An American National Standard

Designation: D 613 – 03a

Designation: 41/2000

Standard Test Method for

Cetane Number of Diesel Fuel Oil1
This standard is issued under the fixed designation D 613; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.

1. Scope * D 4177 Practice for Automatic Sampling of Petroleum and

1.1 This test method determines the rating of diesel fuel oil Petroleum Products4
in terms of an arbitrary scale of cetane numbers using a E 1 Specification for ASTM Thermometers5
standard single cylinder, four-stroke cycle, variable compres- E 456 Terminology Relating to Quality and Statistics6
sion ratio, indirect injected diesel engine. E 542 Practice for Calibration of Laboratory Volumetric
1.2 The cetane number scale covers the range from zero (0) Apparatus7
to 100 but typical testing is in the range of 30 to 65 cetane E 832 Specification for Laboratory Filter Papers7
number. 3. Terminology
1.3 The values for operating conditions are stated in SI units
and are considered standard. The values in parentheses are the 3.1 Definitions:
historical inch-pounds units. In addition, the engine measure- 3.1.1 accepted reference value (ARV), n—a value that
ments continue to be in inch-pounds units because of the serves as an agreed-upon reference for comparison, and which
extensive and expensive tooling that has been created for these is derived as: (1) a theoretical or established value, based on
units. scientific principles, or (2) an assigned or certified value, based
1.4 This standard does not purport to address all of the on experimental work of some national or international orga-
safety concerns, if any, associated with its use. It is the nization, or (3) a consensus or certified value, based on
responsibility of the user of this standard to establish appro- collaborative experimental work under the auspices of a
priate safety and health practices and determine the applica- scientific or engineering group. E 456
bility of regulatory limitations prior to use. For more specific 3.1.1.1 Discussion—In the context of this test method,
warning statements, see Annex A1. accepted reference value is understood to apply to the cetane
number of specific reference materials determined empirically
2. Referenced Documents under reproducibility conditions by the National Exchange
2.1 ASTM Standards: Group or another recognized exchange testing organization.
D 975 Specification for Diesel Fuel Oils2 3.1.2 cetane number, n—a measure of the ignition perfor-
D 1193 Specification for Reagent Water3 mance of a diesel fuel oil obtained by comparing it to reference
D 2500 Test Method for Cloud Point of Petroleum Prod- fuels in a standardized engine test. D 4175
ucts2 3.1.2.1 Discussion—In the context of this test method,
D 4057 Practice for Manual Sampling of Petroleum and ignition performance is understood to mean the ignition delay
Petroleum Products4 of the fuel as determined in a standard test engine under
D 4175 Terminology Relating to Petroleum, Petroleum controlled conditions of fuel flow rate, injection timing and
Products, and Lubricants4 compression ratio.
3.1.3 compression ratio, n—the ratio of the volume of the
combustion chamber including the precombustion chamber
1
This test method is under the jurisdiction of ASTM Committee D02 on with the piston at bottom dead center to the comparable volume
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee with the piston at top dead center.
D02.01 on Combustion Characteristics.
Current edition approved May 10, 2003. Published May 2003. Originally
approved in 1941. Last previous edition approved in 2001 as D 613–03.
2 5
Annual Book of ASTM Standards, Vol 05.01. Annual Book of ASTM Standards, Vol 14.03.
3 6
Annual Book of ASTM Standards, Vol 11.01. Annual Book of ASTM Standards, Vol 14.02.
4 7
Annual Book of ASTM Standards, Vol 05.02. Annual Book of ASTM Standards, Vol 14.04.

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

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

1
 D 613 – 03a
3.1.4 ignition delay, n—that period of time, expressed in 3.2.7.2 Discussion—In the context of this test method, the
degrees of crank angle rotation, between the start of fuel Diesel National Exchange Group of Subcommittee D02.018 is
injection and the start of combustion. composed of petroleum industry, governmental, and indepen-
3.1.5 injection timing (injection advance), n—that time in dent laboratories. It conducts regular monthly exchange sample
the combustion cycle, measured in degrees of crank angle, at analyses to generate precision data for this engine test standard
which fuel injection into the combustion chamber is initiated. and determines the CNARV of reference materials used by all
3.1.6 repeatability conditions, n—conditions where inde- laboratories.
pendent test results are obtained with the same method on 3.2.8 reference pickups, n—transducer(s) mounted over the
identical test items in the same laboratory by the same operator flywheel of the engine, triggered by a flywheel indicator, used
using the same equipment within short intervals of time. to establish a top-dead-center (tdc) reference and a time base
E 456 for calibration of the ignition delay meter.
3.1.6.1 Discussion—In the context of this method, a short 3.2.9 secondary reference fuels, n—volumetrically propor-
time interval between two ratings on a sample fuel is under- tioned blends of two selected, numbered, and paired hydrocar-
stood to be not less than the time to obtain at least one rating bon mixtures designated T Fuel (high cetane) and U Fuel (low
on another sample fuel between them but not so long as to cetane) that have been rated by the ASTM Diesel National
permit any significant change in the sample fuel, test equip- Exchange Group using primary reference fuels to determine a
ment, or environment. cetane number accepted reference value for each individually
3.1.7 reproducibility conditions, n—conditions where test and for various combinations of the two.
results are obtained with the same method on identical test
items in different laboratories with different operators using 4. Summary of Test Method
different equipment. E 456 4.1 The cetane number of a diesel fuel oil is determined by
3.2 Definitions of Terms Specific to This Standard: comparing its combustion characteristics in a test engine with
3.2.1 cetane meter (ignition delay meter), n—the electronic those for blends of reference fuels of known cetane number
instrument which displays injection advance and ignition delay under standard operating conditions. This is accomplished
derived from input pulses of multiple transducers (pickups). using the bracketing handwheel procedure which varies the
3.2.2 Check Fuels, n—for quality control testing, a diesel compression ratio (handwheel reading) for the sample and each
fuel oil of selected characteristics having a cetane number of two bracketing reference fuels to obtain a specific ignition
accepted reference value determined by round-robin testing delay permitting interpolation of cetane number in terms of
under reproducibility conditions. handwheel reading.
3.2.3 combustion pickup, n—pressure transducer exposed to
cylinder pressure to indicate the start of combustion. 5. Significance and Use
3.2.4 handwheel reading, n—an arbitrary numerical value, 5.1 The cetane number provides a measure of the ignition
related to compression ratio, obtained from a micrometer scale characteristics of diesel fuel oil in compression ignition en-
that indicates the position of the variable compression plug in gines.
the precombustion chamber of the engine. 5.2 This test method is used by engine manufacturers,
3.2.5 injector opening pressure, n—the fuel pressure that petroleum refiners and marketers, and in commerce as a
overcomes the resistance of the spring which normally holds primary specification measurement related to matching of fuels
the nozzle pintle closed, and thus forces the pintle to lift and and engines.
release an injection spray from the nozzle. 5.3 Cetane number is determined at constant speed in a
3.2.6 injector pickup, n—transducer to detect motion of the precombustion chamber type compression ignition test engine.
injector pintle, thereby indicating the beginning of injection. The relationship of test engine performance to full scale,
3.2.7 primary reference fuels, n— n-cetane, heptamethyl variable speed, variable load engines is not completely under-
nonane (HMN) and volumetrically proportioned mixtures of stood.
these materials which now define the cetane number scale by 5.4 This test method may be used for unconventional fuels
the relationship: such as synthetics, vegetable oils, and the like. However, the
Cetane Number 5 % n2cetane 1 0.15 ~% HMN! (1) relationship to the performance of such materials in full scale
engines is not completely understood.
3.2.7.1 Discussion—In the context of this test method, the
arbitrary cetane number scale was originally defined as the 6. Interferences
volume percent of n-cetane in a blend with alpha-
6.1 (Warning—Avoid exposure of sample fuels and refer-
methylnaphthalene (AMN) where n-cetane had an assigned
ence fuels to sunlight or fluorescent lamp UV emissions to
value of 100 and AMN an assigned value of zero (0). A change
minimize induced chemical reactions that can affect cetane
from alpha-methylnaphthalene to heptamethylnonane as the
number ratings.)9
low cetane ingredient was made in 1962 to utilize a material of
better storage stability and availability. Heptamethylnonane
was determined to have a cetane number accepted reference 8
Bylaws governing ASTM Subcommittee D02.01 on Combustion Characteris-
value (CNARV) of 15 based on engine testing by the ASTM
tics are available from the subcommittee or from ASTM International.
Diesel National Exchange Group, using blends of n-cetane and 9
Supporting data have been filed at ASTM International Headquarters and may
AMN as primary reference fuels. be obtained by requesting Research Report RR: D02–1502.

