.020
0.030 9.49 9.47 9.46 9.44 9.43 9.41 9.40 9.38 9.36 9.35 0.030
0.040 9.33 9.32 9.30 9.29 9.27 9.26 9.24 9.23 9.21 9.20 0.040
0.050 9.18 9.17 9.15 9.14 9.12 9.11 9.09 9.08 9.06 9.05 0.050
0.060 9.04 9.02 9.01 8.99 8.98 8.96 8.95 8.94 8.92 8.91 0.060
0.070 8.89 8.88 8.87 8.85 8.84 8.83 8.81 8.80 8.79 8.77 0.070
0.080 8.76 8.75 8.73 8.72 8.71 8.69 8.68 8.67 8.66 8.64 0.080
0.090 8.63 8.61 8.60 8.59 8.58 8.56 8.65 8.64 8.53 8.51 0.090
0.100 8.50 8.49 8.48 8.46 8.45 8.44 8.43 8.41 8.40 8.39 0.100
0.110 8.38 8.36 8.35 8.34 8.33 8.32 8.31 8.29 8.28 8.27 0.110
0.120 8.26 8.25 8.23 8.22 8.21 8.20 8.19 8.18 8.17 8.15 0.120
0.130 8.14 S.13 8.12 8.11 8.10 8.09 8.08 8.06 8.05 8.04 0.130
0.140 8.03 8.02 8.01 8.00 7.99 7.98 7.97 7.96 7.94 7.93 0.140
0.150 7.92 7.91 7.90 7.89 7.88 7.87 7.86 7.85 7.84 7.83 0.150
0.160 7.82 7.81 7.80 7.79 7.78 7.77 7.76 7.75 7.74 7.73 0.160
0.170 7.72 7.71 7.70 7.69 7.68 7.67 7.66 7.65 7.64 7.63 0.170
0.180 7.62 7.61 7.60 7.59 7.68 7.57 7.56 7.55 7.54 7.53 0.180
0.190 7.52 7.51 7.50 7.49 7.48 7.47 7.47 7.46 7.45 7.44 0.190
0.200 7.43 7.42 7.41 7.40 7.39 7.38 7.37 7.36 7.36 7.35 0.200
0.210 7.34 7.33 7.32 7.31 7.30 7.29 7.28 7.28 7.27 7.26 0.210
0.220 7.25 7.24 7.23 7.22 7.22 7.21 7.20 7.19 7.18 7.17 0.220
0.230 7.16 7.16 7.15 7.14 7.13 7.12 7.11 7.11 7.10 7.09 0.230
0.240 7.08 7.07 7.06 7.06 7.05 7.04 7.03 7.02 7.02 7.01 0.240
0.250 7.00 6.99 6.98 6.98 6.97 6.96 6.95 6.94 6.94 6.93 0.250
0.260 6.92 6.91 6.91 6.90 6.89 6.88 6.87 6.87 6.86 6.86 0.260
0.270 6.84 6.84 6.83 6.82 6.81 6.81 6.80 6.79 6.78 6.78 0.270
0.280 6.77 6.76 6.75 6.75 6.74 6.73 6.73 6.72 6.71 6.70 0.280
0.290 6.70 6.69 6.68 6.67 6.67 6.66 6.65 6.65 6.64 6.63 0.290
0.300 6.62 6.62 6.61 6.60 6.60 6.59 6.68 6.58 6.57 6.56 0.300
0.310 6.56 6.55 6.54 6.64 6.53 6.52 6.51 6.51 6.50 6.49 0.310
0.320 6.49 6.48 6.47 6.47 6.46 6.45 6.45 6.44 6.43 6.43 0.320
0.330 6.42 6.42 6.41 6.40 6.40 6.39 6.38 6.38 6.37 6.36 0.330
0.340 6.36 6.35 6.34 6.34 6.33 6.33 6.32 6.31 6.31 6.30 0.340
0.350 6.29 6.29 6.28 6.28 6.27 6.26 6.26 6.25 6.24 6.24 0.350
0.360 6.23 6.23 6.22 6.21 6.21 6.20 6.20 6.19 6.18 6.18 0.360
0.370 6.17 6.17 6.16 6.16 6.15 6.14 6.14 6.13 6.13 6.12 0.370
0.380 6.11 6.11 6.10 6.10 6.09 6.08 6.08 6.07 6.07 6.06 0.380
0.390 6.06 6.05 6.04 6.04 6.03 6.03 6.02 6.02 6.01 6.01 0.390
0.400 6.00 5.99 5.99 5.98 5.98 5.97 5.97 5.96 5.96 5.95 0.400
0.410 5.95 5.94 5.93 5.93 5.92 5.92 5.91 5.91 5.90 5.90 0.410
0.420 5.89 5.89 5.88 5.88 6.87 5.86 5.86 5.85 5.85 5.84 0.420
0.430 5.84 5.83 5.83 5.82 5.82 5.81 6.81 5.80 5.80 5.79 0.430
0.440 5.79 5.78 6.78 5.77 5.77 5.76 6.76 5.75 5.75 5.74 0.440
0.450 5.74 5.73 5.73 5.72 5.72 5.71 5.71 5.70 5.70 5.69 0.450
0.460 5.69 5.68 5.68 5.67 5.67 5.66 6.66 5.65 5.65 5.64 0.460
0.470 5.64 5.63 5.63 5.62 5.62 5.62 5.61 5.61 6.60 5.60 0.470
0.480 5.59 5.69 5.58 5.58 6.57 5.57 5.56 5.56 5- 65 6.55 0.480
0.490 5.65 5.54 5.54 6.53 5.53 5.52 5.52 5.51 5.51 5.60 0.490
64
COMPRESSION RATIO FOR MOTOR AND RESEARCH ENGINES.
MiCKOH- MiCSOM-
ETER 0.000 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 ETEK
Reading Reading
Compbession Ratio
0.500 5-50 5.50 5.49 5.49 5.48 6.48 5.47 5.47 5.46 5.46 0.500
0.510 5.46 5.45 5.45 5.44 5.44 5.43 6.43 5.42 5.42 6.42 0.510
0.520 5.41 5.41 5.40 5.40 5.39 5.39 5.39 5.38 5.38 5.37 0.620
0.530 5.37 5.36 5.36 5.36 5.35 5.35 5.34 5.34 6.34 5.33 0.530
0.540 5.33 5.32 5.32 5.31 5.31 5.31 5.30 5.30 5.29 5.29 0.540
0.550 5.29 5.28 5.28 5.27 5.27 5.27 5.26 5.26 5.25 5.25 0.550
0.550 5.25 5.24 5.24 5.23 5.23 5.23 5.22 5.22 5.21 5.21 0.560
0.570 5.21 5.20 5.20 5.19 5.19 5.19 5.18 5.18 5.17 5.17 0.670
0.580 5.17 5.16 5.16 5.16 5.15 5.15 5.14 5.14 5.14 5.13 0.580
0.590 5.13 5.12 5.12 5.12 5.11 5.11 5.11 5.10 5.10 5.09 0.590
0.000 5.09 5.09 5.08 5.08 5.08 5.07 5.07 5.07 5.06 5.06 0.600
0.610 5.05 5.05 5.05 5.04 5.04 5.04 5.03 5.03 5.03 5.02 0.610
0.620 5.02 5.01 5.01 5.01 5.00 5.00 5.00 4.99 4.99 4.99 0.620
0.630 4.98 4.98 4.98 4.97 4.97 4.96 4.96 4.96 4.95 4.95 0.630
0.640 4.95 4.94 4. 94 4.94 4.93 4.93 4.93 4.92 4.92 4.92 0.640
0.650 4.91 4.91 4.91 4.90 4.90 4.90 4.89 4.89 4.89 4.88 0.650
0.660 4.88 4.88 4.87 4.87 4.87 4.86 4.86 4.86 4.85 4.85 0.660
0.670 4.85 4.84 4.84 4.84 4.83 4.83 4.83 4.82 4.82 4.82 0.670
0.680 4.81 4.81 4.81 4.80 4.80 4.80 4.79 4.79 4.79 4.78 0.680
0.690 4.78 4.78 4.78 4.77 4.77 4.77 4.76 4.76 4.76 4.75 0.690
0.700 4.75 4.75 4.74 4.74 4.74 4.73 4.73 4.73 4.73 4.72 0.700
0.710 4.72 4.72 4.71 4.71 4.71 4.70 4.70 4.70 4.69 4.69 0.710
0.720 4.69 4.69 4.68 4.68 4.68 4.67 4.67 4.67 4.66 4.66 0.720
0.730 4.66 4.66 4.65 4.65 4.65 4.64 4.64 4.64 4.63 4.63 0.730
0.740 4.63 4.63 4.62 4.62 4.62 4.61 4.61 4.61 4.61 4.60 0.740
0.750 4.60 4.60 4.59 4.59 4.59 4.59 4.58 4.58 4.68 4.57 0.750
0.760 4.57 4.57 4.57 4.56 4.56 4.56 4.55 4.65 4.55 4.55 0.760
0.770 4.54 4.54 4.54 4.53 4.53 4.53 4.53 4.52 4.52 4.52 0.770
0.780 4.52 4.51 4.51 4.61 4.50 4.50 4.50 4.50 4.49 4.49 0.780
0.790 4.49 4.49 4.48 4.48 4.48 4.47 4.47 4.47 4.47 4.46 0.790
0.800 4.46 4.46 4.46 4.46 4.45 4.45 4.45 4.44 4.44 4.44 0.800
0.810 4.44 4.43 4.43 4.43 4.42 4.42 4.42 4.42 4.41 4.41 0.810
0.820 4.41 4.41 4.40 4.40 4.40 4.40 4.39 4.39 4.39 4.39 0.820
0.830 4.38 4.38 4.38 4.38 4.37 4.37 4.37 4.37 4.36 4.36 0.830
0.840 4.36 4.36 4.35 4.35 4.35 4.35 4.34 4.34 4.34 4.34 0.840
0.850 4.33 4.33 4.33 4.33 4.32 4.32 4.32 4.32 4.31 4.31 0.850
0.860 4.31 4.31 4.30 4 30 4.30 4.30 4.29 4.29 4.29 4.29 0.860
0.870 4.28 4.28 4.28 4.28 4.28 4.27 4.27 4.27 4.27 4.26 0.870
0.880 4.26 4.26 4.26 4.25 4.26 4.25 4.25 4.24 4.24 4.24 0.880
0.890 4.24 4.24 4.23 4.23 4.23 4 23 4.22 4.22 4.22 4.22 0.890
0.900 4.21 4.21 4.21 4.21 4.21 4.20 4.20 4.20 4.20 4.19 0.900
0.910 4.19 4.19 4.19 4.18 4.18 4.18 4.18 4.18 4.17 4.17 0.910
0.920 4.17 4.17 4.16 4.16 4.16 4.16 4.16 4.15 4.15 4.15 0.920
0.930 4.15 4.14 4.14 4.14 4.14 4.14 4.13 4.13 4.13 4.13 0.930
0.940 4.12 4.12 4.12 4.12 4.12 4.11 4.11 4.11 4.11 4.11 0.940
0.950 4.10 4.10 4.10 4.10 4.09 4.09 4.09 4.09 4.09 4.08 0.950
0.960 4 08 4.08 4.08 4.08 4.07 4.07 4.07 4.07 4.07 4.06 0.960
0.970 4.06 4.06 4.06 4.05 4.05 4.05 4.05 4.05 4.04 4.04 0.970
0.980 4.04 4 04 4.04 4.03 4.03 4.03 4.03 4.03 4.02 4.02 0.980
0 990 4.02 4.02 4.02 4.01 4.01 4.01 4.01 4.01 4.00 4.00 0.990
1 000 4.00 1.000
Copies of this Table, 17 by 11 in., are available from the Society, see Section 217.
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OPERATION 67
Preparations for Starting
305. Before starting the engine, perform the following operations:

(a) Engine Lubrication.
— After an oil drain, pour sufficient oil of the
grade specified in Table X into the crankcase through the filler opening D,
Fig. 10, to bring the operating level within the lower half of the sight glass,
Section 434. An additional quart is required for the first filling of engines
equipped with oil filters and for engines in service after repacking the
filter. Operating oil levels for all three types of crankcases should not
exceed the mid-point in the sight glass. Too much oil in the CFR-48 crank-
case will allow the balance weights to contact the oil, resulting in splashing
and excessive oil consumption. On engines in service, the oil level should
be checked carefully at the start of daily operations and replenished to
the desired level if low. Recommendations for changing oil are given in
Section 434.
— Use distilled water as the coolant, with a suitable
(b) Cooling System.
rust inhibitor such as 5 g of either potassium or sodium chromate. Where
required by low barometric pressure, add sufficient ethylene glycol to the
water to maintain the specified operating temperature; but in such cases,
use either sodium nitrite or triethanolamine inhibitor.
phosphate as a rust
The chromates are not satisfactory when ethylene glycol is present. Pour
the coolant into the engine through the filler opening, F, Fig. 10, until the
coolant level is ^ to f in. above the bottom of the sight glass. When the
engine has reached operating temperature, the coolant level should be at
the "operating level" mark on the side of the condenser.
(c) Air Humidity. — Ice towers are used to control the humidity of the
intake air when the room air contains less than 25 or more than 50 grains
of water vapor per pound of dry air. When testing, the minimum depth of
the ice pack in the tower should be at least 18 in. The manner in which the
ice packs is important as it affects the air flow. The ice should not freeze
together to the extent that air flow to the engine is restricted nor be allowed
to channel, thereby preventing proper humidity control. Loosening of the
ice with a rod to prevent its freezing together or air channeling may be
required several times during a day's operation, particularly in warm
weather. A differential pressure appreciably in excess of 0.5 in. of water, as
measured by a water manometer attached to the air outlet pipe of the ice
tower, indicates undue restriction of air flow, resulting from improper con
dition of the ice or plugging of the drain trap.
(d) Carburetor.— Fill the desired fuel tank with warm-up fuel and ad
just the level to approximately 1.3 on the carburetor sight glass, /, Fig. 11.
Leave the fuel selector valve, F, in an off position. .As a safety precaution
against fire caused by static electricity, use a suitable nonmetallic container for
pouring either samples or reference fuels into the carburetor.
08 OPERATION
A — Air Intake Pipe. G — Fuel Drain Valve.

—
B Adjustable Collar for Showing Refer H — Fuel Line from Tank.
ence Blend in Tank. I— Fuel Level Sight Glass.
C— Fuel Tank. J
— Intake Pipe Elbow.
D— Fuel Tank Sight Glass. K — Intake Air Thermometer.
—
E Knob for Adjusting Fuel Level. L — Surge Tank.
—
F Fuel Selector Valve.
FIG. 11.— THREE BOWL CARBURETOR.
OPERATION 69
Avoid heavy knock while the engine is warming up by selecting a

(e)
warm-up fuel sufficiently high in octane number or by setting the compres
sion ratio at less than standard knock intensity as described in Section 31 1 .
Turn on the water supply to the cooling condenser.
(f)
(g) Normally, the oil heater switch left in the low position, the oil
is
if
will be within the specified temperature limits. If this not the case, turn
is
the oil heater switch to the high position before starting the engine.
(h) Uncover the air intake opening in the top of the ice tower, or
if
a
tower not used remove the dust cover from the intake silencer.
is
If this
the first time the engine started and after each overhaul,
(i)
is
is
rotate the flywheel by hand three or four complete revolutions to see that all
parts move freely.
(j) Check zero adjustment of knockmeter, Sections 9(a) of the Motor
and Research methods.
Starting
306. Start the unit by pressing the START switch on the panel. After
the engine reaches approximate speed, turn on the ignition switch. Then
turn the fuel selector valve to operate on the fuel tank previously filled
with warm-up fuel. If the engine does not fire in reasonable length of
a
time, or the oil pressure lower than 20 psi, turn the fuel selector
is
if
valve to an off position and stop the engine. Correct the cause of the
trouble before again trying to start the engine. Instructions for adjusting
the oil pressure are given in Section 430. Engine starting can be aided by
raising the carburetor level to enrich the fuel-air mixture. If this method
used, the carburetor should be returned to its original position once the
is
engine firing steadily.

is
Stopping
To stop the engine in an emergency, press the STOP switch on the
307.
panel. For normal shutdown move the fuel selector valve on the carburetor
a
to an intermediate position to shut off the fuel supply to the engine, then
press the STOP switch on the panel. In addition, do the following:
(a) Turn off the ignition.
(b) Turn off the knockmeter.
(c) Turn off the water supply to the cooling condenser.
(d) Turn off the water supply to the oil cooler (if used).
(e) Turn off the oil heater switch. (If the engine to be used again in the
is
next 50 hr, this switch may be turned to LOW to reduce the warm-up time
and condensation in the crankcase.)
(f) Close the air intake cover on top of the ice tower, or a tower not
is
if
used, cover the intake silencer with small inverted tin can or paper drink
a
ing cup to keep dust out of the engine intake system during shutdown.
70 OPERATION
K N L PS
A — Knockmeter. F — Ammeter in Air Heater Circuit.