2
 D 613 – 03a

A—Fuel Tanks
B—Air Heater Housing
C—Air Intake Silencer
D—Fuel Flow Rate Buret
E—Combustion Pickup
F—Safety Guard
G—Variable Compression Plug Handwheel
H—V.C.P. Locking Handwheel
I—Flywheel Pickups
J—Oil Filler Cap
K—Injection Pump Safety Shut-Off Solenoid
L—Injector Assembly
M—Fuel Injection Pump
N—Fuel Selector-Valve
O—Oil Filter
P—Crankcase Oil Heater Control
Q—Air Heater Switch
R—Engine Start-Stop Switch
S—Instrument Panel
T—Intake Air Temperature Controller
U—Dual Digital Cetane Meter

FIG. 1 Cetane Method Test Engine Assembly

6.1.1 Exposure of these fuels to UV wavelengths shorter the precombustion type, thermal syphon recirculating jacket
than 550 nm for a short period of time may significantly affect coolant system, multiple fuel tank system with selector valv-
cetane number ratings. ing, injector assembly with specific injector nozzle, electrical
6.2 Certain gases and fumes present in the area where the controls, and a suitable exhaust pipe. The engine is belt
cetane test engine is located may have a measurable effect on connected to a special electric power-absorption motor which
the cetane number test result. acts as a motor driver to start the engine and as a means to
6.3 This test method is not suitable for rating diesel fuel oils absorb power at constant speed when combustion is occurring
with fluid properties that interfere with unimpeded gravity flow (engine firing). See Fig. 1.
of fuel to the fuel pump or delivery through the injector nozzle.
7.1.1 See Annex A2 for detail and description of all critical,
7. Apparatus non-critical and equivalent engine equipment.
7.1 Engine Equipment10—This test method uses a single 7.2 Instrumentation10—This test method uses an electronic
cylinder engine which consists of a standard crankcase with instrument to measure injection and ignition delay timing as
fuel pump assembly, a cylinder with separate head assembly of well as conventional thermometry, gages and general purpose
meters.
7.2.1 A Cetane Meter, (Ignition Delay Meter) is critical and
10
Engine equipment and instrumentation are available from the single source shall be used for this test method.
manufacturer, Waukesha Engine, Dresser Inc., 1000 West St. Paul Avenue, Wauke-
sha, WI 53188. Waukesha Engine also has CFR engine authorized sales and service 7.2.2 See Annex A3 for detail and description of all critical,
organizations in selected geographical areas. non-critical and equivalent instrumentation.

3
 D 613 – 03a
7.3 Reference Fuel Dispensing Equipment—This test kinematic viscosity of 9.3 to 12.5 cSt (mm2 per s) at 100°C
method requires repeated volumetric blending of two second- (212°F) and a viscosity index of not less than 85. Oils
ary reference fuel materials on an as-needed basis. Measure- containing viscosity index improvers shall not be used. Multi-
ment shall be performed accurately because rating error is graded oils shall not be used. (Warning—Lubricating oil is
proportional to blending error. A set of two burets or accurate combustible, and its vapor is harmful. See Annex A1.)
volumetric ware shall be used and the desired batch quantity 8.3 Primary Reference Fuels—(Warning—Primary Refer-
shall be collected in an appropriate container and thoroughly ence Fuel—Combustible. Vapor Harmful. See Annex A1.)11
mixed before being introduced to the engine fuel system. 8.3.1 n-Cetane (n-hexadecane)—With a minimum purity of
7.3.1 Calibrated burets or volumetric ware having a capac- 99.0 % as determined by chromatographic analysis shall be
ity of 400 or 500 mL and a maximum volumetric tolerance of used as the designated 100 cetane number component.
6 0.2 % shall be used. Calibration shall be verified in 8.3.2 Heptamethylnonane (2,2,4,4,6,8,8-heptamethyl-
accordance with Practice E 542. nonane)—With a minimum purity of 98 % as determined by
7.3.1.1 Calibrated burets shall be outfitted with a dispensing chromatographic analysis shall be used as the designated 15
valve and delivery tip to accurately control dispensed volume. cetane number component.
The delivery tip shall be of such size and design that shutoff tip 8.4 Secondary Reference Fuels12—(Warning—Secondary
discharge does not exceed 0.5 mL. Reference fuel—Combustible. Vapor Harmful. See Annex A1.)
7.3.1.2 The rate of delivery from the dispensing system 8.4.1 T Fuel—Diesel fuel with a CNARV typically in the
shall not exceed 500 mL per 60 s. range of 73 to 75.
7.3.1.3 The set of reference fuel burettes and the system 8.4.2 U Fuel—Diesel fuel with a CNARV typically in the
components that fill them shall be installed so that all compo- range of 20 to 22.
nents of each volumetric batch or blend are dispensed at the 8.4.3 Storage and use of T Fuel and U Fuel should be at
same temperature. temperatures above 0°C (32°F) to avoid potential solidifica-
7.3.1.4 Amber glass burettes or burettes with suitable tion, particularly of T Fuel. Before a container that has been
opaque external shielding are recommended to minimize stored at low temperature is placed in service, it should be
exposure of the reference fuel components to UV light. warmed to a temperature of at least 15°C (27°F) above its
7.3.2 See Appendix X1 for typical dispensing system infor- Cloud Point. (See Test Method D 2500.) It should be held at
mation. this temperature for a period of at least 30 min and then the
7.4 Auxiliary Apparatus: container should be thoroughly remixed.
7.4.1 Injector Nozzle Tester—The injector nozzle assembly 8.5 Check Fuels13—Diesel fuel oils typical of Specification
shall be checked whenever the injector nozzle is removed and D 975 grade No. 2-D distillate fuel oil. (Warning—Check
reassembled to ensure the initial pressure at which fuel is Fuel—Combustible. Vapor Harmful. See Annex A1.)
discharged from the nozzle is properly set. It is also important 8.5.1 Low Cetane Check Fuel—With a CNARV typically in
to inspect the type of spray pattern. Commercial injector nozzle the range of 38 to 42.
testers which include a lever-operated pressure cylinder, fuel 8.5.2 High Cetane Check Fuel—With a CNARV typically in
reservoir and pressure gage are available from several sources the range of 50 to 55.
as common diesel engine maintenance equipment.
7.4.2 Special Maintenance Tools—A number of specialty 9. Sampling
tools and measuring instruments should be utilized for easy, 9.1 Collect samples in accordance with Practice D 4057 or
convenient and effective maintenance of the engine and testing D 4177.
equipment. Lists and descriptions of these tools and instru- 9.1.1 Protection from Light—Collect and store sample fuels
ments are available from the manufacturers of the engine in an opaque container such as a dark brown glass bottle, metal
equipment and those organizations offering engineering and can, or a minimally reactive plastic container to minimize
service support for this test method. exposure to UV emissions from sources such as sunlight or
8. Reagents and Reference Materials fluorescent lamps.
9.2 Fuel Temperature—Samples shall be brought to room
8.1 Cylinder Jacket Coolant—Water shall be used in the
temperature typically 18 to 32°C (65 to 90°F) before engine
cylinder jacket for laboratory locations where the resultant
testing.
boiling temperature shall be 100 6 2°C (212 6 3°F). Water
9.3 Filtration—Samples may be filtered through a Type I,
with commercial glycol-based antifreeze added in sufficient
Class A filter paper at room temperature and pressure before
quantity to meet the boiling temperature requirement shall be
engine testing. See Specification E 832.
used when laboratory altitude dictates. A commercial multi-
functional water treatment material should be used in the
coolant to minimize corrosion and mineral scale that can alter
heat transfer and rating results. 11
Primary Reference Fuels are available from a single supplier in the U.S.,
8.1.1 Water shall be understood to mean reagent water Humphrey Chemical Co., Devine Street, North Haven, CT 06473.
12
conforming to Type IV of Specification D 1193. Secondary Reference and Check Fuels are available from a single supplier,
Chevron Phillips Chemical Company LP., 1301 McKinney, Suite 2130, Houston,
8.2 Engine Crankcase Lubricating Oil—An SAE 30 viscos- TX 77010–3030.
ity grade oil meeting service classification SF/CD or SG/CE 13
Blend Tables for batches of T Fuel and U Fuel can be obtained from the fuel
shall be used. It shall contain a detergent additive and have a supplier or by requesting Research Report RR: D02-1302 from ASTM International.