B — Starting Switch. G — Knockmeter Switch.
H — Intake Manifold Heater Switch.
C — Stopping Switch.
I — Mixture Heater Control Knob.
D — Air Heater Control Knob. J — Ammeter in Mixture Heater Cir
E — Ignition Switch. cuit.
FIG. 12-A.— CONTROL PANEL— CONSOLE TYPE.
OPERATION 71
K — Voltmeter in u-c Generator circuit. U — Air Heater Switch.

L— Field Rheostat for 110-v d-c Gen P— Hour Meter.
erator.
— Detonation Meter Controls.
M — Oil Temperature Indicator. Q
N — Oil Pressure Gage. R— Oil Heater Switch.
FIG. 12-B.— CONTROL PANEL— UPRIGHT TYPE.
72 OPERATION
Drain all carburetor tanks.

(g)
(h) Rotate the flywheel to tdc on the compression stroke to protect the
valves and cylinder parts from corrosion.
Observations and Adjustments Before Standardizing Engine
308. During the warm-up period observe the various pressures and tem
peratures to see that they do not go beyond those specified. A summary of
the major operating conditions is given in Table X.
(a) Oil Pressure can be adjusted at the relief valve as described in Sec
tion 430.
(b) Crankcase Oil Temperature.
— When the oil reaches the lower tem
perature limit, turn the oil heat switch from HIGH to LOW. If the tem
perature continues to rise, turn the switch to OFF.
(c) Coolant Temperature is dependent upon the boiling point of the
coolant. When it is necessary to use ethylene glycol, which is hygroscopic
(water absorbent), readjust the coolant mixture periodically to keep coolant
temperature within the specified limits, 212 ± 3 F (100 ± 1.5 C). This is
done by removing the cooling condenser screwcap, shutting off the water
supply to the condenser, and boiling off some of the water while the engine
is running. Do not breathe coolant vapors as they are toxic. When the coolant
temperature reaches 212 F (100 C), turn on the water supply valve and
replace the condenser cap.
(d) Intake Air Temperature is controlled by knob, D, Fig. 12.
(e) for the Motor Method is controlled with a

Mixture Temperature
rheostat or an auto-transformer. Turn the knob, /, Fig. 12, to adjust the
temperature. Manual control of the mixture temperature is not very satis
factory because the large temperature lag of the mixture thermometer
causes "hunting." This condition is aggravated by line voltage fluctuations.
Because constant mixture temperature is essential in obtaining precise
results by the Motor Method, the use of the approved thermostat described
in Section 115 is recommended. Instructions for adjustment are furnished
with the thermostat by the manufacturer.
(f) Spark Advance.
— When the engine is running, the spark advance is
indicated in degrees on the scale, A, Fig. 32, by the flashing neon light.
When multiple flashes occur, use the left-hand flash as the indication. See
Table X for spark advance settings, and Sections 440 to 443 for adjust
ing the spark advance.
Valve Clearances specified in Table X apply when the engine is hot
(g)
and running under standard operating conditions on reference fuel of 80
octane number. To check the valve clearance, insert a feeler or thickness
gage of the proper size between the rocker-arm button and the tip of the
valve stem, and slide the feeler to determine whether there is drag or re
sistance to movement. If the feeler slides too easily or cannot be inserted
at all, adjustment screw is necessary, after which the
of the rocker-arm
clearance must again be checked with the feeler gage under the same
OPERATION 73
A — Valve Stem End of Rocker Arms. F — Locknut.

B — Rocker Arm Bearings. G— Push Rod.
C— Ball End of Push Rods. H — Stationary Support of Valve Link
D — Pivot of Rocker Arm Carrier Sup age.
port. I— Spark Plug.
E — Nut for Adjusting Valve Clearance. J — Coolant Thermometer.
FIG. 13— VALVE GEAR.
74 OPERATION
A — Condenser Water Connections. I — WiringJunction Box.

B— Mixture Heater—Motor. J— Magnetic Main Switch.
C— Surge Tank Heater Plug. K —Main Power Lines.
D — Surge Tank Heater Rheostat. L — Power Absorbing a-c Motor.
E — Field Rheostat for d-e Generator. M — Generator, 110-v, d-c.
F — Oil Pressure Gage. N— Breather Valve Fitting.
G — Oil Pressure Safety Switch. O — Oil Cups for Cylinder Worm Gear.
H—Mixture Heater Rheostat — Motor. P — Coolant Condenser.
FIG. 14— REAR VIEW OF UPRIGHT CONTROL PANEL.

OPERATION 75
operating conditions. The valves may be adjusted with the engine stopped,
either hot or cold, if appropriate allowances are made so that the valve
clearances will be those specified in Table X. To avoid possible change in
clearances throughout the compression ratio range, set the top linkage of
the rocker-arm carrier and the rocker arms horizontal at a micrometer
setting of 0.300 in. when the valves are closed, Section 419.
(h) Additional Lubrication.
— Using a squirt can containing the same
grade of oil as used in the crankcase, oil twice daily both ends of the valve
rocker arms and rocker-arm bearings at A, B, and C, Fig. 13, and the
cylinder worm gear at 0, Fig. 14. Oil should be kept up to the top of the
projection in the oil tray surrounding the valve springs.
Ignition Voltage. — fixed voltage supply furnished by the Ignition
A
(i)
is
Power Supply. If the d-c generator used, the voltage adjusted to 110 v
is
is
Fig. 12. To keep fluctuations of d-c voltage at
L,
by means of the rheostat,

minimum, the belt driving the d-c generator must run loose to reduce
a
the effect of power impulses imparted by the engine to the synchronous

motor.
Instrumentation for Measuring Knock

309. Detonation Meter, Models S01-AP, 501-A, and 501. Knock in the
engine gives rise to pressure variations which act on the pickup unit.
A
signal created by the pickup which modified by the detonation meter
is
is
and transmitted to the knockmeter, A, Fig. 12, the readings of which

indicate the relative degree of knock intensity. Instructions for adjusting
the detonation meters are given in Sections of the Motor and Research
9
methods.
Adjusting Compression Ratio

310. (a) Setting Cylinder Height. — All knock ratings by the Motor and
Research methods are made at standard knock intensity regardless of the
octane number of the fuel. For example, 80 octane number fuels are tested
at higher compression ratio (smaller micrometer reading) than 70 octane
a
fuels. The compression ratio changed as follows: To increase the ratio,

is
loosen the cylinder clamp, H, Fig. 10, and turn the crank counterclockwise.
To decrease the compression ratio, turn the crank clockwise. One revolution
of the crank moves the cylinder 0.0071 in. vertically. Lock the cylinder
clamp ring after each change of cylinder position. When using the cam lever
to clamp the cylinder, constant tightness in the clamped position should
be maintained from one overhaul to the next. Different clamp ring and
cylinder combinations require different degrees of clamping to hold the
cylinder tight. Normally, with the cam in locked position, torque of 20
a
a
ft-lb sufficient for the desired cylinder tightness. To prevent distortion

is
of the cylinder the clamping torque should not exceed 45 ft-lb.

—
(b) Calculating Compression Ratio. The compression ratio can be de
termined from the cylinder position. The cylinder height measured by
is
76 OPERATION
the dial micrometer, C, Fig. 10, (or barrel micrometer) attached to the
stationary cylinder clamp ring. With the barrel micrometer, the thimble
end should just touch, but not raise, the spring-loaded micrometer anvil
attached to the movable cylinder. The compression ratio may be found
from the micrometer reading by using Table IX or by calculation from the
equation in Section 304. Since operating compression ratios cannot be
determined directly, it is common practice to use micrometer readings and
accordingly references in the methods are usually given in terms of microm-
TABLE X.—SUMMARY OF OPERATING CONDITIONS.
.30
Condition Motor Research
Engine Speed, rpm 900 ± 9 600 ± 6

Crankcase Oil, SAE Grade. 30
Oil Pressure at Operating Tem
perature, psi 25 to 30 25 to 30
Crankcase Oil Temperature 135 ± 15 F (57 ±8.5 C) 135 ± 15 F (57 ± 8.5 C)
Coolant Temperature :
Range 212 ± 3 F (100 ± 1.5 C) 212 ± 3 F (100 ± 1.5 C)
Constant Within ±1F(0.5C) ±1F(0.5C)
Intake Air Humidity, grains of
water per lb of dry air. ... 25 to 50 25 to 50
Intake Air Temperature 100 ± 25 F (38 ± 14 C)
Mixture Temperature 300 ± 2 F ( 149 ± 1.1 C)
Spark Advance, deg btdc .... h 13
Spark Plug Gap, in 0.020 ± 0.005 0.020 ± 0.005
Breaker Point Gap, in 0.020 0.020
Valve Clearances, in.:"
Intake 0.008 0.008
Exhaust 0.008 0.008
Fuel-Air Ratio adjusted for maximum knock
"Temperature adjusted to correspond within ±2 F (±1.1 C) of the value speci

fied in Table VI for the prevailing barometric pressure.
b Varies automatically with compression ratio. The basic setting is 26
deg for a
micrometer reading of 0.625 in. Other points are 24 deg for 0.500 in., 22 deg for 0.400
in., and 19 deg for 0.250 in.
t Measured with the engine hot and running under standard operating conditions
on reference fuel of 80 octane number.
eter readings. Obviously, micrometer readings are meaningless unless

accurately related to compression ratios, as described in Sections 301, 302,
and 303.
Standard Knock Intensity
311. As explained in Section 310, all knock ratings, regardless of octane

number and barometric pressure, are made at about the same degree of
knock. This standardization of knock is defined as standard knock intensity.
After the engine is thoroughly warmed up and in agreement with the
standard operating conditions as shown in Table X for the method being
used, adjust for standard knock intensity as follows:
OPERATION 77
(a) Prepare a blend of reference fuel of the approximate octane number

of the sample or standardization fuel to be tested and pour it into one of the
carburetor tanks. In filling carburetor tanks, it is good practice to leave
the drain valve open for a short time to flush the container and passages.
The drain valve should also be opened and the fuel allowed to drain mo
mentarily after the sight glass has filled to release any bubbles entrained
in the system. Turn the selector valve, F, Fig. 11, to use fuel from this bowl.
(b) Motor Method.
— Find the micrometer setting in the appropriate
table for the octane number of the reference fuel being used. Three tables
varying with the venturi size of the test engine are specified. Table I is for
the T*-vn. venturi, used at elevations below 1600 ft. Table III is for the^f-in.
venturi, used at elevations from 1600 to 3300 ft. Table IV is for the J-in.
venturi, used at elevations above 3300 ft. Correct the micrometer setting
obtained from Table I, III, or IV for the prevailing barometric pressure
by use of Table II. Set the cylinder to this corrected micrometer value and
reclamp.
(c) Research Method.
— Find the micrometer setting in Table V for the
octane number of the reference fuel being used. Correct this setting for the
prevailing barometric pressure as indicated in Table VI. Set the cylinder
to the corrected micrometer value and reclamp. Adjust the intake air
temperature for the prevailing barometric pressure as specified in Table VI.
(d) Turn on the knockmeter and adjust the controls of the detonation
meter so that the knockmeter reads 55 ± 3. Adjust the fuel level to obtain
the mixture ratio for maximum knock as described in Section 312. If the
adjustment of mixture ratio results in knockmeter readings outside of the
specified limits, readjust the controls of the detonation meter for the 55 ± 3
reading. Knockmeter readings within these limits at the corrected mi
crometer setting specified for a given octane number reference fuel indicate
standard knock intensity.
(e) When fuels are to be rated which differ by as much as 10 octane
numbers from the reference fuel used to establish this knock intensity, it is
advisable to establish optimum meter adjustments for standard knock
intensity with a reference fuel blend in the appropriate octane range. This
may be necessary because some meter adjustments or other conditions
prevent the engine from adhering to the guide table.
Adjustment of Fuel-Air Ratio
312. All knock ratings are made at the fuel-air (mixture) ratio which
gives the maximum knockmeter indication at the prescribed standard knock
intensity. This applies to the sample and to both of the reference fuel
blends used to "bracket" the sample. The fuel-air ratio is adjusted by
raising or lowering the fuel level in the sight glass by turning the knob at
the bottom of each carburetor tank. To assure satisfactory fuel atomization,
the methods require that the fuel level for maximum knock be between
78 OPERATION
0.8 and 1.8 on the sight glass. If

this is not the case, the horizontal metering
orifice or jet (near the bottom of the sight glass) must be replaced with a
different size to meet this requirement. If the fuel level is too high, a larger
orifice is needed, and vice versa. Determine maximum knock by the pro
cedure described in Sections ll(fr) of the Motor and Research Methods.
Checking Operating Conditions with Standardization Fuels
313. (a) Selection. — After the engine has been adjusted to standard
knock intensity on a reference fuel blend, but before rating samples, check
the operating condition of the engine by testing one or more standardiza
tion fuels. A description of these fuels is given in Section 203. In selecting
standardization fuels, choose one or more in the octane range of the samples
to be tested because a check in one range is no assurance that the engine
will give the proper result 10 octane numbers above or below the point
checked. If
samples of widely different octane number range are to be tested,
grouping them will save time since the engine will not always adhere to the
appropriate guide table over a wide octane number range.
—
(b) Rating. Standardization fuels are rated in the same way as samples.
Adjust the engine to obtain standard knock intensity for the standardiza
tion fuel as described in Section knockmeter
311, and obtain comparative
readings with bracketing reference fuels as described in Section 314. The
fuel-air ratio for each of these fuels must be adjusted for maximum knock
as described in Section 312, and knockmeter readings are interpolated as
described in Section 315. If results within the tolerance of ±0.3 octane
numbers cannot be obtained under standard operating conditions, the
mechanical condition of the engine should be checked. A "top overhaul,"
as described in Appendix IV on Maintenance, may be required to bring
about the desired results.
(c) Additional Check Fuels.
— In addition to the ASTM standardization
fuels, many laboratories use individual check samples which may be related
to their refinery operations and for which a sufficient number of ratings have
been obtained to establish good average values. Such fuels have the same
sensitivity as the fuels of major interest to the particular refinery and are
advantageous as special check fuels.
Rating Samples
314. When the engine checks the standardization blend within the re
quired limits and meets the standard operating conditions outlined in
Table X, it is ready for rating samples.
(a) Pour the sample to be tested into one of the carburetor tanks. Change
to this bowl and adjust the fuel level for maximum knock as described in
Section 312 and the compression ratio to give a knockmeter reading of
approximately 52.
OPERATION 79
(b) Read the micrometer and, using Table II

for the Motor Method or
Table VI for the Research Method, correct the reading to standard baro
metric pressure, 29.92 in. of mercury.
(c) Using the corrected micrometer reading, determine the approximate
octane number of the sample from the appropriate guide table (Nos. I, III,
or IV for the Motor Method and V for the Research Method).
(d) Prepare two reference fuel blends, differing by not more than two
octane numbers, which will bracket the sample, that is one of higher and
the other of lower octane number than the sample.
(e) For each reference fuel blend set the carburetor fuel level for maxi
mum knock, using a separate fuel bowl for each blend.
(f) When a single reading has been obtained on the sample and bracket
ing reference fuels, make a preliminary calculation of the approximate
octane number of the sample. Check the agreement of this value with the
appropriate guide table corrected according to Table II
for the Motor
Method and Table VI for the Research Method. If the corrected microme
ter setting is within the required limits for the preliminary octane number,
proceed with the test. If not, time and sample can be saved by making com
pression ratio and detonation meter adjustments for standard conditions
at this time and starting over with the test. For the Motor Method a toler
ance of ±0.020 in. from the guide table value is permitted for fuels below
85 octane number and ±0.025 in. for fuels of 85 octane and above. For the
Research Method the tolerance is ±0.010 in. throughout the range of the
method. Fuel ratings made outside of these tolerances are nonstandard.
(g) Record knockmeter readings for the sample and bracketing reference
fuels. Be sure to allow adequate time, after changing from one fuel to
another, for the knockmeter reading to reach equilibrium. The test methods
specify that the sample reading must be bracketed at least three times by
reference fuel readings and the average readings for each fuel used to calcu
late the rating. The following table shows the number and sequence of
readings when starting the test with a reference fuel:
Knockmeter Readings
Fuel 12 3 4 5 6 7 Average
80 octane reference fuel 60 58 59

Sample 57 56 56 56.3
82 octane reference fuel 46 48 47
Obviously, starting the test with the sample will necessitate taking several
more readings than shown in the table to fulfill the bracketing requirement
of three readings on the sample. In the example, the first knockmeter read
ing was obtained for the low reference fuel, the second for the sample, etc.
It is immaterial which reference fuel is used first, it being just as feasible to
start with the high reference fuel, then the sample, then the low reference
80 OPERATION
fuel, etc. In either case a minimum of three comparative readings for the
sample should be taken and averaged as illustrated in the table.
(h) If the reference fuels used in Paragraph (d) do not bracket the sam
ple, additional blends must be used until two differing by not more than
two octane numbers are obtained that will bracket the sample.
Calculating Rating of Sample

315. Average the knockmeter readings for the sample and for each of
the bracketing reference fuels. Determine the position of the sample be
tween the reference fuels by interpolation as follows, using as an example the
typical average knockmeter readings given in Section 314(gr):
(a) Obtain the difference between the average knockmeter readings for
the two reference fuels. In this case it is:
59 - 47 = 12.
(b) Subtract the average knockmeter reading for the sample from the
average for the low octane reference fuel. In this case it is:
59 - 56.3 = 2.7.
(c) Multiply the difference in octane numbers of the reference fuels (2 in

this case) by the difference found in Paragraph (b) and divide this by the
difference found in Paragraph (a). In this case it is:
**« . 0.45.
(d) Add the answer found in Paragraph (c) to the octane number of the
low reference fuel. In this case it is:
80 + 0.45 = 80.45.
Hound off the answer to the nearest tenth by dropping the second
(e)
decimal if it is less than 5, by adding one tenth and dropping the second
decimal if it is more than 5. When the second decimal is 5, drop it if the
preceding digit is an even number, and add one tenth if it is odd, dropping
the second decimal. In this case the answer is 80.4. If the answer had been
80.55 the final result would have been 80.6.
For calculating ratings above 100 octane number in terms of TEL in
(f)
fsooctane, substitute the difference in the TEL concentration of the refer

ence fuels used for the two octane number factor shown in Paragraph (c).
Other parts of the calculations for leaded reference fuels are identical with
the ones shown in the foregoing instructions.
APPENDIX IV
MAINTENANCE
Importance of Maintenance
401. The need for proper maintenance of Motor and Research fuel-
testing units cannot be overemphasized if reliable fuel ratings are to be ob
tained. Aside from the necessity for maintaining the standard operating
conditions specified in the methods, proper maintenance of the engine and
the test unit as a whole is very important for obtaining reliable data and
permitting longer periods of operation between overhauls. The care used in
the inspection, adjustment, and overhaul of the test unit is a major factor
in achieving these aims.
Types of Maintenance
402. Maintenance may logically be divided into three general categories:
(i) Daily checks which may be considered as part of the normal operating
procedure.
(2) Top overhaul which is necessary at frequent intervals.
(3) Periodic maintenance at longer intervals. All three types are for the
purpose of preventing operational difficulties. While no definite inspection
periods can be prescribed to meet all operating conditions, the following is
a suggested schedule for the maintenance operation.
Daily Inspection
403. (a) Fuel Induction System. — Inspect carburetor tubing and valves
for leaks.
(b) Lubrication:
(1) Check crankcase oil level and add required amount of SAE
30 grade of motor oil.
(2) Lubricate valve gear.
(3) Lubricate cylinder worm shaft.
(c) Ignition:
(2) Check condition of the breaker points and reset the clearance
if necessary.
(2) Check ignition timing.
Valves. — Check valve clearances.
(d)
81
82 MAINTENANCE
Top Overhaul Inspection (See Section 407)
404. (a) Cylinder:

(1) Examine cylinder wall for scratches or pits.
(2) Check valve guides and replace them if necessary.
(3) Examine valve seat inserts and if worn or damaged, replace
them.
(4) Replace the cylinder if worn or damaged.
(b) Valves:
(/) Examine and check valve stems for wear.
(2) Reface valves.
(c) Piston and Rings:
(1) Examine piston for scuffing or ring groove failure and check
for carbon deposits under the crown.
(2) Check rings and replace them if necessary.
(d) Manifold Heater, Motor Method:
(1) Clean the manifold heater and check position of the blades
when reassembling.
(2) Clean and inspect manifold thermometer and reinstall in cor
rect position.
(e) Air Intake Heater.
— Clean and examine for deterioration.
(f) Cooling System.
— Inspect the condenser for deposits, clean, and
repair any leaks.
(g) Breather Valve. — Clean and inspect on high and low-speed crank-
cases.
(h) Repeat the operations described in Section 403.
Periodic 500- to 800-Hour Inspection
405. (a) Rocker-Arm Assembly:

(/) Check rocker arm and shaft wear.
(2) Check rocker-arm carrier joints for fit.
(b) Cylinder:
Remove plugs and clean the cooling jacket.
(1)
(2) Check cylinder for wear.
(c) Ignition System.
— Check general condition.
(d) Oil Filter.
— Remove and clean the filter element, and install a new
filter packing.
(e) Ice Tower.— Remove sludge and dirt from bottom of tower.
—
(f) Gages and Thermometers. Clean and test for accuracy.
(g) Piston Pin. — Examine for wear,
—
(h) Connecting Rod. Check alignment.
Carburetor. — Clean and recondition as required.
(j) (i)
Repeat the operations described in Sections 403 and 404.

MAINTENANCE 83
Periodic 2000-Hour Inspection

406. (a) Bearings:
(/) Check connecting rod bearings.
(2) end play, thrust and wear.
Check crankshaft
(3) Check valve timing, cam contour, and camshaft bearings.
(b) Balancing Assembly, CFR-48 and High-Speed Crankcases:
(1) Inspect bearings.
(2) Check end play and bearing clearances of CFR-48 balancer
shafts.
(3) Check condition, clearance, and weight of each piston of high
speed crankcase.
(c) Instruments:
(/) Check oil pressure and temperature gages.
{2) Examine and check thermometers.
(d) d-c Generator:
(i) Clean and lubricate bearings.
(2) Clean commutator and brushes.
(3) Adjust belt tension.
(e) Power Absorbing Unit:
(i) Clean bearings and repack with grease.
{2) Inspect windings and coat with electrician's shellac, if neces
sary.
(S) Adjust engine belt tension.
(f) Repeat the operations described in Sections 403, 404, and 405.
Recognizing Need for Top Overhaul

407. Top overhaul is the generally accepted term used to describe valve
reconditioning, and the cleaning of the combustion chamber, piston, and
piston rings. Many other parts are also given attention during a top over
haul. The interval between top overhauls varies and depends primarily
upon the quality of the maintenance work and the severity of the conditions
under which the unit is operated. The average interval between top over
hauls at present is 100 to 300 hr and will probably lengthen as equipment
and maintenance procedures are refined further. The need for a top over
haul usually can be determined by checking the performance of the engine
as required in each method and described in detail in Appendix on III
Operation.
General Engine Operating Characteristics

408. The engine may be faulty in its operation with regard to several
conditions, as follows :
(a) Lack of Compression.
— Compression pressure is a rough check of
general engine conditions. Marked deviations (±5 per cent) from the pres-
84 MAINTENANCE
280
260
UJ
< 240
<0 220
Q.
UJ 200 ^ v
* 4* ^
*\ *
to 180
tO \
^^
UJ
cc
a.
z
160
. ^
L
^
y*
n
î\4>
o
*; £>
140 ^\v
<
to
to 120 U*
UJ
oc
*°
0.
100
o
o
80
60
6 7 8
COMPRESSION RATIO
l- 1 1 1
o CORRECTION FACTOR
< FOR
BAROMETRIC PRESSURE
1.00
o
UJ
<r
oc0.90
27 28 29 30 31 32
8
BAROMETRIC PRESSURE, IN. HG. ABSOLUTE
Obdprved Pressure
Corrected Pressure for 29.92-in. Barometer =
Correction Factor
FIG. 15— AVERAGE COMPRESSION PRESSURES FOR 29.92-IN.
BAROMETER.
MAINTENANCE 85
sures shown in Fig. 15, indicate that maintenance is necessary. Lack of

compression pressure may be due to:
(1) Leaking or sticking valves.
(2) Leakage past the piston caused by a sticking ring, a scored
cylinder wall, or a worn cylinder, piston, or rings.
(3) Restriction in the exhaust system.
(4) Restriction of the air flow through the ice tower or venturi.
(5) Motor Method .
— Displacement or warpage of the manifold
heater blades.
(b) Engine Misfire.
— The usual causes for irregular engine operation are:
(/) Valves which are stuck, warped, or dirty.
(2) Incorrect valve clearances.
(3) Weak or broken valve springs.
(4) Spark plug which is fouled, cracked, or improperly adjusted.
(5) Poor contacts in ignition system.
(6) Insufficient ignition voltage.
(7) Leaky ignition condenser.
(8) Grounded primary or secondary wire.
(9) Incorrect ignition timing.
(10) Dirty or defective commutator on d-c generator.
(11) Air leak in the induction system.
(c) Mechanical Engine Noise. — Operate the engine occasionally on a
nonknocking fuel at a compression ratio that will enable the operator to
detect mechanical noise. Suitable fuels are benzene and isooctane plus 3.0
ml of tetraethyllead per U.S. gallon at a compression ratio of 5 to 1. Me
chanical noise may be caused by any of the following :
(1) A loose wrist pin bearing.
(2) Excessive piston skirt clearance.
(3) A loose connecting rod bearing.
(4) A loose crankshaft bearing.
(5) Flywheel not securely fastened to the shaft.
(6) Excessive play or back lash between the teeth of the timing
gears.
(7) Excessive end play of the camshaft.
(8) Slap from a loose belt.
(d) Backfiring Through Carburetor.
— Backfiring or "popping-back"
through the carburetor is usually caused by:
(1) Over-lean mixtures.
(2) Sticking intake valve.
(3) Misfiring engine.
(4) Leaks in the induction system.
(5) Incorrect valve timing.
(6) Pre-ignition.
86 MAINTENANCE
A — Exhaust Valve Rotator.

B — Cj'linder Worm Oilers.
FIG. 16— CROSS-SECTIONS
MAINTENANCE 87
C — Dial Cylinder Height Micrometer.
OF CYLINDER ASSEMBLY.
88 MAINTENANCE
After-firing in the Exhaust System. — This condition may result in

(e)
rupturing part of the exhaust system and should be corrected immediately.
It is usually caused by one of the following:
(1) Malfunctioning ignition system.
(2) Misfiring engine.
(3) Exhaust valve not closing properly.
(4) Retarded spark timing.
(5) Incorrect valve timing.
(6) Too rich a fuel-air ratio.
(7) Plugged ice tower.
Excessive Oil Consumption. — Keep oil consumption at minimum
(f)
a
as the mixing of oil with the fuel charge may affect ratings. Excessive
consumption usually due to one or more of the following:
is
(1) Worn piston, rings, or cylinder.

(2) Scored piston, rings, or cylinder.
(3) Stuck, weak, or broken piston ring.
(4) Clogged oil-ring drain holes.
(5) Incorrect grade of oil.
(6) Too high an oil level.
(7) Oil leaks.
Loose connecting rod bearings.
(8)
{9) Connecting rod improperly aligned.
(10) Oil pressure too high.
Leaks in the high- and low-speed crankcases are largely prevented by the
breather valve which maintains vacuum in the crankcase. To prevent
a
sticking,this valve should be cleaned frequently. The CFR-48 crankcase

does not have a breather valve. Oil leaks may also develop from other
causes at the front or rear main bearing, or at the camshaft. Methods for
remedying these faults are described in Section 432.
(g) ExcessiveCarbon Formation. — The operating conditions of the test
engines are not conducive to the formation of appreciable amounts of car
bon in the combustion chambers. However, such carbon as formed acts
is
as an insulating coating, thereby causing different heat condition from

a
that in clean engine. The resulting change in thermal condition appre

a
ciably affects the accuracy of ratings. Rapid formation of carbon in the

combustion chamber caused by:
is
(/) Operation at rich mixtures during idling and warm-up.

(2) Faulty valve condition.
(3) Excessive operation on untreated fuels.
(4) Excessive oil consumption, see Paragraph (/).
Cylinder Removal
409. Remove the cylinder, Fig. 16, (with clamping sleeve as unit
if
a
and mount on jig, Fig. or prop in position for overhaul.

it
it
desired) 17,
a
a
MAINTENANCE 89
The stationary valve linkage support may be unbolted and swung to the
opposite side to give free access to the valve springs.
FIG. 17.— CYLINDER SERVICING STAND.
Cylinder Maintenance
410. For the proper care of the cylinder, use the following overhaul
procedure :
(a) Cleaning Combustion Chamber.

— Remove the deposits in the com
bustion chamber and valve ports by scraping, followed by the use of fine
steel wool. Carefully remove deposits in the valve ports and engine end of
the exhaust pipe since particles loosened during this operation may find
their way into the valve port and be pounded into the valve seat. In addi
tion, clean thoroughly the entire cylinder assembly with a solvent, such
as kerosine, before reassembly.
90 MAINTENANCE
HAMMER OR APPLY
PRESSURE HERE
A — Jack Welds Made from Stainless

Steel Rods.
B — Copper Shielding to Protect Against
Spatter from Welding.
C — Engine Cylinder.
D — Valve Seat Insert.
E — Discarded Valve with Head Ground
Off Sufficiently to Enter Valve Seat
Insert.
FIG. 18.— WELDING PROCEDURE FOR REMOVING VALVE SEAT INSERTS.
MAINTENANCE 01
— Cylinders should be checked for

(b) Checking Cylinders for Wear.
wear at intervals of about every 500 hr. Replace the cylinder when the
wear becomes 0.006 in., or the taper becomes 0.004 in., or the cylinder
is "out of round" by 0.0025 in. Give particular attention to the wear at the
top of the ring travel as it is normally greatest at this point. Rebored
cylinders not more than 0.030 in. oversize are permissible for routine test-
FIG. 19—TOOL POSITION FOR REMOVING VALVE SEAT INSERTS.
ing. Be careful to measure cylinders with a cylinder-barrel dial gage or a