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 D 613 – 03a
10. Basic Engine and Instrument Settings and Standard 10.3.1 Direction of Engine Rotation—Clockwise rotation of
Operating Conditions the crankshaft when observed from the front of the engine.
10.1 Installation of Engine Equipment and 10.3.2 Injection Timing—13.0° before-top-dead-center
Instrumentation—Installation of the engine and instrumenta- (btdc), for the sample and reference fuels.
tion requires placement of the engine on a suitable foundation 10.3.3 Injector Nozzle Opening Pressure—10.3 6 0.34
and hook-up of all utilities. Engineering and technical support MPa (1500 6 50 psi).
for this function is required, and the user shall be responsible 10.3.4 Injection Flow Rate—13.0 6 0.2 mL/min (60 6 1 s
to comply with all local and national codes and installation per 13.0 mL).
requirements. 10.3.5 Injector Coolant Passage Temperature—38 6 3°C
10.1.1 Proper operation of the test engine requires assembly (100 6 5°F).
of a number of engine components and adjustment of a series 10.3.6 Valve Clearances:
of engine variables to prescribed specifications. Some of these 10.3.6.1 Engine Stopped and Cold—Clearance between the
settings are established by component specifications, others are valve stem and valve rocker half-ball set to the following
established at the time of engine assembly or after overhaul and approximate measurements upon assembly before the engine is
still others are engine running conditions that must be observed operated will typically provide the controlling engine running
or determined by operator adjustment, or both, during the and hot clearance:
testing process. Intake Valve 0.075 mm (0.004 in.)
Exhaust Valve 0.330 mm (0.014 in.)
10.2 Conditions Based on Component Specifications:
10.2.1 Engine Speed—900 6 9 rpm, when the engine is These clearances should ensure that both valves have suffi-
operating with combustion with a maximum variation of 9 rpm cient clearance to cause valve seating during engine warmup.
occurring during a rating. Engine speed when combustion is The adjustable-length valve push-rods shall be set so that the
occurring shall not be more than 3 rpm greater than that for valve rocker adjusting screws have adequate travel to permit
motoring without combustion. the final clearance setting.
10.2.2 Valve Timing— The engine uses a four-stroke cycle 10.3.6.2 Engine Running and Hot—The clearance for both
with two crankshaft revolutions for each complete combustion intake and exhaust valves shall be set to 0.206 0.025 mm
cycle. The two critical valve events are those that occur near (0.008 6 0.001 in.), measured under standard operating
top-dead-center (tdc); intake valve opening and exhaust valve conditions with the engine running at equilibrium conditions
closing. See Annex A4 for Camshaft Timing and Valve Lift on a typical diesel fuel oil.
Measurement Procedure. 10.3.7 Oil Pressure—172 to 207 kPa (25 to 30 psi). See
10.2.2.1 Intake valve opening shall occur 10.0 6 2.5° Annex A4 for the Adjusting Crankcase Lubricating Oil Pres-
after-top-dead-center (atdc) with closing at 34° after-bottom- sure procedure.
dead-center (abdc) on one revolution of the crankshaft and 10.3.8 Oil Temperature—57 6 8°C (135 6 15°F).
flywheel. 10.3.9 Cylinder Jacket Coolant Temperature—100 6 2°C
10.2.2.2 Exhaust valve opening shall occur 40° before- (212 6 3°F).
bottom-dead-center (bbdc) on the second revolution of the 10.3.10 Intake Air Temperature—66 6 0.5°C (150 6 1°F).
crankshaft or flywheel with closing at 15.0 6 2.5° after-top- 10.3.11 Basic Ignition Delay—13.0° for the sample and
dead-center on the next revolution of the crankshaft or fly- reference fuels.
wheel. 10.3.12 Cylinder Jacket Coolant Level:
10.2.3 Valve Lift—Intake and exhaust cam lobe contours, 10.3.12.1 Engine Stopped and Cold—Treated water/coolant
while different in shape, shall have a contour rise of 6.223 to added to the cooling condenser—cylinder jacket to a level just
6.350 mm (0.245 to 0.250 in.) from the base circle to the top observable in the bottom of the condenser sight glass will
of the lobe so that the resulting valve lift shall be 6.045 6 0.05 typically provide the controlling engine running and hot
mm (0.238 6 0.002 in.). See Annex A4 for Camshaft Timing operating level.
and Valve Lift Measurement Procedure. 10.3.12.2 Engine Running and Hot—Coolant level in the
10.2.4 Fuel Pump Timing—Closure of the pump plunger condenser sight glass shall be within 61 cm (0.4 in.) of the
inlet port shall occur at a flywheel crank angle between 300 and LEVEL HOT mark on the coolant condenser.
306°. on the engine compression stroke when the fuel flow- 10.3.13 Engine Crankcase Lubricating Oil Level:
rate-micrometer is set to a typical operating position and the 10.3.13.1 Engine Stopped and Cold—Oil added to the
variable timing device lever is at full advance (nearest to crankcase so that the level is near the top of the sight glass will
operator). See Annex A4 for detailed instructions on setting typically provide the controlling engine running and hot
and checking the fuel pump timing. operating level.
10.2.5 Fuel Pump Inlet Pressure—A minimum fuel head 10.3.13.2 Engine Running and Hot—Oil level shall be
established by assembly of the fuel tanks (storage reservoirs) approximately mid-position in the crankcase oil sight glass.
and flow rate measuring buret so that the discharge from them 10.3.14 Crankcase Internal Pressure—As mentioned by a
is 635 6 25 mm (25 6 1 in.) above the centerline of the fuel gage or manometer connected to an opening to the inside of the
injection pump inlet. crankcase through a snubber orifice to minimize pulsations, the
10.3 Assembly Settings and Operating Conditions: pressure shall be less than zero (a vacuum) and typically from

5
 D 613 – 03a
25 to 150 mm (1 to 6 in.) of water less than atmospheric of test. The actual compression ratio is not important but an
pressure. Vacuum shall not exceed 255 mm (10 in.) of water. indication of compression ratio which relates to cetane number
10.3.15 Exhaust Back Pressure—As measured by a gage or is a useful guide for selecting reference fuels to bracket the
manometer connected to an opening in the exhaust surge tank sample of diesel fuel oil. The following procedure shall be used
or main exhaust stack through a snubber orifice to minimize to index the handwheel reading when the engine is new or
pulsations, the static pressure should be as low as possible, but anytime the matched handwheel assembly/cylinder head com-
shall not create a vacuum nor exceed 254 mm (10 in.) of water bination is interchanged or mechanically reassembled. See
differential in excess of atmospheric pressure. Appendix X3 for handwheel assembly reworking instructions.
10.3.16 Exhaust and Crankcase Breather System 10.3.20.1 Handwheel Micrometer Drum and Scale
Resonance—The exhaust and crankcase breather piping sys- Setting—Refer to Table 1 to select the appropriate handwheel
tems shall have internal volumes and be of such length that gas reading to be used in aligning the drum and scale.
resonance does not result. See Appendix X2 for a suitable 10.3.20.2 Basic Setting of Variable Compression Plug—
procedure to determine if resonance exists. Position the variable compression plug so that the flat surface
10.3.17 Piston Over-Travel—Assembly of the cylinder to is just visible and exactly in line with the edge of the threads
the crankcase shall result in the piston protruding above the top of the combustion pickup hole, as verified with a straightedge.
of the cylinder surface 0.381 6 0.025 mm (0.015 6 0.001 in.) 10.3.20.3 Setting Handwheel Reading—Tighten the small
when the piston is at top-dead-center. Proper positioning is locking handwheel snugly by hand to ensure that the variable
accomplished through the use of plastic or paper gaskets, compression plug is held in place in the bore. Loosen the lock
available in several thicknesses and selected by trial and error nut of the large handwheel and remove the locking L-shaped
for assembly between the cylinder and crankcase deck. key. Turn the large handwheel so that the edge of the drum is
10.3.18 Belt Tension—The belts connecting the flywheel to in alignment with the 1.000 graduation on the horizontal scale.
the absorption motor shall be tightened, after an initial break- Reinstall the L-shaped key in the nearest keyway slot of the
in, so that with the engine stopped, a 2.25 kg (5 lb) weight large handwheel with the shorter leg in the handwheel. A slight
suspended from one belt half way between the flywheel and shifting of the handwheel to achieve slot line-up will not affect
motor pulley shall depress the belt approximately 12.5 mm (0.5 the indexing. Tighten the lock nut hand-tight to hold the key in
in.). place. Remove the locating screw from the drum and rotate the
10.3.19 Setting Injector Nozzle Assembly Pressure and drum so that the zero graduation mark is in line with the
Spray Pattern Check—(Warning—Personnel shall avoid con- selected reading from Table 1. Locate the screw hole in the
tact with the spray pattern from injector nozzles because of the drum which lines up with the handwheel hub hole and reinstall
high pressure which can penetrate the skin. Spray pattern the locating screw. Wrench tighten the large handwheel lock
performance checks shall be made in a hood or where adequate nut and recheck that the variable compression plug is properly
ventilation insures that inhalation of the vapors is avoided.) positioned and the handwheel reading is in accordance with the
10.3.19.1 Injector Opening or Release Pressure—The pres- value in Table 1.
sure adjusting screw is adjustable and shall be set to release 10.3.21 Basic Compression Pressure—At a handwheel
fuel at a pressure of 10.3 6 0.34 MPa (1500 6 50 psi). Check reading of 1.000, the compression pressure for an engine
this setting using an injector nozzle bench tester, each time the operated at standard barometric pressure of 760 mm Hg. (29.92
nozzle is reassembled and after cleaning. Use of a commercial in. Hg) shall be 3275 6 138 kPa (475 6 20 psi) when read as
injector nozzle bench tester is recommended. See Annex A4 for quickly as possible after shutdown of the engine which had
procedural detail. been at standard operating conditions. If the condition is not
10.3.19.2 Injector Spray Pattern—Check the spray pattern within limits, recheck the basic handwheel setting and, if
for symmetry and characteristic by inspection of the impres- necessary, perform mechanical maintenance. See Annex A4 for
sion of a single injection made on a piece of filter paper or the Checking Compression Pressure procedure.
other slightly absorbent material placed at a distance of 10.3.21.1 For engines operated at other than standard baro-
approximately 7.6 cm (3 in.) from the nozzle. A typical spray metric pressure, the compression pressure will typically be in
pattern is illustrated in Fig. 2. proportion to the ratio of the local barometric pressure divided
10.3.20 Indexing Handwheel Reading—Handwheel read- by standard barometric pressure. As an example, an engine
ings are a simple and convenient indication of engine com- located where the barometric pressure is 710 mm Hg would be
pression ratio which is a critical variable in the cetane method expected to have a compression pressure of approximately
30606 138 kPa (444 6 20 psi). (Warning—In addition to
other precautions, compression pressure testing using a com-
pression pressure gage should be completed in as short a period