3- to 4-in. inside micrometer. In calculating the amount of wear, be sure to
use the actual diameter of the cylinder before it was placed in service rather
than the nominal diameter of 3.250 in.
—
(c) Checking and Removing Valve Seat Inserts. Inspect valve seat
inserts at each top overhaul. If worn, so that the surface of the valve head
is below that of the combustion chamber, replace the insert. If a cylinder
is serviceable in other ways, it may be returned to the Waukesha Motor
Co. for replacement of valve-seat inserts and general reconditioning. If
it is inconvenient to send a cylinder to Waukesha, worn valve-seat inserts
92 MAINTENANCE
not provided with a chamfer may be removed by using the welding pro
cedure shown in Fig. 18. Inserts of the chamfered type, that
is,
inserts
having a 45-deg chamfer on the inner edge directly opposite the valve
seat, may be removed by using the tool shown in Fig. 19 (Waukesha tool
No. 0-109405). Place the split head of the tool in the insert after thoroughly
removing the carbon deposit from the recess under the insert. The tool
is
a
press fit in the insert. Thus, by carefully feeling as the tool
pushed through
is
the insert, the operator can detect when the wedge lip on the tool head
-13 THREADS
TO FIT
FIG. 20.— TOOL FOR INSTALLING VALVE SEAT INSERTS.
springs into the recess under the insert. At this point expand the wedge into
the recess by tightening the small inner nut at the opposite end of the tool.
Fit the T-bar over the tool so that the arc grooves rest on the base of the cyl
inder supportingthe tool vertically. Next, pull the insert out by threading
the large nut on the external threads of the tool above the T-bar and
tighten the nut against the T-bar. Thoroughly clean the valve-seat recess,
removing all carbon and sealing compound but no metal, and coat the
recess with suitable liquid valve-seat packing material.
a
—
(d) Installing Valve Seat Inserts. Valve-seat inserts are obtainable
from the manufacturer in standard size, and in 0.005 and 0.020 in. over-
sizes. The insert should be 0.007 in. larger in diameter than the cylinder
recess to make gas-tight joint and prevent loosening during operation.
a
MAINTENANCE 93
Chill the new insert with dry ice, liquid air or nitrogen, before driving
it into place. To facilitate driving the insert into position, the cylinder
may be heated by placing it in boiling water, although this is usually
unnecessary if the inserts are well chilled. It is helpful to have a guide
fixture which will hold the insert in proper position so that a minimum
of time is lost before the insert is in place after removing it from the chilling
bath, thus preventing expansion which will cause excessive interference.
A simple fixture for replacing inserts, Fig. 20, can be made easily. Place a
valve stem in the valve guide from outside the cylinder and use it to guide
the fixture. Press the new valve-seat insert onto the end of the brass holder,
using a piece of thread under the insert to prevent it from dropping off.
Thoroughly chill the entire assembly, quickly remove and guide it into the
cylinder recess. Sharply tap the extension rod of the fixture several times to
seat the insert securely. Old cylinders will usually require oversize inserts,
as the recesses in the head will have expanded so that proper fit cannot be
obtained with a standard-size insert. Light peening of the cylinder head
around the insert may also be necessary for old cylinders. Peening should
be done carefully to prevent a rough surface. Eroded heads can be smoothed
by peening. After the new insert is in place, it should be machine ground,
lapped, and tested for leakage.
Replacing Valve Guides

411. (a) At each overhaul the valve guides should be cleaned with a
guide-cleaning tool, and swabbed with acetone or some equally satisfactory
solvent to remove gummy deposits. The specified clearances (difference in
diameters) between the valve stem and guide are:
Valve Intake Exhaust
New 0.002 to 0.003 in. 0.003 to 0.004 in.

Replacement 0.005 in. 0.006 in.
(b) Experience has shown that misalignment may result unless these
clearances are maintained. Side thrust may cause elliptical wear and the
clearance along a portion of the perimeter to become greater than the above
limits. When replacing a guide it is advisable to drive the old one out with
a long rod, and to chill the new guide with dry ice before tapping it into
position. Although valve guides are hardened and cannot be reamed
successfully, it often happens that the pressure may distort a new guide
when it is installed, or a burr may form at one end. Check for both con
ditions and correct by honing. Then check for eccentricity with the valve
seat, and correct by the procedure described in Section 415(d) and (e).
Valve Cleaning
412. Remove carbon deposits with a wire brush and use solvent to re
94 MAINTENANCE
A — Flexible Joint .
B — Grinding Stone.
FIG. 21.— GRINDER FOR VALVE SEATS.
A — Grinder Stone to be Dressed. A — Dial Indicator.

B — Lock Screw for Setting Dressing H — Cylinder Servicing Stand
Angle.
C — Dressing Angle Quadrant.
D — Diamond Dressing Tool.
FIG. 22.— TOOL FOR DRESSING FIG. 23. DIAL INDICATOR FOR
VALVE SEAT GRINDER VALVE SEATS.
MAINTENANCE 95
move gum formation. Valve stems should be examined for signs of scuff
ing and excessive Avear resulting from rocker-arm thrust. If the stem diam
eter in any direction is less than 0.3705 in., discard the valve.
Valve Overhaul
413. At each overhaul inspect valve-seat inserts for wear, pitting, burn
ing, and warpage. If the surface of the valve head is below that of the
combustion chamber after it is reconditioned, replace the insert. These
inserts are made of stellite which requires methods, other than lapping, to
center the valve seat with respect to the guide and to insure proper valve
seating.
Valve Overhaul Apparatus

414. Experience has shown that a machine grinder, using a grinding
stone rotated on an arbor by a high-speed electric motor, is necessary to
recondition stellite valve-seat inserts. This equipment must be handled
with care. Keep the apparatus clean and well oiled. Check the parts fre
quently as wear will reduce the accuracy obtainable. The apparatus con
sists of the following:
(a) Electric motor, driving linkage, and grinding stone assembly, Fig. 21.
(b) Tapered arbors in increments from 0.375 to 0.378 in.
(c) Grinding stones in two or three grades from coarse to fine, and having
45- and 75-deg faces.
(d) A stone dressing unit adjustable to different angles, Fig. 22.
(e) An eccentrimeter or valve-seat run-out gage with special extension
for use in ASTM engine cylinders, Fig. 23.
Valve Overhaul Procedure

415. (a) Remove the valves from the cylinder and clean the combustion
chamber, ports, valves, and valve guides as directed in Sections 410, 411,
and 412.
(b) Examine the valve seats for incomplete or uneven seating, pits, or
scores, and incorrect seat width. Both seat and valve should be ground
to 45 deg and the seat should be 0.05 to 0.10 in. wide unless an interference
angle is used. An interference angle is obtained by maintaining a 45-deg
face on the valve but grinding the cylinder seat to 46 or 47 deg. This
difference of 1 to 2 deg causes the valve to contact the cylinder seat at the
area nearest the combustion chamber. The effect is to increase the unit
pressure against the cylinder seat.
(c) Install the largest diameter arbor which, when drawn snugly into the
guide, will permit proper operation of the stone while not allowing the
spindle to strike the shoulder of the arbor.
(d) Install the run-out gage on the arbor as shown in Fig. 23, and adjust
the rider so that contact is made with the center of the seat. Adjust the
96 MAINTENANCE
rider and dial gage with respect to the extension barrel so that the plunger
of the dial gage has moved sufficiently to remove all backlash. Rotate
the assembly and observe the amount of run-out and the position of the
high point. Rotate the arbor one quarter of a turn in the guide and re-
check the run-out. A corresponding shift in the position of the highest
point indicates that the valve guide may contain dirt or that the arbor may
be damaged. If the high-point position is unchanged and an eccentricity
with the guide exceeding 0.0015 in. is observed, grinding is necessary, Para
graphs (e), (/), and (g). If grinding is not needed, proceed as described in
Paragraphs (h) and (i).
(e) After making several contacts with the valve insert, the grinding
stone should be replaced in the dressing unit at a setting of 45 deg as shown
in Fig. 22. If an interference angle is used, the stone is dressed to 46 or
47 deg. As working clearances in the cylinder are close, grinding stone
diameters should be not greater than If
in. New stones must be cut to this
diameter. Apply a small amount of oil on the arbor and place the grinding
unit on it as shown in Fig. 21. Hold the unit so that the stone does not
rest on the seat. Start the motor and when it has reached speed, touch
the stone to the seat with a few light, jabbing motions. Be careful not to
touch the seat with the stone either too heavily or too long, since insert life may
be shortened unnecessarily if excess material is removed. Remove only
enough material to reach the bottom of pits or imperfections in the seat.
Stop the motor, but do not remove the assembly from the arbor until the stone
has come to rest, as the uncontrolled rotating flexible shaft will score the
cylinder. Wash both arbor and seat thoroughly with solvent naphtha.
Examine the seat to see whether pits have been removed and whether the
surface is now in good condition. Check the total run-out and if it is greater
than 0.002 in., redress the stone and repeat the procedure.
(f ) Ref ace the valve if its total run-out is more than 0 .003 in . , if the cylinder
seat has been machine ground, or if there is a contact groove on the face of
the valve. Run-out may be determined by suitably mounting a dial gage
in a fixture equipped with two short V-blocks to support the valve stem,
and then rotating the valve. A stop must be provided at the tip of the
valve stem against which the valve is pressed while it is being rotated. The
valve should be discarded if refacing results in a sharp edge at the top. Ap
ply a very light film of bluing on the valve face, insert the valve in the
guide, and rotate it about one fourth of a turn on the seat. Remove and
examine the face for seat width and location of contact. Correct improper
seat width or seat location on the valve face by using the 75- and 15-deg
grinding stones on the cylinder seat. The top edge of this contact area on
the valve should not be closer than 0.03 in. to the top edge of the faced
portion of the valve. Caution is necessary when using the 15-deg stone
for narrowing seats, as repeated grinding with it may result in the removal
of some material from the cylinder head.
MAINTENANCE 97
(g) When the cylinder seat is ready, the valves may be lapped in the
following manner: Apply a light film of fine lapping compound (300 to 600
grit) to the valve face. Next, attach the valve to the lapping tool and insert
it in the guide. With a light tapping action, alternately touch the cylinder
seat and raise the valve off the seat. Slowly rotate the valve while it is off
the seat. Remove the valve, wash both valve and seat with solvent naphtha,
and inspect the surface.
(h) Before assembling, thoroughly wash the valves, ports, and cylinder
with naphtha to remove all traces of grinding compound and particles of
stone abrasive. Oil the valve stems and guides when assembling.
After assembly, check the valves for leakage as follows Fill the ports
(i)
:
with gasoline and force the piston into the cylinder. Examine the ports
for bubbling. If leakage observed, open and close the valve several
is
times. If
leakage persists, repeat the procedure in Paragraphs (e) to (i).
When reassembling the engine, insert the inlet valve Avith the opening of
the shroud toward the pickup.
Piston and Rings

416. (a) Removing Piston. — Remove the piston from the connecting
rod by first taking out the piston pin retainers with pair of pliers or the
a
tool provided for this purpose, and then pushing out the piston pin. If
the pin tight fit, the piston should be heated, preferably by placing an
is
a
electric hot plate upside down on top of the piston. Then the pin can be
removed freely. Dismantling the engine while still hot makes removal
is
it
of the piston pin easier. Use the tool supplied with the engine, or piece
a
of wood or soft metal to avoid damaging the piston. Never use heavy
pressures which may bend the connecting rod or distort the piston.
—
(b) Removing Rings. After removing the piston from the engine take
the rings off with the proper tool. Expand each ring just enough to remove
from the piston and release the tension immediately to avoid distortion.
it
Observe the same precaution in reassembling used or new rings on the

piston after cleaning.
(c) Cleaning Piston.
— Carbon should be removed from the rings and
grooves and from both sides of the piston crown. Since scraping poor
is
practice the following procedure suggested for removing deposits: The

is
cast-iron piston can be cleaned by heating in triethanolamine at 250 to

it
300 to 149 C). The piston must be dry before immersion to avoid
F
(121
splattering. Other suitable solvents may be used they do not damage the
if
piston. Solvent No. 26 (Cities Service Oil Co.), or equivalent, satisfactory

is
at low temperatures. Heating this solvent to 120 (49 C) and agitating

F
adds markedly to its solvent action. Pistons should be heated under

a
laboratory hood. When the piston surface appears clean examine the ring
grooves to be sure that no deposits remain otherwise serious damage may
;
result to the engine. new piston should be installed when the skirt clear
A
98 MAINTENANCE
ance exceeds 0.0045 in. The wrist pin should fit snugly in the piston pin
bushings.
—
(d) Checking Piston Rings. Before re-installing, piston rings should
conform to the following measurements:
Cast Iron Pistons Inch
Gap Clearance :
New Compression rings 0.007 to 0.017
Oil rings 0.010 to 0.018
Gap Growth, Replacement Limits :
Compression rings 0.020"
Oil rings 0.015
Side Clearance:
Top groove 0.001 to 0.003
All others 0.001 to 0.0025
° Or when the surface shows signs of scuffing or scoring.
If it is not feasible to keep records of ring-gap growth, it is advisable to

change the rings when the gap clearance exceeds 0.030 in. for compression
rings and 0.025 in. for oil rings. In general the top compression ring is the
first to require replacement. A common practice is to move the second and
third ring up and install a new ring in the bottom groove. To measure gap
clearance, the ring should be placed in the cylinder barrel and the gap
measured with feeler gages. To ensure correct alignment, the ring should be
pushed into the cylinder with the piston to a depth of in. lj
(e) Reassembling. — In reassembling, the rings must first be compressed
and oiled before insertion of the piston in the cylinder. The use of a piston-
ring compressor is advisable.
Piston Pins and Retainers

417. (a) Piston Pin Retainers. — The cast iron pistons are now ma
chined for piston pin retainer rings. When assembling these pistons to the
connecting rod the retainers which hold the piston pin in place must rest
securely in their grooves. Occasional checks should be made of the retainer
tension as continued use reduces it. This is done by closing the tangs with a
pair of pliers until they touch. Upon release the maximum diameter of cir-
clips should be not less than 1.390 in. ; that of Truarc retainers should be not
less than 1.340 in. It is important that this requirement be met. Other
wise the retainers will vibrate and wear loose in their grooves, which may
result in scoring of the cylinder wall.
(b) Piston Pin.
— The piston pin should fit snugly (push fit) in the piston.
Connecting rod alignment should be checked when new pistons or wrist pin
bushings are installed.
Cylinder Clamping Sleeve

418. The worm and gear assembly requires periodic cleaning. Deposits
MAINTENANCE 99
accumulate in the gear teeth and worm, and should be removed with sol
vent. When ethylene glycol is used at high altitude, leakage from the con
denser is likely to drip on the gear assembly and form a hard, crusty deposit
which prevents turning. Deposits also accumulate on the outside of the
cylinder and in the keyway. These deposits prevent easy movement of the
cylinder in the clamping sleeve. If excessive play of the cylinder crank is
experienced, adjustments may be made by varying the thickness of the
gasket between the cylinder and its guide plate or by milling the bottom
surface of the clamping sleeve. The crank should have a backlash of about
one-quarter turn. Decreasing the gasket thickness approximately 0.007 in.
is equivalent to decreasing the backlash one turn.
Rocker-Arm Assembly
419. Periodic inspections of the rocker-arm assembly should be made
as excessive clearances will impair proper valve action. These inspections
should include the carrier joints as well as the bearings of the rocker arm.
The latter are needle bearings. If the bearings need to be replaced, they
should never be forced into the rocker arm by tapping or pounding directly
on the shell of the bearing. The shell is thin and if hit locally serious damage
may result. The bearing should be pressed into place with an arbor which
bears uniformly on the shell. The rocker-arm push rod and valve ball ends
become worn or distorted through use. As this may affect valve action and
clearance measurement, replacement should be made as soon as there is evi
dence of appreciable wear.
Cooling System
420. (a) Deposits accumulate in the cylinder jacket and condenser. It
is obvious that those in the jacket will affect the heat transfer from the
cylinder and may lead to the formation of a hot-spot condition which will
have an appreciable effect on fuel ratings. Two types of deposits are
present in the cooling system, the more troublesome one being deposits
formed by the decomposition of ethylene glycol when used at high altitude.
Iron rust is usually found in small amounts and may, at times, be a source
of trouble. Any ethylene-glycol deposits should be removed before each
overhaul. Removal of rust and scale is required only occasionally, every
five to ten overhauls.
(b) Rust Removal.
— The cooling system should be drained and a mix
ture of clean water and acid cleaner circulated through the jacket at high
velocity. Recommended acid cleaners are: Permatex radiator cleaner (25
per cent solution in water), sodium bisulfate (8 oz per gal of water), or
Magnus D Scale-R (8 oz per gal of water). The temperature of the cleaning-
solution should be between 180 and 200 F (82 and 93 C), but not higher
than the latter limit. Circulate the solution for 30 min, then drain and flush
with hot water. If a high-velocity circulating system is not available, the
100 MAINTENANCE
next best method is to put the acid cleaner in the cooling system and run
the engine for a few minutes to bring the temperature of the solution to
180 to 200 F (82 to
C). The solution should be kept at this temperature
93
for approximately 30 min and then drained. The system should be flushed
with clean hot water, or steam and water. Having the cylinder inverted
while flushing helps remove the loosened deposits.
Main Bearings
421. (a) The main bearings of the engine should be checked for wear or
evidence of failure after each 4000 hr of operation. When the maximum
clearance between the bearing and crankshaft is reached (Table XII),
install new bearings. For an approximate check of clearances, remove the
flywheel, mount a dial indicator on the crankshaft adjacent to the bearing
to be tested, lift the shaft, and record the change in dial reading; this will
give an approximate indication of the clearance. To obtain an accurate
measurement of clearance or to inspect the main bearings, the crankshaft
must be removed. This requires complete disassembly of the engine and
need be done only after 4000 hr of operation unless there is evidence of fail
ure. The crankshaft is mounted in long sleeve bearings, as shown in Figs.
24, 26, 27, 28, and 29. Indications of failure of the main bearing are:
(i) Excessive bearing clearance.
(2) Mechanical noise.
(3) Small pieces of bearing material in the crankcase.
(4) Difficulty in maintaining oil pressure.
(b) CFR-48 Crankcase. — If main-bearing replacement is necessary, it
can be done at the laboratory. Remove, in sequence, the following:
(1) Connecting rod.
(2) Spark indicator neon tube, carrier disk, and collar.
(3) Oil pump and its connecting lines.
(4) Distributor.
(5) Tachometer drive body assembly.
(6) Camshaft nut.
(7) Gear cover and camshaft.
(8) Tachometer drive gear, crankshaft gear spacer, and crank
shaft gear (puller required).
(5) Flywheel nut, flywheel, and key (puller required).
(10) Rear oil-seal carrier assembly (puller required).
(11) Rear main-bearing adapter and crankshaft.
To renew main bearings, remove the bearing locating screws, item 19,
Fig. 24, and push the bearings from the crankcase. Push new precision
inserts into place by hand, aligning the drilled hole in the bearing with the
locating screw. No line boring or reaming is required.
— If main-bearing replacement is
(c) High- and Low-Speed Crankcases.
necessary, it is recommended that the crankcase be returned to the manu
MAINTENANCE 101
facturer. This recommendation is made because the bearings are line-bored.