TABLE 1 Handwheel Setting for Various Cylinder Bore Diameters

Cylinder Diameter, in. Handwheel Reading
3.250 (Standard Bore) 1.000
3.260 (Rebored 0.010 in. Oversize) 0.993
3.270 (Rebored 0.020 in. Oversize) 0.986
3.280 (Rebored 0.030 in. Oversize) 0.978
FIG. 2 Typical Injector Spray Pattern

6
 D 613 – 03a
of time as possible to avoid the possibility of combustion 11.2.2 Engine performance is judged satisfactory if the
occurrence due to the presence of any small amount of oil in cetane rating obtained on a Check Fuel is within the Check
the gage or combustion chamber.) Fuel tolerance limits calculated as follows:
Compression Pressure ~LocalBaro.,mmHg! Tolerance Limits 5 CNARV 6 1.5 3 SARV (3)
5 3275 kPa 3 Local Baro./Standard Baro. (2)
Example: Compression Pressure710mmHg
where:
5 3275 3 710/760 5 3060 kPa CNARV = the cetane number accepted reference value of
the Check Fuel,
10.3.22 Fuel Pump Lubricating Oil Level—With the engine 1.5 = a selected tolerance limit factor (K) for normal
stopped, sufficient engine crankcase lubricating oil shall be distributions,
added to the pump sump so that the level is at the mark on the SARV = the standard deviation of the Check Fuel data
dip stick. (Warning—As a result of engine operation, espe- used to determine CNARV.
cially when the pump barrel/plunger assembly begins to wear, 11.2.2.1 In the context of this test method, the statistical
the level in the sump will increase due to fuel dilution as tolerance limit factor (K), based on a sample size (n), permits
observed through a clear plastic side plate on the pump an estimation of the percentage of engines that would be able
housing. When the level rises appreciably, the sump should be to rate the Check Fuel within the calculated tolerance limits.
drained and a fresh charge of oil added.) Based on a data set of 17 to 20 ratings used to determine the
10.3.23 Fuel Pump Timing Gear Box Oil Level—With the Check Fuel CNARV, and a value of K = 1.5, it is estimated that
engine stopped, unplug the openings on the top and at the in the long run, in 19 cases out of 20, at least 70 % of the
mid-height of either side of the gear box. Add sufficient engine engines would rate the Check Fuel within the calculated
crankcase lubricating oil through the top hole to cause the level tolerance limits.
to rise to the height of the side opening. Replug both openings. 11.2.3 If the results are outside this tolerance range, the
(Warning—The pump and timing gear box oil sumps are not engine is not acceptable for rating samples and a check of all
connected to each other and the lubrication for the two is operating conditions is warranted followed by mechanical
independent.) maintenance which may require critical parts replacement. The
10.3.24 Instrumentation—Positioning of the reference pick- injector nozzle can be a very critical factor and this should be
ups and injector pickup is important to ensure that timing of the the first item checked or replaced to achieve rating compliance.
injection and ignition delay functions is uniform and correct.
10.3.24.1 Setting Reference Pickups—These two pickups 12. Procedure
are identical and interchangeable. They are installed in a
12.1 Bracketing by Handwheel Procedure—See Appendix
bracket positioned over the flywheel so that they clear the
X2 for the details of engine operation and the adjustment of
flywheel indicator which triggers them.
each of the individual operating variables.
10.3.24.2 Position each pickup in the bracket so that it is
12.1.1 Check that all engine operating conditions are in
properly referenced to the flywheel indicator in accordance
compliance and equilibrated with the engine running on a
with the instructions supplied with the specific pickup.
typical diesel fuel oil. (Warning—In addition to other precau-
10.3.24.3 Measurement of pickup to flywheel indicator tions, always position the ignition delay meter (Mark II and
clearance, if required, shall be made using a non-magnetic earlier models) to CALIBRATE before proceeding with fuel
feeler gage. switching so that violent meter needle full-scale pegging does
10.3.25 Setting Injector Pickup Gap—Set the air gap to not occur. Calibration adjustment should be checked before
typically 1 mm (0.040 in.) with the engine stopped. each rating but never changed during a rating.)
10.3.25.1 Individual pickups may require more or less air 12.1.2 Introduce the sample to an empty fuel tank, rinse the
gap to obtain steady meter operation when the engine is fuel buret, purge any air from the fuel line to the pump and
ultimately running but too little gap can cause the ignition position the fuel-selector valve to operate the engine on this
delay angle display to drive off scale. fuel. (Warning—Sample and Fuel—Combustible. Vapor
Harmful. See Annex A1.)
11. Calibration and Engine Qualification 12.1.3 Fuel Flow Rate—Check the fuel flow rate and adjust
11.1 Engine Compliance—It is assumed that the engine has the flow-rate-micrometer of the fuel pump to obtain 13 mL per
been commissioned and that all settings and operating vari- min consumption. The final flow rate measurement shall be
ables are at equilibrium and in compliance with basic engine made over a full 60 6 1 s period. Note the flow-rate-
and instrument settings and standard operating conditions. micrometer reading for reference.
11.1.1 Engine warmup requires typically 1 h to ensure that 12.1.4 Fuel Injection Timing—After establishing the fuel
all critical variables are stable. flow rate, adjust the injection-timing-micrometer of the fuel
11.2 Checking Performance on Check Fuels—This engine pump assembly to obtain a 13.0 6 0.2° injection advance
test does not have any satisfactory standardization fuel blend or reading. Note the injection-timing-micrometer reading for
blends to qualify the engine. The Check Fuels are the most reference.
helpful means available to permit judgement of good perfor- 12.1.5 Ignition Delay—Adjust the handwheel to change the
mance. compression ratio and obtain a 13.0 6 0.2° ignition delay
11.2.1 Test one or more of the Check Fuels. reading. Make the final handwheel adjustment in the clockwise

7
 D 613 – 03a
direction (viewed from front of engine) to eliminate backlash before recording the handwheel readings. The fuel switching
in the handwheel mechanism and a potential error. shall be as illustrated in Fig. 3 Sample and Reference Fuel
12.1.6 Equilibration—It is important to achieve stable in- Reading Sequence A.
jection advance and ignition delay readings. 12.1.10.1 If a sample is tested immediately following one
12.1.6.1 Stable readings should typically occur within 5 to for which the Reference Fuel No. 2 will be applicable, that
10 min. reference fuel handwheel reading can be utilized for the new
12.1.6.2 The time used for the sample and each of the sample. The fuel switching shall thus be as illustrated in Fig. 3,
reference fuels should be consistent and shall not be less than Sample and Reference Fuel Reading Sequence B.
3 min. 13. Calculation of Cetane Number
12.1.7 Handwheel Reading—Observe and record the hand-
13.1 Calculate the average handwheel readings for the
wheel reading as the representative indication of the combus-
sample and each of the reference fuel blends.
tion characteristic for this fuel sample.
13.2 Calculate the cetane number by interpolation of these
12.1.8 Reference Fuel No. 1—Select a secondary reference average handwheel readings proportioned to the cetane num-
fuel (T Fuel and U Fuel) blend close to the estimated cetane bers of the bracketing reference fuel blends in accordance with
number of the sample. Eq 4. See Fig. 4.
NOTE 1—The handwheel reading vs cetane number relationship based 13.2.1 For the Handwheel Bracketing Procedure:
on this procedure is engine and overhaul dependent but it can be
established for each engine as testing experience is gained after each
overhaul. A plot or table of handwheel readings provides a simple guide
S
HWS 2 HW LRF
CNS 5 CNLRF 1 HW
HRF 2 HWLRF
D
~CNHRF 2 CNLRF! (4)

to selection of the reference fuel.

12.1.8.1 Prepare a fresh 400 or 500 mL batch of the selected where:
reference blend. CNS = cetane number of sample,
CNLRF = cetane Number of low reference fuel,
12.1.8.2 Introduce Reference Fuel No. 1 to one of the CNHRF = cetane number of high reference fuel,
unused fuel tanks taking care to flush the fuel lines in the same HWS = handwheel reading of sample,
manner as noted for the sample. HWLRF = handwheel reading of low reference fuel, and
12.1.8.3 Perform the same adjustment and measurement HWHRF = handwheel reading of high reference fuel.
steps used for the sample and record the resulting handwheel 13.2.2 Do not interpolate using reference fuel blend volume
reading. percent of T Fuel values and convert that equivalent percent to
12.1.9 Reference Fuel No. 2—Select another secondary cetane number.
reference fuel blend which can be expected to result in a 13.3 Round the calculated cetane number to the nearest
handwheel reading that causes the two reference fuel hand- tenth. Any cetane number ending in exactly 5 in the second
wheel readings to bracket that for the sample. The difference decimal place shall be rounded to the nearest even tenth
between the two reference fuel blends shall not exceed 5.5 number; for example, round 35.55 and 35.65 to 35.6 cetane
cetane numbers. Typically, blends differing by 5 volume number.
percent T Fuel will span about 2.7 cetane numbers and those
differing by 10 volume percent T Fuel will span about 5.3
cetane numbers.
12.1.9.1 Prepare a fresh 400 or 500 mL batch of the selected
reference fuel blend.
12.1.9.2 Introduce Reference Fuel No. 2 to the third fuel
tank taking care to flush the fuel lines in the same manner as
noted for the sample.
12.1.9.3 Perform the same adjustment and measurement
steps used for the sample and first reference fuel and record the
resulting handwheel reading.
NOTE 2—Typically, the fuel-flow-rate should be the same for both
reference fuels because they are sufficiently similar in composition.
12.1.9.4 If the handwheel reading for the sample is brack-
eted by those of the reference fuel blends, continue the test;
otherwise try an additional reference fuel blend(s) until this
requirement is satisfied.
12.1.10 Repeat Readings—After operation on a satisfactory
second reference fuel blend, perform the necessary steps to
rerun Reference Fuel No. 1, then the sample and finally
Reference Fuel No. 2. For each fuel, be certain to check all
parameters carefully and allow operation to reach equilibrium FIG. 3 Sample and Reference Fuel Reading Sequence

8
 D 613 – 03a
TABLE 2 Cetane Number Repeatability and Reproducibility
Limits
Average Cetane Number Repeatability Limits, Reproducibility Limits
LevelA Cetane Number Cetane Number
40 0.8 2.8
44 0.9 3.3
48 0.9 3.8
52 0.9 4.3
56 1.0 4.8
A
Values for cetane numbers intermediate to those listed above, may be
obtained by linear interpolation.

testing program data from mid-1978 through 1987. During this

period each exchange sample was rated twice on the same day
by the same operator on one engine in each of the Member
laboratories.14
15.1.4 Reproducibility precision limits are based on the
combined NEG monthly sample testing program data from
FIG. 4 Example of Cetane Number Calculations
mid-1978 through mid-1992, the Institute of Petroleum
monthly sample data for 1988 through mid-1992 and the
Institut Francais du Petrole monthly sample data for 1989
14. Report
through early 1992.
14.1 Report the calculated result as cetane number. 15.1.5 The combination of the large number of sample sets
14.2 If the sample was filtered before testing, include this and the fact that each sample is tested by 12 to 25 laboratories
information in the report. provides a comprehensive picture of the precision achievable
using this test method. Analyzed graphically, the respective
15. Precision and Bias
sample standard deviations were plotted vs cetane number. The
15.1 Handwheel Bracketing Procedure Precision—The pre- variation in precision with respect to cetane number level for
cision of this test method and procedure based on statistical these data is best expressed by a linear regression of the values.
examination of interlaboratory test results is as follows: The average standard deviation for each cetane number level
15.1.1 Repeatability—The difference between two test re- has been multiplied by 2.772 to obtain the respective limit
sults, obtained on identical test samples under repeatability values.
conditions would, in the long run, in the normal and correct 15.2 Bias—The procedure in this test method for cetane
operation of the test method, exceed the values in Table 2 only number of diesel fuel oil has no bias because the value of
in 1 case in 20. cetane number can be defined only in terms of the test method.
15.1.2 Reproducibility—The difference between two single
and independent results obtained on identical test samples 16. Keywords
under reproducibility conditions would, in the long run, in the 16.1 cetane number; diesel performance; ignition delay
normal and correct operation of the test method, exceed the
values in Table 2 only in 1 case in 20. 14
Supporting data (a listing of the data and the analyses used to establish the
15.1.3 Repeatability precision limits are based on the precision statements) have been filed at ASTM International Headquarters and may
ASTM National Exchange Group (NEG) monthly sample be obtained by requesting Research Report RR: D02-1303.

ANNEXES

(Mandatory Information)

A1. WARNING INFORMATION

A1.1 Introduction A1.2 Warning

A1.1.1 In the performance of the standard test method there A1.2.1 Combustible. Vapor harmful.
are hazards to personnel. These are indicated in the text. For A1.2.2 Applicable Substances:
more detailed information regarding the hazards, refer to the A1.2.2.1 Diesel fuel oil.
appropriate Material Safety Data Sheet (MSDS) for each of the A1.2.2.2 Reference material.
applicable substances to establish risks, proper handling, and A1.2.2.3 Reference fuel.
safety precautions. A1.2.2.4 n-cetane.

9
 D 613 – 03a
A1.2.2.5 Heptamethylnonane. A1.3.2 Applicable Substances:
A1.2.2.6 Alpha-methylnaphthalene. A1.3.2.1 Petroleum based solvent.
A1.2.2.7 Secondary reference fuels, T Fuel and U Fuel
A1.2.2.8 Check Fuel. A1.4 Warning
A1.2.2.9 Kerosine.
A1.2.2.10 Warmup fuel. A1.4.1 Poison. May be harmful or fatal if inhaled or
A1.2.2.11 Engine crankcase lubricating oil. swallowed.
A1.4.2 Applicable Substances:
A1.3 Warning
A1.4.2.1 Ethylene glycol based antifreeze
A1.3.1 Flammable. Vapors harmful if inhaled. Vapors may
cause flash fire.

A2. ENGINE EQUIPMENT DESCRIPTION AND SPECIFICATIONS

A2.1 Engine Equipment A2.2.1.1 Crankshaft Assembly (A109511H).