Without line-boring equipment, it is difficult to maintain a fixed distance
between the centers of the crankshaft and the camshaft, or to make sure
that the centers of the main bearings are in a plane parallel to the crankcase
deck. Before removing the crankshaft it is necessary to remove, in sequence,
the following:
(1) Connecting rod.
(2) Spark indicator neon tube, carrier disk, and collar.
(3) Gear cover.
(4) Crankshaft oil thrower and tachometer drive gear.
(5) Crankshaft gear, using a gear puller.
(6) Flywheel. The low-speed engine has a split collar for centering
the flywheel which must also be removed.
(7) Oil-retaining plate, crankshaft end-play nut, oil thrower, thrust
washer, and shims. The low-speed engine has a spacing collar
instead of the end-play nut.
(8) Balancing pistons of the high-speed engine.
(9) Bolts from the rear main-bearing adapter.
(10) Main-bearing adapter and crankshaft.
Crankshaft
422. Journals should be checked for wear every 4000 hr.
—
(a) CFR-48 Crankcase. Crankshaft end-play is listed in Table XII.
End thrust is absorbed by the thrust plates, item 16, Fig. 24, mounted on
either end of the front main bearing. These are separate from the main
bearing and are slipped over the locating dowels, item 17, in the crankcase.
When end play exceeds 0.010 in., it is adjusted by shims, item 84, placed
between the crankshaft shoulder and the steel thrust washer, item 85, to
give the proper end play.
(b) High- and Low-Speed
— Crankshaft end-play in the
Crankcases.
high-speed engine is adjusted with the adjusting nut, H, Fig. 26. End-play
in the low-speed engine is adjusted by shims, H, Fig. 27, between the outer
crankshaft shoulder and the thrust plate. These shims are reached by
removing the flywheel and oil-retaining plate. Adjust the nut or shims to
obtain the end-play clearances listed in Table XII.
Connecting Rod
423. (a) Big-End Bearing. — The big-end bearing of the connecting rod
should be examined every 2000 hr. The specified connecting rod clearances
are listed in Table XII. To measure the bearing clearance, place either a
strip of "Plastigage" (available from the Perfect Circle Co., Hagerstown,
Ind.) or a thin strip of virgin lead 1 in. long and \ wide between the bearing
cap and the journal, with the long dimension parallel to the centerline of the
journal, and tighten the bearing bolts securely. Be sure that the rod cap is
rO CM
(T) — _ CO
CM CM CM
CT>
-T CM
102
103
104 MAINTENANCE
A B C D E F
P 0
A — Valve Tappet. R — Balancing Piston Pin.

B — Tappet Guide. S — Balancing Piston.
C — Tappet Guide Capscrew. T — Balancing Piston Connecting Rod.
D — Camshaft. U — Crankshaft.
E — Timing Pointer. V — Front Main Bearing.
F — Rear Main Bearings. W — Crankshaft Gear.
G—Rear Oil Thrower. X — Tachometer Drive Gear.
H— End Play Adjusting Nut.
Y— Front Oil Thrower.
I— Flywheel Key. Z — Gear Cover.
J— Flywheel Nut.
AA— Felt Oil Retainer.
K— Felt Oil Retainer.
BB— Front Crankshaft Nut.
L— Oil Retaining Plate.
M — Flywheel. CC — Neon Tube Carrier.
N — Rear Bearing Adapter. DD— Spark Timing Scale.
O — Balancing Piston Eccentric. EE — Ignition Breaker Drive.
P— Oil Heater. FF— Cam Gear.
Q— Balancing Piston Guide. GG — Camshaft Bearing Capscrews.

FIG. 26.— SECTIONAL VIEW OF HIGH-SPEED CRANKCASE.
MAINTENANCE 105
D E F G
A — Valve Tappet. P — Rear Bearing Adapter.

B— Tappet Guide. Q
— Counterbalanced Crankshaft.
C — Tappet Guide Capscrew. R— Oil Heater.
D — Camshaft. S— Oil Relief Valve.
E — Timing Pointer. T— Oil Pump.
F — Rear Main Bearings. U — Front Main Bearing.
G— Rear Oil Thrower. V — Crankshaft Gear.
H— End Play Shims. W — Tachometer Drive Gear.
I— End Play Spacing Collar. X— Front Oil Thrower.
J— Flywheel Key. Y— Felt Oil Retainer.
K — Flywheel Nut and Lock. Z — Neon Tube Carrier Collar.
L — Split Collar, Centers Flywheel. A A — Front Crankshaft Nut and Lock.
M— Felt Oil Retainer. BB — Cam Gear.
N — Oil Retaining Plate. CC — Ignition Breaker Drive.
O—Flywheel. DD — Camshaft Bearing Capscrews.
FIG. 27.— SECTIONAL VIEW OF LOW-SPEED CRANKCASE.
106 MAINTENANCE
firmly seated and that there is bind of the bearing. If the lead strip
a slight
is used, remove and measure its thickness with a micrometer. This is the
bearing clearance. If the "Plastigage" is used, the flattened strip is placed
on the calibration chart supplied with it and the clearance is read there
from. Excessive clearance can be reduced by peeling one or more layers
from the bearing shims, except for replaceable shell-type bearings which
require the installation of a new set of shells.
—
(b) Piston-Pin Bushing. The bronze piston-pin bushing should be in
spected every 2000 hr and replaced when the clearance exceeds that listed
in Table XII. The oil hole in the bushing must be in alignment with the oil
passage in the rod.
Alignment of Connecting Rod. — The connecting rodshould be checked
(c)
periodically for alignment. This can be done with any of the alignment
jigs available in automotive service stations. When the connecting rod is
properly aligned, the following conditions are met :
(i) The piston wall is perpendicular to the axis of the journal
within 0.003 in.
{2) The piston pin is not twisted more than 0.002 in. in the length
of the big-end bearing.
(3) The centerline of the connecting rod is perpendicular to the axis
of the bearings within 0.003 in.
Camshaft
424. (a) CFR-48 Crankcase. — The camshaft is supported by precision-

type sleeve bearings at both ends. It is not interchangeable with the cam
shaft of the high-speed and low-speed engines. The flanged bearing at the
timing gear end controls the end-play. The camshaft with timing gear may
be withdrawn after stripping the front end of the engine and removing the
front bearing retaining screws, item 25, Fig. 25. It is good practice to
remove the valve lifters, item 58, Fig. 24, and guides, item 56, before re
moving the camshaft. If end-play is over 0.007 in., the front camshaft bear
ing should be replaced to give a total end-play of 0.002 to 0.005 in. when the
gear is again drawn into position. The running clearances of the front cam
shaft bearing should be 0.0015 to 0.003 in., and of the rear bearing 0.002 to
0.0035 in. Install new bushings when clearances of 0.004 in. are exceeded,
aligning the locating screw hole in the rear bushing with the locating screw.
No line boring is required. When reassembling, make sure the gear teeth
marked -X" mesh so that the valve timing will be correct.
(b) High- and Low-Speed Crankcases.
— The camshaft of the high-speed
engine is supported by a bronze bushing at the front and a babbit-lined
bearing at the rear. The camshaft of the low-speed engine is supported
by two bronze bushings. The bushing at the timing-gear end controls
the end-play. After stripping the front end of the engine, including the
timing-gear cover, the camshaft may be removed by taking out the cap
MAINTENANCE 107
screws, GG, Fig. 26, and DD, Fig. 27, behind the cam gear. These cap-
screws hold the bearing bushing to the crankcase. It is good practice to
remove the cam followers, A, before pulling the shaft. If excessive end-play
develops, the camshaft shoulder directly behind the gear should be ground
sufficiently to give the total end-play listed in Table XII when the gear is
again drawn into position. Install new bushings and line-bore them when
the running clearances listed in Table XII are exceeded. Make certain that
the oil holes in the bushings align with the oil passages in the crankcase
wall. When reassembling, make the gear teeth marked X mesh so that valve
timing will be correct.
Valve Timing
425. (a) Checking the valve timing should not be necessary except in
cases of complete disassembly and overhaul. When doing so always turn the
flywheel forward to avoid errors due to backlash in the timing gears.
—
(b) Timing Procedure. When assembling timing gears, the teeth
marked X should mesh so that the valve timing will be correct. When the
cylinder assembly is removed the timing can be checked with a dial gage
mounted on the valve tappet. Otherwise the following procedure may be
used: Remove the intake and exhaust push rods. Swing both rocker arms
to a vertical position. Mount a dial indicator gage on the rocker-arm sup
port bracket with the indicating plunger directly over and pointing toward
the intake tappet. Place a piece of drill rod between the intake tappet and
the indicating plunger. This rod should be approximately \ in. in diameter,
having a spherical end where it rests in the tappet and an indentation on
the other end in which the indicating plunger rests. Set the dial gage so
that its plunger is approximately in the middle of its travel and the tappet
is on the base circle or back face of the cam. Rotate the flywheel until the
indicator shows that the cam has just lifted the tappet approximately 0.010
in., and further rotation shows that the tappet dwells momentarily without
additional lift, and then begins to lift again. Make a pencil mark on the
flywheel opposite the timing pointer at the beginning of the dwell interval
and again at the end when the tappet just starts to rise. Effective valve
opening starts halfway between these two marks. Repeat this operation
two or three times to verify the angle at which the lift is obtained. That
part of the cam below the initial 0.010-in. lift is the quieting ramp and does
not contribute to the effective valve opening. For the intake valve the open
ing point should be at the timing line on the flywheel marked INO-010 for
early type flywheels, or at 10 deg atdc for those divided into degrees on their
entire circumference. If the cam timing is not within f in. of the INO-010
or 10-deg mark on the flywheel, the camshaft needs retiming either by shift
ing the cam gear with respect to the crankshaft or by relocating the cam
gear on its shaft by using one of the other three keyways. Shifting the tim
ing one full gear tooth will make 1.48 in. change on the flywheel. The extra
108 MAINTENANCE
MAINTENANCE 109
110 MAINTENANCE
keyways on the gear permit adjusting the timing by 0.37-in. increments on

the flywheel. Earlier models without the multiple keyway cam gears should
be equipped with new gears to provide close timing adjustment. The valve
timing is shown in Fig. 30 and is as follows:
Closes
Intake . . . 10 dog atdc 34 deg abdc

Exhaust . 40 deg bbdc 15 deg atdc
The contour of the valve cam may be checked in a similar manner and
should be within the limits shown in the timing diagram.
HOLD TO ±0.37 IN. OR 2j

ON FLYWHEEL
Valve Clearance for Timing Check = 0.010 in.
FIG. 30.— VALVE-TIMING DIAGRAM.
(c) CFR-48 Crankcase. — Paragraphs (a) and (b) are generally applicable
to the CFR-48 crankcase except for the following: The camshaft gear has
76 teeth, whereas the high- and low-speed gear has 68 teeth. Thus, shifting
the timing one full gear tooth will make 1.320 in. change on the flywheel.
The extra keyways in the gear permit adjustment of the timing by 0.330-in.
MAINTENANCE 111
increments on the flywheel, or within 1 deg, 11 min of a given fixed mark.

The valve-timing diagram, Fig. 30, is the same for all engines.
Valve Tappets
426. The mushroom valve tappets are assembled in cast iron guides, B,
Figs. 26 and 27, and should just drop by their own weight when new.
When a clearance of 0.003 in. develops, replace the guides. Do not use a
tappet which shows signs of excessive wear. Discard any tappet which has
a groove on the cam contact face, as this interferes with rotation and
affects the valve clearance.
Balancing Systems
427. (a) CFR-48 Crankcase. — The rotating balance system should be
inspected every 2000 hr. The two shafts are carried in four identical pre
cision-type bushings, item 20, Fig. 24, held in the crankcase by locating
screws. Balancing shaft running clearance should be 0.0015 to 0.003 in.
When running clearance exceeds 0.0035 in., new bearings should be in
stalled. Line boring is not required when bearings are replaced. End thrust
is absorbed by the thrust plates, item 162, and end-play should be 0.002 to
0.006 in. If end-play exceeds 0.010 in., new thrust plates should be used.
The gears are installed with the flat faces to the front and must be timed to
the engine so that both eccentric weights are at bdc when the engine piston
is at tdc. The full engine gear train is marked at assembly with "X" and "C"
marks at gear-timing points, but service replacement gears are not so
marked. The heavy weights (Part No. 109565) are loaded with two lead
plugs apiece and are used in pairs to balance the cast-iron piston. Tightening
torque on the nuts holding the weights to the balance shafts is 100 ft-lb.
Remove the weights and thrust-plate cap screws, item 163, to withdraw
shafts from the crankcase.
—
(b) High-Speed Crankcase. The balancing piston assembly, R, S, and
T, Fig. 26, of the high-speed engine should be inspected every 2000 hr.
Give particular attention to the bearings of the connecting rod, T, and
replace them when the clearance exceeds 0.006 in. Examine the pistons, S,
for signs of scuffing or wear. Note that these balancing pistons are supplied
to match engine pistons. The following table shows the weights and part
numbers of the balancing pistons and the corresponding engine pistons:
Engine Piston Balancing Piston
Material cast iron cast iron

Part No 23204-B 105462-A
Piston weight, oz 52.3 ± 0.25 47.5 ± 0.25
Total weight, oz (53.25 ± 0.25 56.9 ± 0.25
Connecting rod-bearing:
End-play, in 0.008 to 0.014 0.003 to 0.009
Clearance, in 0.0011 to 0.0036 0.003 to 0.005
112 MAINTENANCE
Idler Gear
428. CFR-48 Crankcase. — The idler gear, item 145, Fig. 24, is retained
on the stub shaft by thrust washer and cap screw and drives the oil pump
a
as well as the balancing shafts. The running clearance of the bushing is
0.0015 to 0.003 in. and end-play is 0.002 to 0.004 in. Replacement should
be made when running clearance exceeds 0.004 in., or end-play exceeds 0.008
in. Replacing the gear bushing requires machine reaming concentric with
the outside diameter.
Lubrication System
429. (a) CFR-48 Crankcase. — The oil pump is mounted externally on

the gear cover and draws oil through an external line from the sump oil
screen. The oil screen is easily removed through the gear cover opening for
cleaning. Oil is delivered to an external oil pressure-relief valve, and then
to the crankshaft, camshaft, balancing shaft, idler shaft, connecting rod,
and piston-pin bearings under full pressure. The timing gears are oiled by
an intermittent spray jet controlled by holes in the front camshaft bearing.
— Both engines have positively
driven oil pumps. The pump forces oil under pressure to the crankshaft,
camshaft, connecting rod, piston-pin bearings, and to the timing gears
through a special lead.
Oil Pressure Adjustment