A2.1.1 The single cylinder cetane test engine is manufac- A2.2.1.2 Piston Assembly (0023204B).
tured as a complete unit by Waukesha Engine Division, Dresser A2.2.1.3 Rings, Piston, Compression, Straight (106222A), 4
Industries, Inc. and consists of both critical and non-critical required.
equipment. The Waukesha Engine Division designation is NOTE A2.1—Ring, Piston, Compression, Straight, Chrome (106222B),
Model CFR F-5 Cetane Method Diesel Fuel Rating Unit. Use of a chrome ring in the top groove is optional with 3 compression
Waukesha Engine Division Part Numbers or References are rings (106222A) in the other 3 compression ring grooves.
included in parenthesis after the items where applicable. A2.2.1.4 Ring, Piston, Oil (23505).
A2.1.1.1 See Table A2.1. A2.2.1.5 Connecting Rod Assembly (BA111666).
A2.2 Critical Equipment—Critical engine components A2.2.1.6 Camshaft (109583B).
and primary assemblies which shall be used for this test A2.2.1.7 Balancing Shaft, 2 required (109510A).
method are listed. The bearings, gears, seals, covers, special A2.2.1.8 Counterweight for Balancing Shaft, (109565) 2
fittings or hardware and gaskets manufactured by Waukesha required.
Engine Division and applicable to each critical assembly shall A2.2.1.9 Flywheel (109501H) (applicable for 50 or 60 Hz
also be considered critical. units).
A2.2.1.10 Oil Pump Assembly (110150A).
A2.2.1 Crankcase Assembly—Model CFR-48 (109520D)
A2.2.1.11 Oil Suction Screen Assembly (0109552).
specified to include the following major items (See Fig. A2.1):
A2.2.1.12 Oil Pressure Control Valve Assembly
TABLE A2.1 General Engine Characteristics and Information (A109538A).
Item Description A2.2.1.13 Crankcase Breather Assembly (Group 070.00).
Crankcase Model CFR-48 (Preferred), High or Low Speed
A2.2.1.14 Accessory Bracket, Fuel Pump (109515A).
Models (Optional) A2.2.1.15 Stud Assembly, Crankcase to Cylinder (B839.4
Cylinder Type Single bore cast iron with integral coolant required: B5764.2 required).
jacket
Cylinder Head Type Cast Iron with turbulence precombustion
A2.2.1.16 Stud Nuts, Cylinder (105361, 6 required).
chamber, variable compression plug A2.2.2 Cylinder Assembly—(0105081) of cast iron with
passage, integral coolant passages, and internal coolant passages and a basic bore diameter of 3.250
in-head valve assembly
Compression Ratio Adjustable 8:1 to 36:1 by external handwheel
in., specified to include the following (See Fig. A2.2):
assembly A2.2.2.1 Stud Assembly, Cylinder to Head (B-8200, 5
Cylinder Bore (Diameter), in. 3.250 (Standard), Reboring to 0.010, 0.020, required).
0.030 over is acceptable
Stroke, in. 4.50
A2.2.2.2 Stud Nuts, Cylinder Head (105361, 7 required).
Displacement, cu in 37.33 A2.2.2.3 Crankcase to Cylinder Spacer Gasket Set—
Valve Mechanism In-head with enclosure Selection of one or more gaskets must be made at the time of
Intake and Exhaust Valves Stellite faced, plain type without shroud
Piston Cast iron, flat top
cylinder assembly to achieve the specified piston over travel.
Piston Rings: Available gaskets are:
Compression Type 4, Ferrous, straight sided (Top may be chrome Gasket, Cylinder Base—0.021 in. thick (105181)
plated—Optional)
Oil Control 1, Cast iron, one piece, slotted (Type 85) Gasket, Cylinder Base—0.015 in. thick (105181A)
Camshaft Over lap, degree 5 Gasket, Cylinder Base—0.010 in. thick (105181B)
Fuel System Injection pump with variable timing device and Gasket, Cylinder Base—0.003 in. thick (105181C)
injector
Injector Holder with by-pass pressure release valve A2.2.3 Cylinder Head Assembly—(AF105082B) of cast
Spray Nozzle Closed, differential-needle, hydraulically- iron with internal coolant passages, a flat-top combustion
operated, pintle type chamber surface, a horizontal and cylindrical precombustion
Weight of Engine Approximately 400 kg (880 lb)
Weight of Complete Test Unit Approximately 1250 kg (2750 lb) chamber to accept a matched and pinned, variable compression
ratio handwheel housing on one end and including a passage

10
 D 613 – 03a

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

for insertion of an injector assembly at the other end. An angled washer to flatten and expand the variable compression plug to
passage, 0.5 in. square in cross-section, connects the precom- seal the precombustion chamber. See Fig. A2.3.
bustion chamber to the main combustion chamber. The assem- A2.2.5 Cylinder Coolant System Assembly, specified to
bly is specified to include the following major items (See Fig. include the following major items.
A2.2 and Fig. A2.3): A2.2.5.1 Condenser Body Assembly (A109264A) including
A2.2.3.1 Integral but replaceable, hardened, Valve Seat condenser coil subassembly, baffle tube and sight glass subas-
Inserts (105987A), sembly.
A2.2.3.2 Integral but replaceable Valve Guides (23109A), A2.2.5.2 Condenser Water Pipe Assembly (0109131B).
A2.2.3.3 Intake and Exhaust Valve (106625), A2.2.5.3 Water Inlet Pipe (105083).
A2.2.3.4 Valve Spring, Rotator Assembly (G-806-3) includ- A2.2.6 Inlet Air System Assembly (Group G-841-9) speci-
ing spring (109659), spacer (110200), felt (B4680), rotator fied to include the following major items:
(110165B) and tapers (109658), A2.2.6.1 Air Silencer Elbow (105188), with gaskets, nuts
A2.2.3.5 Valve Rocker Arm Subassembly (Group and washers.
G-002.10). A2.2.6.2 Air Heater Silencer Assembly (AA110468).
A2.2.4 Handwheel—Variable Compression Plug A2.2.6.3 Air Inlet Heater Assembly (A106583E).
Assembly—(A105097) including an expandable plug that is A2.2.7 Fuel System—Components required to permit con-
screwed in or out of the handwheel housing, an adjusting stant pressure introduction of sample or reference fuel blends
handwheel, a micrometer scale and barrel vernier to indicate to an injection pump, the injection pump with adjustment for
plug position, and a locking wheel to cause a dished, split- flow rate, an integral variable timing device, a pump gallery air

11
 D 613 – 03a

FIG. A2.2 Exploded View of Cetane Cylinder and Head Assembly

FIG. A2.3 Cylinder Head and Handwheel Assembly—Sectional View

trap device, a high pressure fuel delivery tubing and an injector A2.2.7.3 Fuel Line Air Trap Assembly (Group G-808-9)
nozzle assembly with mechanism to permit sensing of the time Including pump outlet fitting (105302).
of injection. Critical Equipment is specified to include the A2.2.7.4 Variable Timing Device Assembly (Group G-808-
following major items:
10)
A2.2.7.1 Fuel Injection Pump Assembly (C106941C)
Bosch specification APE 1B-50P-5625C Injection Pump For integral mounting to the pump housing and including the
equipped with a 5 mm Barrel and Plunger Assembly (110754). Timing Device (110778) and associated Disk Coupling
A2.2.7.2 Fuel Selector-Valve Assembly (A111388) (B9496).
Including pump inlet fitting (105303A). A2.2.7.5 Shaft Coupling Assembly (Group G-808-11)