430. Oil pressure should be adjusted to 30 psi for all engines.
(a) CFR-48 Crankcase.
— The oil-pressure relief valve is mounted hori
zontally below the crankcase side door on the camshaft side of the engine.
Oil pressure is adjusted by means of the screw under the cap-nut on the
valve body.
— The oil-pressure relief valve is mounted
(b) High-Speed Crankcase.
vertically on the camshaft side of the crankcase. Oil pressure is adjusted
by means of the screw under the cap-nut on the valve body.
(c) Low-Speed Crankcase.
— The oil-pressure relief valve is mounted
internally in the main oil header. Oil pressure is adjusted by means of the
spring-loaded relief valve, S, Fig. 27.
—
(d) Low Oil Pressure. -If the specified pressure cannot be maintained
with the proper grade and quantity of oil in the system, it may be due to
clogging of the strainer screen or to foreign matter on the relief valve seat,
which holds the relief valve open. The drilled oil passages in the crankcase
are closed at the outside end by screw plugs. Whenever the camshaft,
crankshaft, or oil pump is removed, the oil passages should be opened and
any obstructions removed with compressed air and a stiff brush. Do not
apply air to any passage without removing the shafts as this will blow the
dirt into the bearings.
MAINTENANCE 113
Oil Filter
431. The oil filter contains of cotton waste which should be replaced
5 oz
at least every 500 hr, after draining the filter, J,
Fig. 1, by removing the
plug.
Crankcase Oil Leaks

432. (a) CFR-48 Crankcase.— If an oil leak develops, replace the faulty
oil seal. The front seals are pressed into the gear cover to seal around the
front of the camshaft and the crankshaft. The camshaft seal, item 93, Fig.
24, rides on a sleeve, item 169, which is held in place by the camshaft nut
and sealed to the camshaft by an internal "0" ring, item 170. The crank
shaft front seal rides on the ignition-indicator disk spacer, item 91, which is
sealed to the crankshaft by an internal "0" ring, item 92. The rear oil seal,
item 82, is pressed into a stationary carrier, item 81, which is sealed to the
main-bearing adapter by two external "0" rings, item 83. The rear main-
bearing adapter is sealed to the crankcase by an "0" ring, item 30. An
"0" ring, item 33, seals the oil-pressure transfer passage to the rear main
bearing. No relative motion occurs at "0" rings in operation. All the rotating
shaft seals are of the synthetic-rubber lip type and are installed with the
sharp edge of the lip toward the crankcase. Make sure that the lip runs on a
clean polished surface. No crankcase breather valve is used, as it is un
necessary with this type of sealing.
— Oil leaks usually indicate that
the breather valve is not functioning properly (for details, see Section 433).
If oil leakage occurs from the rear main bearing when the breather valve is
clean and working properly, it usually can be remedied in the following
manner:
(1) Remove the flywheel and oil-retaining cover.
(2) Clean and polish the contact surfaces of the flywheel spacer, H ,
Fig. 26, oil thrower, G, thrust washer, shims, and end of the
bearing so that when these parts are assembled, there will be
no clearance between them through which the oil can reach the
shaft.
(3) Examine the felt, K, in the oil retaining plate, L, to make sure
that it is in good condition and fits snugly around the flywheel
spacer. In the high-speed crankcase the threaded nut should
be drawn tight. In the low-speed crankcase the spacer is in the
form of a bushing and should fit the shaft snugly.
(4) Clean all oil-drain holes.
(6) Use a new oil-retaining plate gasket if necessary.
(6) Tighten the flywheel securely.
(7) Oil leakage at the front of the crankshaft can be corrected in a
similar manner. If oil leaks from the distributor shaft, remove
the shaft and renew the felt.
114 MAINTENANCE
Crankcase Breather Valve
High- and Low-Speed Engines. — The function of the breather

433.
valve, A, Fig. 6 is to maintain a vacuum in the crankcase. The valve
should be removed and cleaned at each top overhaul. The thin steel disk of
the breather should not lift more than 0.015 in. and should be inspected
to seethat it is seating properly. The crankcase vacuum can be meas
ured readily with a simple water manometer. To make such a measure
ment, remove an oil-filler bolt, and plug in the manometer by means of a
small tube inserted in a cork. A hollow bolt in the crankcase door fitted with
a rubber or copper tubing connection may be used for a permanent connec
tion. The vacuum should be at least 1 in. of water. If the breather vent line
is so long that the required vacuum cannot be obtained a small blower may
be used in the line, but it should not create a vacuum of more than 10 in.
of water.
Oil Change Procedure
434. Crankcase oil should be changed frequently enough to prevent
excessive lacquering or gumming of engine parts. The oil change interval is
dependent entirely upon the oil performance. It is suggested that the oil
be changed at least every 50 hr. The CFR-48 engine requires 3.5 qt of oil;
the high-speed engine, 3 qt; the low-speed engine, 2.5 qt. An additional
quart is required if the oil filter has been repacked. The oil level should be
kept halfway up the sight glass, F, Fig. 1, but not above that point. On the
CFR-48 crankcase the sight glass is a transparent plastic plug, item 72,
Fig. 25. It should not be tightened excessively as its expansion, when hot,
will seat it very firmly on its gasket to prevent leakage.
Engine Break-In
No set procedure is specified for breaking-in an engine after over
435.
haul. A period of 4 to 8 hr is suggested. However, if an engine fails to check
after breaking-in, the detonation pickup should be removed and the piston
inspected for signs of oil pumping. If this is the case the engine should be
run on a nonknocking fuel until operation is satisfactory.
Induction System Heaters
436. (a) The surge tank heater should be inspected periodically. It has
been found that the metal casing on this heater sometimes deteriorates,
forming small particles which are drawn through the intake port and which
cause serious damage to the cylinder. The heater should be examined to
forestall this possibility.
— The mixture heater should be removed at the time
(b) Motor Method.
of top overhaul of the engine and all deposits scraped and cleaned from the
heater blades and inner walls of the manifold. Two types of manifold and
heater assemblies are available — the screw and the flange. With the screw-
type assembly the heater must be reinstalled so that the opening between
MAINTENANCE 115
the two prongs is directly opposite the carburetor inlet, the prongs are
straight and parallel to each other and centrally located with respect to the
manifold walls, and the lower ends of the prongs are 0.125 to 0.250 in. below
the horizontal plane through the center of the manifold outlet. The flange-
type assembly is designed to eliminate these errors. It is preferable to the
older screw type, but it should also be checked when originally installed.
The thermometer must be vertical and located so that the center of the
bulb is at the center of the manifold, 1.875 ± 0.010 in. from the center axis
of the vertical section of the manifold and 0.437 ± 0.010 in. from the flush
face of the flange of the manifold outlet.
Ice Tower
437. Specifications for the ice tower and surge tank assembly are given
in the methods. These should be strictly adhered to as any changes will
affect the fuel-air mixture delivered to the engine. The ice tower must be
kept free of sludge and dirt as improper drainage may result in water
accumulation which will affect the charge to the engine. Moreover, sufficient
water may accumulate to be drawn into the engine and cause serious dam
age. To avoid this condition, frequent inspection of the drain and bottom
of the ice tower should be made. It is suggested further that a water
manometer or safety trap be installed to indicate this condition. All joints
of the assembly should be tight so that uncontrolled air does not enter the
engine. Leakage will also affect settings of carburetor fuel level.
Exhaust System
438. The specifications for the exhaust system, Section 111, should be
followed strictly. Back pressure and resonance affect engine scavenging,
causing irregular cyclic variation. Consequently, they affect fuel ratings.
For exhaust systems of the surge-tank type, open the surge-tank port and
remove any deposits. Give particular attention to deposits at the mouth
of the water drain pipe. If this drain pipe appears to be clogged, remove and
clean it. Inspect exhaust systems using water injection for clogging of the
spray holes in the brass ring. They may be blown with air or reamed with
a piece of wire.
Carburetor Assembly
439. (a) The adjustable level carburetor with one-piece vertical jet is
illustrated in Fig. 31. The cross section shows the float chamber and bowl
assembly. The float chamber and jets are assembled as a unit. Periodic
inspection should be made of the float and needle valve as deposits form
on the latter causing erratic flow of the fuel and impairing carburetion. The
needle valve should be removed periodically and cleaned with crocus cloth
or the seat lapped with Lava soap, aluminum oxide, or similar material.
The float may become damaged or leak which will produce a rising fuel
level. If this occurs the float may be repaired by soldering.
116 MAINTENANCE
JJ3S5
MAINTENANCE 117
(b) Metering jets of different sizes may be required to maintain the fuel
level within the specified range of 0.8 to 1.8 in. The following sizes are usually
satisfactory:
Waukesha Approximate
Method Jet No. Diameter
Motor 58 0.031 in.
Research 6S 0.033 in.
However, differences in fuel characteristics and barometric pressure may

require that jets of different sizes be used. Fuel delivery through the jets
may be impaired by deposits which will be indicated by sudden changes in
carburetor settings required for maximum knock. If the jet sizes listed do
not give the proper fuel level and deposits are not apparent, the fault may
be traceable to the vertical jet and venturi assembly.
(c) The one-piece vertical jet and air bleed tube are shown at N and P,
Fig. 31. These parts may be removed by unscrewing the setscrew, R, on
top of the venturi body. After removing the air bleed tube, unbolt the
vertical jet flange and draw the vertical jet from the carburetor body. These
parts should be cleaned with acetone or a similar solvent at regular intervals.
Upon reassembling, the proper size flange gasket is selected to locate cor
rectly the air bleed tube in the venturi. The location and height of the
vertical jet and the dimensions and concentricity of the air bleed tube must
be adhered to at all times, as they are critical for proper operation of the
engine. The venturi size specified in the method must be used. On the older
type carburetors with the unflanged vertical jet, disassembly is accom
plished by removing the setscrew, the air bleed tube, and then drawing the
vertical jet through the setscrew hole. Upon reassembling, the gasket at the
bottom of the vertical jet must provide a perfect seal. If leakage occurs,
fuel will be drawn into the venturi around the jet and will produce erratic
engine operation. To center properly the horizontal air bleed tube in the
venturi, 0.005 in. copper shims for the upper end of the vertical jet and
thin paper gaskets for the lower end of the vertical jet are available.
(d) The selector valve should be checked periodically for scoring and
fit, as leakage will allow mixing of fuels during a test. A simple test for leak
age is to operate the engine on 40 octane fuel with no fuel in the other bowls.
While maintaining operation on this fuel, pour isooctane plus 4 ml of tetra-
ethyllead per gallon of isooctane into one of the other bowls. If leakage
exists in the valve, the fuel will mix with the 40 octane fuel and change
knockmeter readings. If this condition exists remove the selector valve and
clean it with acetone. Lapping with jeweler's rouge or a finely ground
cleansing powder will correct improper fit. If leakage persists, it may be due
to the end of the selector valve striking against the gasket.
Ignition System
440. Either a magneto or a coil and distributor ignition system are used.
The magneto generates its own current; for the coil and distributor system
the primary circuit for the coil is taken from the Ignition Power Supply, or
118 MAINTENANCE
from the 110-v d-c generator connection at the back of the panel board.
The ignition system should be thoroughly inspected at each overhaul and
any faults should be corrected. Coils should be tested at 2000-hr intervals.
Due to the wide variety of testing equipment in service, however, it is
not feasible to specify a detailed test procedure. Should the magneto fail,
replace it or have it repaired by an authorized manufacturer's service
branch. In order to conform with Section ignition switch should
10 (c), the
be installed in the d-c line from the output of the ignition power supply.
A — Spark Timing Scale. G — Link to Cylinder for Automatic

B— Neon Tube. Spark Adjustment, (Disconnected
C — Ignition Coil. for Research Unit).
D — High Tension Cable to Spark Plug. H — Distributor Control Arm Clamp
E — Breaker Assembly. Screw.
F— Cam. I — Distributor Lock Screw.
FIG. 32.— IGNITION SYSTEM.
The a-c connection to the ignition power supply should be made at the
output terminal of the 115-v starting relay or at the oil pressure safety
switch.
Coil and Distributor Timing

441. For the coil and distributor system the steps for setting the timing
are as follows:
(a) Set the piston at tdc on the compression stroke as indicated on the
flywheel, and then make sure the spark indicator scale is set with the zero
mark accurately in line with the neon-tube slot. If the indicator is wrong,
adjust the position of the scale, A, Fig. 32.
MAINTENANCE 119
(b) Adjust the length of the control link, G, so that the lever projecting
from the distributor housing is horizontal. On the Research engine the
spark advance is fixed. On the Motor engine the link is secured to the igni
tion control arm which extends from the cylinder, thus permitting the spark
advance to be varied automatically with compression ratio. Therefore,
make the adjustment with the cylinder set at a micrometer reading of
0.625 in.
(c) Rotate the flywheel backward so that the neon-tube slot, B, is oppo
site the spark advance mark specified for the particular method. For the
Research engine the setting is fixed at 13 deg btdc by means of a locking
screw, /, Fig. 32, on the distributor. The setting for the Motor engine is
variable and is 26 deg btdc at a micrometer reading of 0.625 in.
(d) Adjust the cam, F, to make contact at the specified setting indicated
in Paragraph (c) by loosening the nut which holds the cam to the shaft,
moving the cam to its proper position, and then tightening the nut.
(e) Run the engine and make the final adjustment to give exactly the
specified spark advance.
Magneto Timing
442. For the magneto system the steps for setting the timing are as
follows :
(a) Set the piston at tdc on the compression stroke as indicated on the
flywheel and then make sure the spark-indicator scale is set with the zero
mark accurately in line with the neon-tube slot. If the indicator is wrong,
adjust the position of the scale, A, Fig. 32.
(b) Turn the flywheel backward until the neon-tube slot falls on the 35-
deg mark. Loosen the magneto coupling and, with the breaker box fully
is,
advanced (that turned counterclockwise against its stop), turn the mag
neto clockwise until the breaker points just start to open. Clamp the drive
coupling in this position.
(c) Since the Research engine has fixed spark advance, no adjustment
a
of the magneto advance lever required. However on the Motor engine the
is
lever secured by means of

cable linkage to the cylinder, thus permitting
is
the spark advance to be varied automatically with compression ratio. There

fore, with the cylinder set at micrometer reading of 0.625 in., loosen the
a
clamping strap and adjust the lock nuts of the control cable to bring the
arm of the magneto breaker box horizontal.
(d) Rotate the flywheel backward so that the neon-tube slot, B, Fig. 32,
opposite the spark advance mark specified for the particular method. For
is
the Research engine the setting fixed at deg btdc. The setting for the
is
13
Motor engine variable and 26 deg btdc at micrometer reading of
is
is
0.625 in. Adjust the breaker box until the points just start to open. Tighten
the clamping strap in this position.
(e) Run the engine and observe the actual operating spark position.
If
120 MAINTENANCE
the engine is within 1 deg of the specified setting, make the final adjustment
by rotating the breaker box. If it requires more than 1-deg adjustment, stop
the engine and reset the breaker as outlined in Paragraph (d).
Spark Advance
443. Motor Method. — The spark advance for either the coil or magneto
system should be checked with the engine running at various compression
ratios to see that it follows the specifications in Section 6(6) of the Motor
Method. If it does not, the trouble is probably due to one or more of the
following :
(1) Distributor lever not horizontal at a micrometer reading of
0.625 in.
(2) Backlash in the linkage.
(3) The plate carrying the breaker points being loose.
Spark Plugs
444. (a) Spark plugs are very often the cause of poor engine operation.
When the condition of a plug is doubtful, it should be replaced. The
porcelain should be inspected carefully for cracks and blisters. Set the spark
plug gap cold with a wire feeler gage at 0.020 ± 0.005 in. It is also good
practice to put a small amount of suitable lubricant, such as graphite grease
or mica lubricant, on the threads of the plug. Tighten the plug with a torque
wrench set for 25-30 ft-lb.
—
(b) Cleaning Spark Plugs. Spark-plug life may be increased by proper
cleaning, but for referee samples a new plug should be used.
Breaker Points
445. The breaker points should be kept free of oil and adjusted so that
they are aligned and in complete contact when closed. If the surfaces are
pitted, smooth them on an oil stone or replace the points with new ones. A
gap of 0.020 in. is specified, even though the name plate on some of the
older units may state differently. To reduce the wear on the cam follower
the surface of the cam should be given a very light coating of petrolatum
whenever it has a dry appearance.
Condenser
446. (a) Coil System. — Failure of the 4 mfd condenser results in no igni
tion spark and replacement is necessary.
(b) Magneto System.
— The condenser is built into the unit and may be
removed by first removing the magneto body cover plate. Exceptionally
bad pitting and sparking across the points is a sign of condenser failure.
Since it is difficult to make a satisfactory test of the condenser, it is more
satisfactory and economical to install a new one. If the magneto loses its
residual magnetism it should be returned to the manufacturer or to a re
liable service organization.
MAINTENANCE 121
Neon Spark Indicator

447. Neon tubes gradually diminish in brilliancy with use and occa
sionally the flash becomes dull and hard to distinguish. The tube and the
connections grounding it to the crankshaft should be cleaned. Occasionally
the ignition wire may be at fault and should be replaced. If the flash does
not improve, the tube should be replaced. A check should be made oc
casionally to ensure that the slot in the rotating disk of the spark-advance
indicator points to zero when the crankshaft is at tdc. If not, adjust the
protractor scale until the slot coincides with the zero mark.
Synchronous Motor
448. The bearings of the synchronous motor, if not sealed, should be
cleaned and repacked with fresh grease at 5000-hr intervals. The winding
should be examined and recoated with electrician's shellac whenever de
terioration of the insulation is noticed.
Direct Current Generator

449. The d-c generator should be inspected every 5000 hr. The com
mutator should be cleaned and turned down in a lathe if there are signs of
uneven wear or pitting. New brushes should be installed when their con
tact ends show uneven wear or when the voltage becomes erratic. Occasional
lubrication of the bearings is necessary to insure good life.
Detonation Meter
450. No regular maintenance procedure is recommended for the detona
tion meter equipment. Improper functioning of the meter usually manifests
itself immediately. The following procedure is suggested as a means of
locating failures of a minor nature:
(1) Check leads and connections from the cabinet to the other
components.
(2) Observe through the rear of the cabinet that the three voltage
regulator tubes are glowing.
(S) Remove chassis from the cabinet and observe that the tube
filaments are lighted and the connections to the controls are
secure. Suspected bad tubes should be checked by replacement
or exchange.
If the above visual checks fail to isolate the trouble, the user should refer
to the Operating and Maintenance Manual furnished with the equipment
for a more complete checking procedure. A service for repair of these meters,
as well as component parts required, is available from the Waukesha Motor
Co., Fuel Research Division, Waukesha, Wis.
Knockmeter
451. This instrument is used with the detonation meter and requires no
particular maintenance. Erratic knockmeter behavior may be due to worn
122 MAINTENANCE
TABLE XI— MANUFACTURING TOLERANCES AND REPLACEMENT

LIMITS FOR CYLINDER ASSEMBLY PARTS.
All Dimensions are in Inches.
Manufacturing Replacement
Item Tolerances Limits
PISTON :
Material Cast Iron

Land Clearances:
Top 0.013 to 0.015
Intermediate 0.006 to 0.008
Skirt 0.0025 to 0.0035 0.0045
Pin Hole Alignment, max 0.001 0.0015
PISTON PIN RETAINERS:

Free diameter after compression, min :
Truarc 1.340 1.340
Circlips 1 .390 1 .390
PISTON RING SIDE CLEARANCES:

Top 0.001 to 0.003 0.004
Second 0.001 to 0.0025 0.0035
Third 0.001 to 0.0025 0.0035
Fourth 0.001 to 0.0025 0.0035
Fifth 0.001 to 0.0025 0.0035
RING GAP CLEARANCES:

Top 0.007 to 0.017 0.030
Second 0.007 to 0.017 0.030
Third 0.007 to 0.017 0.030
Fourth 0.007 to 0.017 0.030
Fifth 0.010 to 0.018 0.030
VALVES:
Stem Diameter:
Intake 0.3725 to 0.3720 0.370
Exhaust 0.3725 to 0.3720 0.370
Stem Clearance:
Intake 0.002 to 0.003 0.005
Exhaust 0.003 to 0.004 0.006
VALVE SPRINGS:
Free Length 2.58 to 2.61 2.45
VALVE SEATS:
Total run-out, seat to guide, max. . . 0.002
Width 0.050 to 0.070
VALVE GUIDES:
Intake guide slot Parallel to center
line within ±1 deg
to allow f lift
Internal diameter:
Intake 0.3740 to 0.3755 0.3775
Exhaust 0.3750 to 0.3765 0.3785
MAINTENANCE 123
TABLE XL— Concluded.

Manufacturing Replacement
Item Tolerances Limits
CYLINDER:
Bore:
Diameter 3.250 to 3.2515 3.256
Taper, max 0.0005 0.004
Out of round, max 0.0005 0.0025
Quality of surface 10 to 20 Microinches Scored or pitted
Hardness, Brinell 200 to 269
Wall thickness :
Spark plug side 0.250 to 0.312
Pickup side 0.250 to 0.312
Intake side 0.250 to 0.312
Exhaust side 0.250 to 0.312
Top 0.281 to 0.312
Intake port thickness:
Exhaust port thickness :
Spark plug hole depth 0.609 to 0.641
Pickup hole depth 0.672 to 0.703
Valve port : Concentricity to manifold ±0.031
CYLINDER SLEEVE :
Clearance on cylinder. 0.002 to 0.004 0.006
CYLINDER ELEVATING NUT:

End clearance on sleeve 0.002 to 0.004 0.006
Thread clearance Turn freely Loose
End play:
Thread, max 0.002 0.004
Shaft 0.001 to 0.003 0.005
ROCKER-ARM CARRIER:
Fit of bracket pins :
Rear 0.000 to 0.0007 0.0015
Center 0.000 to 0.0007 0.0015
Front 0.000 to 0.0007 0.0015
ROCKER ARMS:
Bearing shaft diameter 0.5003 to 0.5005
Ball seats Smooth and fit ball Loose or out-of -round
124 MAINTENANCE
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126 MAINTENANCE
pivots. Sticking or hesitation of the pointer when falling from a high

reading with the knockmeter switch open may be due to accumulation of
dust in the moving coil of the instrument. In either case the meter should
be returned to the manufacturer for reconditioning. It is a good practice to
return these instruments for inspection and repair at 3- to 4-yr intervals.
Induction Heater Safety Switches

452. A safety switch is provided to break the induction heater circuit
when the engine stops. On console panels this switch is a 110-v relay, con
nected in the starting switch circuit. On upright panels, it is a diaphragm
switch actuated by the engine-oil pressure. The diaphragm unit may have
to after prolonged use. The diaphragm
be replaced switch should open
when the oil pressure falls below 15 lb.
Electric Relays
453. If the relays stick, cleaning or replacement of the contact points
generally corrects the trouble.
Voltmeter and Ammeter
454. The voltmeter and ammeter should be checked periodically for

accuracy and freedom of movement.
Pressure Gages
455. All pressure gages should be checked by a dead-weight tester when
ever the correctness of the pressure readings is in doubt. The oil gage some
times is affected adversely by an excessive pressure when starting the engine
with cold oil.
Thermometers
456. All thermometers should be checked occasionally to
that they
see
read correctly and that the mercury columns have not separated. They
should not be subjected to sudden shocks, and preferably should be stored
in an upright position to prevent separation of the mercury column when
not in use. Thermometers should be removed and the bulbs cleaned at every
top overhaul.
Dimensions, Replacement Limits, Recommended Torque Values

457. To facilitate overhaul, inspection and determination of renewal
requirements,manufacturing tolerances, and replacement limits are given
in Tables XI and XII. Recommended torque values are given in Table
XIII. The replacement limits and torque values are based upon wide ex
perience of many operators and it is believed that in any but special cases
they will be completely dependable.
MAINTENANCE L27
TABLE XIII— RECOMMENDED TORQUE VALUES.

Item Torque, ft-lb
Cylinder Clamping Sleeve:
Long Studs 42
Short Studs 83
Cylinder Clamping Cam 20°
Crankshaft Balancing Weights (CFR-48 and low speed) 100
Balancer Shaft Weight Bolts (CFR-48) 100
Balancing Rod Bolts (high speed) 71
Connecting Rod:
CFR-48 and High Speed 104
Low Speed 73
Spark Plug 25 to 30
Pick-up, Type D-l, for Detonation Meter, Model No. 501-AP,
501-A, or 501 30 max
<>With clamp handle in locked position, tighten hexagon nut on the cylinder
clamp cam bolt to this value. (Do not exceed 45 ft-lb as cylinder distortion may re
sult.)
APPENDIX V
INSTALLATION AND ASSEMBLY

Unpacking Precautions
501. (a) To prevent damage or loss of parts prior to installation, all
boxes containing the ASTM engine and equipment should be stored un
opened until the preparations described in Appendix VI on Building and
Utility Requirements are completed.
(b) The units are shipped from the factory in a large box and one or more
smaller boxes depending upon the type of unit being shipped. In all cases,
the large box contains the engine and its power-absorbing synchronous
motor mounted When a console panel is supplied,
on the cast-iron bedplate.
it is shipped mounted on the bedplate and fully connected to the unit.
All exposed machined surfaces or parts likely to rust are coated with a
moisture-proof protective coating, and the unit itself has a waterproof
evacuated sealed bag.
(c) Other accessories and parts are shipped in one to four boxes. These
loose parts are packed as groups of related parts, of which there may be
one or more to each box, suitably designated by group numbers. Although
it is necessary to open the small boxes of loose parts to identify the individ
ual groups for installation, it is suggested that none of the boxes be un
packed prior to the need for the contained parts. Otherwise, these parts
may become lost or broken by lying around in the open.
Installing the Unit Assembly

502. (a) Unpacking.— When an overhead crane is not available, place
blocks under the unopened box so that the bottom of the bedplate is about
level with the prepared foundation. Remove the top boards of the box.
Then remove the surge tank and coolant condenser, if these parts are packed
in this box. Next, remove the sides of the box and the protective engine
covering. The unit on its bedplate can now be slid out of the box either
directly onto the previously prepared foundation, or onto the floor for
hoisting into position on the foundation.
—
(b) Installation by Grouting. After the unit has been placed squarely
on its foundation, level it with metal wedges f to \ in. thick, as wooden
ones tend to swell and lift the bedplate from the grouting before the cement
sets. To provide an opening for mounting the oil filter, place a block of wood
at its location. Build a temporary form around the foundation with the top
129
130 INSTALLATION AND ASSEMBLY
A — Surge Tank. K— Oil Filter Cap.

B — Coolant Thermometer. L — Oil Drain.
C — Mixture Heater. M— Scrap Fuel Can, Closed for Safety.
D— Coolant Filler Plug. N— Oil Filter.
E— Pickup. O — Cylinder Clamp.
F — Coolant Condenser. P — Fuel Selector Valve.
G — Exhaust Manifold. Q— Heat Shield.
H — Coolant Drain Cock. R — Mixture Thermometer.
I — Cylinder Worm Oilers. S — Fuel Drain Valve.
J — Crank for Adjusting Compression T — Knob for Adjusting Fuel Level.
Ratio. U— Fuel Tank.
FIG. 33— END VIEW OF MOTOR METHOD UNIT.
INSTALLATION AND ASSEMBLY 131
edge above the rim of the bedplate, a 2-in. rim being sufficient. Prepare an
adequate amount of a thin grout made of three parts sand and one part
cement. When pouring the grout, be sure it is thin enough to flow freely
under the edge of the bedplate, and puddle it thoroughly to pack it solidly
under the rim. The grouting should come to the top of the bedplate rim.
For greater strength the holes in the sides of the bedplate may be used to
pour additional cement into the interior of the plate. The cement should be
permitted to set a minimum of 48 hr before work is done on the unit, and
at least 72 hr before the engine is started. To meet operating conditions
that indicate inadequate or insecure grouting, four anchor bolts imbedded
in the foundation may be used to secure the unit. A sound grouting job
is,
in most cases, adequate to withstand the vibration and keep the unit level,
—
(c) Installation on Isolated Block. It has been found satisfactory to
bolt units without grouting directly to block of cast concrete which
is
a
isolated from the floor by means of specially designed vibration-absorption
pads. Such block shown in Fig. 40. The mass of this block and the
is
a
cushion pads dampen the unit vibration effectively. Shims should be used
when bolting the bedplate to the block, the top of the block not per
if
is
fectly flat and level.
Mounting the Coolant Condenser

503. The coolant condenser packed as a separate item in the box.
is
Remove all grease and protective coating from the mounting surfaces of
both cylinder and condenser. After the concrete has set thoroughly, mount
the coolant condenser on the cylinder as shown in Fig. 33. No sealer or coat
ing should be used on the gasket. To avoid breakage of the casting, tighten
the mounting nuts evenly and snugly. The thermometer should not be
installed at this time, as all small fragile parts and fittings should be in
stalled only after all heavy work has been completed.
Panel and Desk Assembly

504. —
(a) Console Panel. The console panel, complete with panel-
mounted instruments, wiring, and mounting, (except knockmeter and de
tonation meter) as shown in Fig. 12, shipped fully assembled to the unit.
is
The two-drawer desk packed separately. Bolt to the front panel legs
is
it
after removing the angle-iron shipping brace. The instruments on the

control panel are: oil-pressure gage, oil-temperature gage, running-hour
meter, d-c voltmeter, ammeter for intake-air heater, and on Motor Method
units an ammeter for the mixture heater. Each panel has the following
control equipment: detonation-meter controls, switch for crankcase-oil
heater, d-c generator field-rheostat, control for intake-air heater, start-
stop switch, air-heater switch, ignition switch, and on Motor Method
units mixture-heater control and switch. The side panel near the engine
a
contains 110-v a-c receptacles for the mixture and inlet-air heaters. The
SR STARTING RELAY
M5 MAG. SWITCH LIME DIASRAM
-»- JONES PLU6
L]
MS
3- PHASE L.2. rSYN.
IND
SU PPLY ,
\MOT0R/
&ROUKJD
PHASE
2* -UOV.A.C. SUPPLY
—
SINGLE
Hi
i •Ti
MS THERMO Tfc Li ♦ START

.-M§)— 6UARD 15 L2 ^STOP
CRANKCA&E 0ILlT« | a")
HEATER SMi I o 1 O—r
7%v „ CKM4KCASE
2E ] 01 U HEATER
S HOV.A C.OUTUET
CONSTANT VOLTAW
TRA,v)5.
it
DETONATION METER 9St\
PCwER 8c OPE RATIONAL SWITCHER
OK REMOTE CONTROL PMOEL
VJHITE, YELLOW \N\R5