12
 D 613 – 03a
For connection of the variable timing device shaft to the A2.4.7 Injector Nozzle, American Bosch ADN-30S-3/1
engine camshaft. (110700) which was the predecessor to the current SP8-S-
A2.2.7.6 Fuel Injection Tube or Line (A106318E) 1003/W but which is no longer manufactured.
For connection of the fuel pump to the injector assembly.
This tube shall be 28 in. long of 1⁄4 in. OD, 1⁄16 in. ID steel A2.5 Non-Critical Equipment and Specifications—A num-
tubing. ber of components and devices are required to integrate the
A2.2.7.7 Fuel Injector Assembly (A75067E) critical equipment items into a complete working system or
Including an O.M.T., S.p.A. specification SP8-S-1003/W unit. Many of these are common hardware, tubing, fasteners
Injector Nozzle (110700), a nozzle opening pressure adjust- and electrical items potentially available from multiple
ment, an extended pintle feeler pin for indication of time of sources. In some cases, however, selection of specific sizes or
injection and a fuel by-pass valve to release injection pump specification criteria are important to achieve the proper
fuel pressure from the nozzle. conditions for the cetane testing equipment unit. Important
A2.2.8 Power Absorption Motor criteria for a component are included when applicable.
Reluctance-type, synchronous, single-speed, electric motor A2.5.1 Foundation and Bedplate:
for belt drive connection to the engine and capable of both A2.5.1.1 Foundation
starting the engine and absorbing the power developed when Typically, in the form of a reinforced concrete block, site
combustion is in process. Waukesha Engine Division is the sole poured, the foundation should be approximately 700 mm wide,
supplier of this item in order to insure meeting the following 1320 mm long and a minimum of 280 mm high (28 in. wide,
speed and load absorbing specifications. Part numbers are 52 in. long and a minimum of 11 in. high). Height of the
dependent on the three-phase electrical service voltage and foundation should be minimized so that the fuel sample
frequency available at the site of unit installation. reservoirs are at an elevation for safe pouring of fuel oil by
A2.2.8.1 Speed operators of average height without the use of a raised platform
1200 rpm 6 1 % for 60 Hz, three-phase power; 1500 rpm 6 or step in front of the engine. If the unit is placed on an
1 % for 50 Hz, three-phase power. industrial building floor of reinforced concrete approximately
200 mm or 8 in. thick, no special support for the foundation is
A2.3 Engine Dimensions required.
A2.3.1 See Table A2.2. A2.5.1.2 Bedplate (27671H), of cast iron, 24 in. wide, 48 in.
long and 4 in. high such that the engine and power absorption
A2.4 Equivalent Equipment motor can be solidly mounted and aligned as well as providing
A2.4.1 Crankcase Assembly—Commonly known as the a platform for assembly of accessory electrical equipment,
standard or low-speed crankcase which was the original model controls, instrumentation and utility connections.
developed in 1933. Parts for this crankcase are no longer A2.5.2 Heater for Crankcase (B3109A), dual element, 300
manufactured. watt maximum, surface mounting, flat, circular electrical
A2.4.2 Crankcase Assembly—Commonly known as the heater.
high-speed crankcase, this model was the standard version A2.5.3 Exhaust Discharge System Assembly (023242A and
manufactured from about 1939 through 1954. Parts for this A109887E)—Piping, with or without water cooling, suitable to
crankcase are no longer manufactured. discharge exhaust fumes from the combustion chamber to
A2.4.3 Cylinder Assembly—(0105081) which has, through atmosphere and having adequate volume and length to comply
operational wear, exceeded the basic bore diameter tolerance with the specified operating conditions for exhaust back
and has been successfully rebored to 0.010, 0.020, or 0.030 in. pressure without resonance.
oversize. A2.5.4 Filter Assembly for Crankcase Oil (AA111345).
A2.4.4 Piston Assembly for rebored cylinder assemblies as A2.5.5 Fuel Oil Sample and Reference Fuel Reservoir
follows: Assembly (Groups 216 and 400)—Minimum of three (3) fuel
A2.4.4.1 For 0.010 in. oversize cylinders (23204B1). tanks each of 300 mL minimum capacity with a sight glass
A2.4.4.2 For 0.020 in. oversize cylinders (23204B2). assembly to indicate fuel level and including discharge tubing
A2.4.4.3 For 0.030 in. oversize cylinders (23204B3). of stainless steel or other material impervious to diesel fuel oil.
A2.4.5 Ring, Piston, Compression, Straight for rebored Discharge tubing diameter shall be as small as practical to
cylinder assemblies as follows: minimize system holdup but shall not be smaller than that of
A2.4.5.1 For 0.010 in. oversize pistons (106222A1) or either 10 mm OD or 5⁄16 in. OD standard tubing.
chrome (106222B1). A2.5.6 Belting, Engine Flywheel to Power Absorption
A2.4.5.2 For 0.020 in. oversize pistons (106222A2) or Motor—Set of two “C” section, typically of 2160 mm or 85 in.
chrome (106222B2). length (027970 for 60 Hz power; OB5500 for 50 Hz power).
A2.4.5.3 For 0.030 in. oversize pistons (106222A3) or A2.5.7 Electrical Switchgear, including input connections
chrome (106222B3). and circuit protection for three phase power to operate the
A2.4.6 Ring, Piston, Oil for rebored cylinder assemblies as power absorption motor and single phase power to operate
follows: start-stop circuitry, controls, heaters, safety devices and instru-
A2.4.6.1 For 0.010 in. oversize pistons (23505-1). mentation. Circuit design shall ensure that failure of either the
A2.4.6.2 For 0.020 in. oversize pistons (23505-2). single or three phase power source will disconnect the other
A2.4.6.3 For 0.030 in. oversize pistons (23505-3). source.

13
 D 613 – 03a
TABLE A2.2 Engine Dimensions, Manufacturing Tolerances and Replacement Limits

Item Basic Dimension Manufacutring Tolerances Replacement Limits

Crankcase:
Oil Passages in Crankcase Pass 1⁄4 in. rod
Crankshaft Bearings:
Front Main:
Journal Diameter 3.00
Journal to Bearing Clearance 0.0035 to 0.0049 0.006 max
Rear Main:
Journal Diameter 3.00
Journal to Bearing Clearance ... 0.0035 to 0.0049 0.006 max
Main Bearing to Case Clearance (Both) 0.0005 to 0.002 ...
Crankshaft End-play ... 0.006 to 0.008 0.010 max
Connecting Rod Bearing (Big-End):
Crankshaft Journal Diameter 2.50
Journal to Bearing Clearance ... 0.0011 to 0.0036 0.005 max
End-play ... 0.008 to 0.014 0.016 max
Connecting Rod Bearing (Piston Pin End):
Rod End to Piston Boss Clearance 1⁄16 min ... ...
Piston Pin to Bushing Clearance ... 0.0005 to 0.0010 0.015 max
Connecting Rod Alignment:
(1) Piston wall perpendicular to axis of journal within 0.003
(2) Piston pin twist in length of big-end bearing within 0.002
(3) Centerline of rod perpendicular to axis of bearings within 0.003
Camshaft Bearings:
Camshaft Journal Diameter:
Front 1.7795 to 1.7805
Rear 1.2485 to 1.2495
Front Journal to Bearing Clearance ... 0.0015 to 0.003 0.004 max
Rear Journal to Bearing Clearance ... 0.002 to 0.0035 0.004 max
Bearing to Case Clearance (Both) ... 0.0005 to 0.002 ...
End-play ... 0.002 to 0.005 0.007 max
Balancing Shaft Bearings:
Balancing Shaft Journal Diameter 1.748 to 1.749
Shaft to Bearing Clearance (Both) ... 0.0015 to 0.003 0.004 max
Bearing to Case Clearance (Both) ... 0.0005 to 0.002
End-play ... 0.002 to 0.006 0.010 max
Idler Gear:
Stub Shaft Diameter 0.9980 to 0.9985
Stub Shaft to Bearing Clearance ... 0.0015 to 0.003 0.004 max
End-play ... 0.002 to 0.004 0.008 max
Gear Tooth Backlash ... 0.002 to 0.004 0.006 max
Tappet Guide Clearance ... 0.0005 to 0.002 0.003 max
Valve Timing (Based on 0.008 6 0.001 valve clearance):
Inlet Valve Opens 10° atdc 6 2.5°
Inlet Valve Closes 34° abdc
Exhaust Valve Opens 40° bbdc
Exhaust Valve Closes 15° atdc 6 2.5°
Flywheel:
Side Face Runout ... 0.005 max 0.007 max
Rim Surface Eccentricity ... 0.003 max 0.005 max
Piston:
Piston Diameters:
Top Land 3.235 to 3.237 NOTE:
Second/Fifth Lands 3.242 to 3.244 oversize piston diameter dimensions increase
Skirt Diameter 3.2465 to 3.2475 0.010, 0.020 and 0.030 in respectively
Piston to Cylinder Clearance
Top Land ... 0.013 to 0.015
Second/Fifth Lands ... 0.006 to 0.008
Skirt ... 0.0025 to 0.0035 0.0045
Ring to Land Side Clearances:
Top 0.001 to 0.003 0.004
All Others ... 0.001 to 0.0025 0.0035
Ring Gap Clearances:
Compression Rings ... 0.007 to 0.017 0.030
Oil Ring ... 0.010 to 0.018 0.030
Piston Pin Diameter 1.2495 to 1.2498
Pin to Piston Clearance 0.0002 to 0.0004 0.002
Piston Pin Retainers (Truarc):
Free Diameter after Compression 1.340 min
Piston Pin Hole Alignment 0.001 max. 0.0015
Piston Over-Travel:
Piston top above top of cylinder 0.014 to 0.016
Standard Cylinder:
Internal Diameter 3.250 3.250 to 3.2515 0.006 over original bore
NOTE A2.2—Reboring of cylinders to + 0.010, + 0.020, or + 0.030 inch oversize is permitted with a tolerance of 0.0000 to + 0.0015 inch.

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 D 613 – 03a

TABLE A2.2 Continued

Item Basic Dimension Manufacutring Tolerances Replacement Limits
Bore Out of Round ... 0.0005 max. 0.0025
Bore Surface Quality ... 10 to 20 microinches Scored and/or pitted
Hardness, Bore Surface 200 to 235 Brinell ...
Wall Thickness 0.312 to 0.375 ...
Cylinder Head:
Hardness, Combustion Chamber Surface 180 to 220 Brinell ...
Combustion Pick-up Hole Depth
(Top face to bottom of variable compression plug hole) 2.2812 to 2.3125 ...
Variable Compression Plug Hole Diameter 1.6250 1.6245 to 1.6250 1.630 max.
Nozzle Hole Diameter 0.554 to 0.557
Nozzle Seat Counter Bore (O.D.) 0.4062 to 0.4375
Nozzle Sealing Ring Groove:
Diameter 1.333 to 1.343 ...
Width 0.187 to 0.192 ...
Hole Diameter for Guide 0.6250 to 0.6255
Valve Port
Concentricity to Valve Axis 60.031 ...
Rocker Arms:
Bearing Clearance, plain 0.001 to 0.002 ...
Bearing Shaft Diameter 0.6230 to 0.6235
Ball Seats Smooth and fit ball
Valves, Intake and Exhaust:
Stem Diameter 0.3725 0.3725 to 0.3720 0.3705 min.
Face Angle, degrees 45 ... ...
Concentricity, Stem to Face (Run-out) ... 0.0015 max.
Valve Guides, Intake and Exhaust:
Internal Diameter 0.3750 0.3750 to 0.3765 0.3785 max.
Valve Guide to Valve Stem Clearance: 0.003 to 0.004 0.005 max.
Valve Seat Inserts, Intake and Exhaust:
Concentricity, Seat to Guide ... 0.0010 max. ...
Seat Width ... 0.050 to 0.060 0.070 max.
Face Angle, degrees 45° ...
NOTE—For interference angle approach, use face angle of 46 to 47° on seats.
Valve Head Recess from Cylinder Head Surface 0.020 min. 0.020 to 0.025 0.060 max.
Valve Springs:
Free Length (rotator type) 2.125 min. 2.125 min.
Handwheel Assembly:
Variable Compression Plug:
External Diameter 1.6230 to 1.6235
Internal Diameter (At Head) 1.4585 to 1.4590
Split Locking Washer Diameter (Ground) 1.457 to 1.458
Housing Nut to Sleeve Clearance 0.010 max. 0.010 max.
Fuel Injection Pump:
Plunger Diameter 5 mm
Plunger Lift at Port Closure 0.075 to 0.091
Fuel Injector Nozzle:
Pintle Lift 0.004 to 0.006 0.006 max.
Fuel Injection Tube or Line (High Pressure):
Bore 1⁄16