WIRE I J*ED \N\RE
(D.C LEG")
COIL
WTIMER
^*^L. ItGN.SW
Rill RIM V-< *
4t^r-D
CONDENSER.
CHASSIS n SPARK PLUS
GROUND 9 3*
FIG. 34-A.— SCHEMATIC WIRING DIAGRAM FOR CONSOLE PANEL
WITH IGNITION POWER SUPPLY.
SR STARTING RELAY
MS MAG. SWITCH LINE DIAGRAM
*> JONES PLUG
MS
Li_ —1 h-
3- PHASE L2_
SUPPLY LA.
SR,
^k -I10-V AC SUPPLY
MS THERMO START
-M§M-£ GUARD
STOP
" 15 -*^
CRANKCA5E ITT i'b1
—►
OILHEOTERSW !'*•—> CRANKCASE
OIL HEATER
(=fUOV OUTLET
2 2 HOUR
^_
METER
AIR HEATER VARIAC
2A
5 AMP.
FUSE
-4— £<*^±
„
A.H.SW
A.H .CONNECTOR
MIXTURE HEATER VARIAC
.2-
CONSTANT 10 AMP.
VOLTAGE FUSE
TRANS r~v MIXTURE HEATER
CONNECTOR 5^5
DETONATION METER
KNOCKMETER 'POWER fc OPERATIONAL SWTGHEsN
VON D.M.REMOTE CONTROL PANEL )
4MFB
CONDENSER
.6*
•«- -< I 8» II"
TIMER
D.C.GEN.
SPARK s^p-
"
M^^
PLUG
FIG. 34-B.— SCHEMATIC WIRING DIAGRAM FOR CONSOLE PANEL
WITH DC GENERATOR.
panel also contains receptacles for the detonation and temperature-con

troller pickups, as well as an oil-pressure connection.
—
(b) Upright Panel. The upright panel, complete with instruments and
mounting legs, is packed separately. Mount the panel on the bedplate,
using the four tapped holes to bolt the panel legs to the plate. Be careful
not to damage the delicate instruments as the panel is being installed.
Mount the desk and its drawer, using the holes drilled in the angle-iron
frame.
Intake Manifold and Carburetor

—
505. (a) Motor Method. After removing the intake manifold and
carburetor assembly and their proper gaskets from the box, clean the
mating surfaces thoroughly and mount the assembly with thin gaskets
between manifold and cylinder and between carburetor and heat shield.
Use the thick gasket between heat shield and manifold, with heat shield
located as shown in Fig. 33. For convenience, the surge tank and ice tower
should be left until later.
(b) Research Method.
— On the Research engine the intake manifold is
omitted. After cleaning the surfaces of the carburetor and the cylinder,
mount the carburetor directly on the cylinder. In mounting the carburetor,
first place the thick gasket next to the cylinder, then place the chromium
heat shield inverted so that the curved part curves up and back over the
valve gear, then place the thin gasket next to the heat shield ; finally, mount
the carburetor as shown in Fig. 3. Care should be taken to tighten car
buretor mounting nuts evenly.
Wiring
506. At this point start working on the electrical wiring of the unit,
but never connect the 110-v, the I^Jfi-v, or the 220-v main power-supply lines
until all other wiring has been completed.
—
(a) Console Panel. The console panel is shipped mounted on and com
pletely wired to the unit, Fig. 34. Plug in the induction-system heaters at
their labeled locations on the end plate of the console. The 220- or 440-v
magnetic switch box and the 120-v relay box are mounted on the left con
sole support. Line connections to these boxes complete the hookup. Con
nect the 110-v line to the two loose blue wires in the large switch box; and
the 220- or 440-v wires to the three terminals at the top of the magnetic
switch. The 110-v relay automatically shuts off the heater circuits when the
unit is stopped. This eliminates the need for the oil-pressure switch which
performs this function on the upright panel.
—
(b) Upright Panel. The wiring on the back of the panel, Fig. 14, is
arranged to bring all connections to a terminal block permanently mounted
on the back of the panel board. All wires from the engine and generator are
MS MAGNETIC STARTING SWITCH
3- PHASE L2
SUPPLY
1 10 VOLT SINGLE PHASE AC. SUPPLY

OIL HEATER SWITCH
J££ CRANKCASE
OIL HEATER
•OIL PRES. SWITCH
AC AMMETER
"" cjJmoii pile MIXTURE HEATER
RHe^STAT ^*- SWITCH
M.H.RECEPTACLE.
CARBON PILE TIME METER^B
RHEOSTAT
~*\T/ Vjt^C AMHMtRV_7
AIR HEATER RECEPTACLE
110 DC CIRCUIT 500 -ru 4MF

FIELD RHEOSTAT 129. WATT COWDENSER
C
|l-
D.C.GEKI.
FIG. 35— WIRING DIAGRAM FOR UPRIGHT PANEL.

made into a stiff harness, the terminals being located in correct sequence to
fit the terminal block. Connect the terminals in sequence to the junction
block in accordance with the diagram in Fig. 35. The 1000-w heater for
the intake manifold of the Motor Method unit is connected to the current
supply through an oil-pressure switch and receptacle on the back of the
panel. When the ice tower is used there is a small auxiliary panel mounted
on the engine side of the main panel containing an ammeter, carbon pile
rheostat, and electric receptacle. The current for this circuit is supplied
through the oil-pressure switch, and the receptacle is used to connect the
300-w heater of the surge tank. Install wiring for the power-absorbing equip
ment in accordance with local ordinances, passing the circuit through the
relay box on the unit. The 110-v circuit is connected to the outside supply
in the junction box on the side of the starting relay. An outside switch and
fuse should be wired into the 110-v circuit.
Crankcase Ventilation
507. (a) CFR-48 Crankcase.— The use of lip-type oil seals in the CFR-48
crankcase eliminates the need for a breather valve, but a vent line should
be installed in Paragraphs (6) and (c).
as described
— The breather valve, A, Fig. 6,
is located on the rear crankcase door. In the top of the assembly there is a
threaded cap enclosing a metal diaphragm valve. The outlet is tapped for a
f -in. pipe to conduct crankcase fumes out of the laboratory. This pipe must
be short and have an offset to provide greater accessibility to the spark plug
and the valve gear. Do not connect the vent line directly to the exhaust
system, as back pressure may result and cause oil leakage at crankcase seals.
To protect the diaphragm valve from condensation install a trap in the pipe
from the valve. The piping from the outlet should have sufficient vertical
play to permit removal of the breather-valve assembly for cleaning.
(c) With a suction exhaust system, the breather pipe may be connected
to the exhaust discharge pipe. The connection must be made downstream
from the exhaust back-pressure valve, if one is used at the outlet of the
surge tank. It may be necessary to use a regulating valve in the breather
line to limit crankcase vacuum to not over 10 in. of water.
Water-Cooling System
508. All water and drain lines should be installed neatly, leaving enough
space around the engine for service adjustments without disturbing the
piping and connections. A neat and convenient arrangement for the supply
lines is obtained by making a water distributing manifold of |-in. pipe and
fittings. A |-in. gate valve may be conveniently located between the end of
the manifold and the main supply line with |-in. valves to control the water
flow to the various units. Connect these units to the manifold as follows:
(a) f-in. copper tubing to the water inlet of the condenser coil. The
tubing should be sufficiently flexible to allow movement of the cylinder.
(b) Tt-in. copper tubing to the water inlet of the flexible water-cooled
exhaust manifold at the underside of the outer end (if used). The piping to
the sewer should be supported adequately to prevent damage from vibra
tion.
Ice Tower
509. For units equipped with the ice tower, remove the ice tower assem
bly, K, Fig. 1, from its box. Remove the center induction pipe and drain
from the tower and thoroughly clean the inside of the tower. Place the surge
tank, C, on the air-intake pipe. Make sure the 300-w air heater, B, is in
position in the top of the surge tank. With the ice tower approximately in
its normal location, reinstall the drain and center induction pipe. Slide the
short leg of the horizontal air-induction tube into the ice tower center air
tube, using a hose to seal the joint. With the hose clamps loose, and with
the cylinder height set for an average compression ratio, adjust the height
of the horizontal section so that it is in alignment with the inlet of the
surge tank, C. This assures an approximately horizontal position of this
section for all compression ratios. Move the ice tower so that the horizontal
section of the pipe enters the hose connection of the surge tank. Tighten all
hose clamps to obtain airtight joints. In setting the ice tower in position,
be careful not to put a strain on the carburetor intake air elbow.
Fuel System
510. The fuel drain manifold is packed separately from the carburetor.
Connect it to the carburetor as shown at S, Fig. 33. There is a tapped hole
in the right-hand side of the engine base for the long stud that supports
the scrap fuel can.
Oil Lines
511. An illustration of the lubrication systems for all engines is shown in
Fig. 6. When connecting the oil filter, use A-in. copper lines between the
engine and filter as shown. The oil-pressure gage should connect to the
gallery that leads directly to the bearings. A tee should be added at that
point for the oil-pressure safety-switch line, if one is used. Insert the thermal
bulb, L, of the oil-temperature indicator into the crankcase.
Detonation Meter
512. (a) Remove the shipping plug from the pickup hole in the cylinder.
Insert the D-l pickup, E, Fig. 33, using the gasket supplied, and tighten
the pickup with a torque of approximately 30 lb-ft using a new gasket each
time it is installed.
(b) The detonation meter is packed separately for shipment. The Model
501-AP instrument is installed on the support rails inside the left portion
of the console. The controls for the instrument are installed in the left
opening of the panel door, and are connected to the instrument by two octal
plugs. The knockmeter is mounted on the top of the console cabinet. The
lead wires are connected to a pair of terminals inside the console as shown
on the wiring diagram, Fig. 34. These leads should be connected so that
the reading falls below zero when the power switch is first turned on. If
Diam. x I"•Flange
2% Inside Diom x 6" Outside
Drill and Tap l8NFon 4Holes
|"-
~ 4J"BC.
for Hex HeadICa,
Cap Screws
Quick Opening
Valve
050 "diam. Water Jets
0.
(16 Equally Spaced)
4-*5-40FlatHead
Brass Screws
Bross Spray Plates
idiom Water Conal
diam. Water Inlet
FLEXIBLE EXHAUST PIPE AND SPACER.
the knockmeter leads are incorrectly connected, the knockmeter will im

mediately rise across the scale when the power turned on. The meter
is
should read zero with the instrument warmed up, Sections 9(a) of Motor
and Research methods.
Exhaust System
513. (a) Requirements for the exhaust system are given in Section 111.
Begin installation by cleaning the oil-preservative compound from the
steel-asbestos gasket, the mating surfaces of the cylinder, and the flexible
exhaust manifold. The manifold must be flexible and may be water-
jacketed, desirable feature to keep the laboratory more comfortable.
a
With the gasket in place, bolt the manifold to the engine by tightening the
nuts evenly. An adapter may be welded to the flexible exhaust pipe as shown
in Fig. 36 to mount a f-in. quick-opening valve for checking exhaust-
pressure pulsation. If the indicated knock is altered appreciably when the
Flexible Section 1^ Inside Diameter

Condenser Max. Length 30", to be horizontal at 5.5 CR.
Exhaust Pipe
10.75" Outside Diameter
Engine
Floor Line Drain
FIG. 37.— EXHAUST SYSTEM.
Tank to be lagged if water injection is not used.

FIG. 38— EXHAUST SYSTEM SURGE TANK.
valve is opened, discharging the exhaust to the atmosphere, excessive ex

haust pulsations are indicated, and the system must be altered to correct
the resonance. The surge tank may be mounted either vertically or hori
zontally, but in either case must be supported rigidly. Mount it so that the
flexible exhaust manifold will slope down from the engine at about in. per i
ft of length for the average compression ratio. In bolting the manifold to
the surge tank be sure to use gaskets between the manifold and spacer,
and between the spacer and the surge tank. If mounted vertically as shown
in Fig. 37 the exhaust is discharged through the top flange, and water
through the pedestal. When the exhaust and water are to be discharged
into ducts in the floor, mount the surge tank so that the outlet flange con
taining the diffuser tube is on the bottom. In this case it is desirable to drill
four equally spaced |-in. holes in the base of the diffuser tube for draining
the water. If
the water must be removed from the exhaust, the pedestal
pipe should extend into the surge tank to a point above the exhaust inlet
and the standard f-in. pipe boss shown in Fig. 38 must be used for
water removal. A trap should be provided in all water drain lines. If the
tank is mounted horizontally, the exhaust gases may be discharged through
the upper flange and the water through the standard f-in. pipe boss. If
it is desired to discharge the exhaust gases through a drain in the floor,
rotate the surge tank 90 deg so that the outlet flange is at the side. The
f-in. pipe boss must be at the bottom of the tank. The exhaust discharge
pipe from the surge tank should have a diameter of at least 2 in. and should
be not longer than 30 ft. Elbows or other restrictions should be avoided,
but a straight-through muffler may be used at the end of the pipe if com
pliance with the exhaust back-pressure requirements in Section 111 is
obtained. The exhaust should be led outside the building by the most
direct route. If part of the pipe is exposed to the weather, provision should
be made to prevent snow and rain from entering the open end.
Thermometers
514. Before installation, all thermometers should be checked to ensure
that the mercury column has not separated during shipment. They should
be installed in accordance with the following:
THERMOMETER ASTM Ther Figure and
Method Range, deg F mometer No.° Location Designation
Motor 60 to 160 83F Intake air 1 D

200 to 350 86F Intake mixture 33 R
0 to 220 82F Coolant return li ne 33 B
Research to 83F Intake air K

J
60 160 3
0 to 220 82F Coolant return li ne 13
See p. 41, Specifications for ASTM Fuel Rating Thermometers.

Final Check of Assembly

515. A check should be made to make sure there are no dangling wires,
insecure pipes, or unsupported copper tubes to vibrate out of position and
interfere with moving parts. Use a compressed air jet to clean off all chips,
dirt, and dust from the unit. Rotate the unit by hand to dislodge any
foreign particles that might otherwise remain. At no time should high-pres
sure air be used inside the synchronous motor or generator, as this may cause
foreign particles to become imbedded in the windings.
Starting Unit
it,
516. After completing installation of the unit do not attempt to start
even to test the electrical circuit, until the preparations for starting have
been completed as described in Section 305. This
is
very important.

Astm D-908

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APPROVED AS

Standard Method of Test for

ASTM Designation: D 908-55

Scope with normal heptane that matches the

istics, in terms of ASTM research oc Outline of Method

A — Surge Tank. H— Oil Filter.

ameter with 18 threads per inch, is re

should be used to prevent instability of conditions (see Appendix on Op III

(j) Intake Air Humidity, 25 to 50 operating conditions of this method

prevails in the engine room through metric pressure in accordance with

further conditioning, its humidity be Starting and Stopping Engine

warping of valves and seats between

ratio) with the piston at top dead

1955 Book of ASTM Standards, Part 7.

TABLE V.— MICROMETER SETTINGS FOR STANDARD KNOCK

Micrometer Setting., in.

100 0.160 ...100

Copies of this table 8} by 11 in. are available from the Society.

M ,—* ,—^ ,—* —^ — ^-^ ,~^

Ph •to ,to CO ffl © CM CO s" Tj<

> +-- & -u +a ca M

fa* CO CO o o CJ o o o o o O OJ OJ O o a COCO C/i a> td

CD t. u t- O "H tU ,_, a> t- O b V u o t.

-H -*-» --H +3 •-H-fj rH+i r-l +i .-h +i •l-H+i .rt -*->

standard test conditions on a reference peat the procedure. Rotating the

the knockmeter reading approximately Table VI for the prevailing barometric

(b) Adjustment of Fuel-Air Ratio.

meter to reach equilibrium and record engine on without changing the

quired to yield rating of desired

Number, plus times 19 times 99 times

the two reference fuel blends. In each 1.0

ing. Bracket the sample between the

±1.0 octane number of the true value

in about 19 cases out of 20. On the

first reference fuel, the sample, the

second reference fuel, the sample, and

the first reference fuel. In changing

fuels, always allow at least min for

eight ratings in eight different engines

by interpolation from the averages so likely to be lower and result in higher

(b) At present the sole authorized manufacturer of the ASTM-CFR

used, with distilled water or rain water to maintain coolant temperature

TABLE VII— SUMMARY OF EQUIPMENT.

Type straight sided

Top land 0.014 ± 0.001 in.

Valve Guides, Springs, and Push Rods

Fuel Supply System

Intake Air Heater

4 BY 4 MESH, NO. 16 GAGE

FIG. 4.— HUMIDITY CONTROL APPARATUS.

An air inlet thermometer having a range of 60 to 1G0 F graduated in 1 F

Humidity Control Apparatus

Mixture Heater Assembly

countered since it is practically impossible to keep the temperature constant

Detonation Measuring Equipment

FIG. 5—SCHEMATIC DIAGRAM OF LUBRICATION SYSTEM.

Shafts, Rods, and Crankcase

(6) HIGH-SPEED CRANKCASE.

(c) LOW-SPEED CRANKCASE

A — Breather. F— Oil Pump Outlet to Filter.

veloped by and maintaining the speed specified in the method, as

Motor 900 ± rpm

Research 600 ± rpm

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