Length 28

A3. INSTRUMENTATION DESCRIPTION AND SPECIFICATIONS

A3.1 Instrumentation A3.2.1 Cetane Meter Specification—The instrumentation

A3.1.1 The single cylinder cetane test engine is manufac- shall be capable of sensing diesel engine combustion cycle
tured by Waukesha Engine Division, Dresser Industries and events. The parameters which shall be indicated are as follows:
includes both critical and non-critical instrumentation. Wauke- A3.2.1.1 Injection Advance, in terms of the crank angle
sha Engine Division Part Numbers are included in parenthesis degrees before top-dead-center at which fuel injection is
after the items where appropriate. initiated.
A3.2 Critical Instrumentation—Critical instrumentation A3.2.1.2 Ignition Delay, in terms of the crank angle degrees
components or specifications for instrumentation which shall from the time of fuel injection to the first indication of
be used for this test method are listed. combustion.

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 D 613 – 03a
A3.2.1.3 The crank angle degree values shall be stable A3.4.1.1 Intake Air Thermometer Assembly (0106317A),
average measurements of the results of multiple combustion using Thermometer (106317A) having a range from 15 to 70°C
cycles presented in either analog or digital form. The range graduated in 1°C divisions (60 to 160°F graduated in 1°F
shall be 0 to 18°. The readability shall be at least 0.1°. divisions) and conforming to the requirements for Thermom-
A3.2.2 Cetane Meter, Waukesha Dual Digital Cetane Meter eter 83C (83F) in Specification E 1.
(A111462B). A3.4.1.2 Intake Air Temperature Controller, with associated
A3.2.3 Cetane Meter Transducers—Pickups required to thermal sensor, for on/off (AA111412B) or proportional tem-
provide input pulses to the dual digital cetane meter to indicate perature control to within the specified limits as measured by
critical engine cycle events. the Intake Air Thermometer.
A3.2.3.1 Reference Pickups (111464A) A3.4.1.3 Cylinder Jacket Coolant Thermometer Assembly
Two are required to establish a crank angle degree time base (0105180), using Thermometer (105180) having a range
for calibration of the dual digital cetane meter. from −15 to 105°C graduated in 1°C divisions (0 to 220°F
A3.2.3.2 Injection Pickup (111465A) graduated in 2°F divisions) and conforming to the require-
To sense the beginning of fuel injection. ments for Thermometer 82C (82F) in Specification E 1.
A3.2.3.3 Combustion Pickup (111463A) A3.4.1.4 Injector Coolant Passage Thermometer Assembly
To sense the beginning of combustion as evidenced by a (0105180), using Thermometer (105180) having a range
significant increase in the rate-of-change of pressure in the from −15 to 105°C graduated in 1°C divisions (0 to 220°F
combustion chamber. graduated in 2°F divisions) and conforming to the require-
ments for Thermometer 82°C (82°F) in Specification E 1.
A3.3 Equivalent Instrumentation A3.4.1.5 Engine Crankcase Lubricating Oil Temperature
A3.3.1 Ignition Delay Meter, Model Mark I, which is no Indicator (105321D), having a range of 15 to 85°C readable to
longer manufactured or serviced but which, as the predecessor 3°C (60 to 180°F readable to 5°F).
to the Mark II, meets the requirements of the specifications A3.4.2 Pressure Measurement:
with the exception that it is only readable to 0.25°. A3.4.2.1 Crankcase Internal Pressure Gage (pressure/
A3.3.2 Ignition Delay Meter, Model Mark II (A111462), vacuum gage) (109929), with a range that includes −500 to 500
which is no longer manufactured but meets the requirements of mm (−20 to 20 in.) of water. A water manometer may be
the specifications with the exception that it is only readable to substituted.
0.25°. A3.4.2.2 Exhaust Back Pressure Gage—with a range that
A3.3.3 Expanded Scale Meter Kit with Ignition Delay includes 0 to 500 mm (0 to 20 in.) of water. A water manometer
Meter, Mark II—The Expanded Scale Meter Kit (made in is a satisfactory alternative.
limited quantity and no longer manufactured or serviced) A3.4.3 Flow Rate Measurement:
upgrades the Mark II instrument so that crank angle events can A3.4.3.1 Fuel Buret (106334), 16 mm I.D. glass buret, 176
be read to 0.1°. mm long with 1 mL graduations.
A3.3.4 Cetane Meter Transducers—pickups required to A3.4.3.2 Fuel Flow Rate Micrometer Assembly (0109427),
provide input pulses to the Cetane Meter to indicate critical readable to 0.025 mm (0.001 in.).
engine cycle events. A3.4.4 Time Measurement:
A3.3.4.1 Reference Pickups (111464) 2 required to establish A3.4.4.1 Fuel Flow Rate Timer
a crank angle degree time base for calibration of the Mark I and Any commercial stop watch or electrical timer having a
Mark II Ignition Delay Meters. range in excess of 60 s and graduated in tenths of 1 s.
A3.4.4.2 Fuel Injection Timing Micrometer Assembly
A3.4 Non-Critical Instrumentation (0109427)
A3.4.1 Temperature Measurement: Readable to 0.025 mm (0.001 in.).

A4. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS

A4.1 Camshaft Timing & Valve Lift Measurement: The coincident with the flat spot of the quieting ramp. The
camshaft for the Model CFR-48 crankcase used for the cetane maximum height of the lobe from the base circle is typically
method has intake and exhaust cam lobes both ground to 0.248 in.
produce a valve lift of 0.238 in. Each lobe is designed to
A4.1.1 Measurement Principle: It is difficult to define the
include a quieting ramp at the beginning and end of the contour
change from the base circle diameter. These quieting ramps are actual point at which a valve should open or close because the
flat spots in the contour which occur at 0.008 to 0.010 in. rise event takes place on the quieting ramp where the rate-of-
from the base circle of the lobe and which extend for typically change of the cam profile is minimal. The following procedure
4 to 6° of crank angle rotation. Actual valve lift does not take uses a point higher up on the contour of the lobes where
place until valve clearance is overcome and this is essentially maximum lift velocity occurs. Thus, all timing events are

16
 D 613 – 03a
referenced to the flywheel crank angle degree readings which in the cam gear permit shifts of timing in 1°, 11 min increments
occur at a rise of 0.054 in. off the cam lobe base circle. Timing for a given mark. Cam gears are supplied with an X mark at the
of the camshaft can be judged by measurement of the intake tooth to be aligned with the corresponding X mark on the
valve opening event which along with the exhaust valve crankshaft gear. If another keyway is used, the gear X mark is
closing event are the so-called “ top end” events that are most irrelevant and the proper tooth for the unmarked keyway must
critical. Fig. A4.1 illustrates both the intake and exhaust lobe be determined. Greater detail is available from the engine
profiles and their relationship in the 720° of rotation of the manufacturer.
flywheel during one combustion cycle.
A4.1.2 Timing Check Procedure: NOTE A4.1—The other valve opening and closing events may also be
A4.1.2.1 Measurement is best made when the cylinder checked but the single measurement based on the intake valve opening
event is sufficient to make the judgement as to proper camshaft timing.
assembly is removed from the crankcase although it is possible
with the cylinder, head and valve mechanism in place. A4.1.3 Valve Lift Check Procedure:
A4.1.2.2 Assemble a dial indicator on the deck of the A4.1.3.1 With the dial indicator still positioned over the
crankcase so that it can be positioned to indicate the lift of the intake valve tappet, continue rotation of the flywheel until a
intake valve tappet. maximum reading is obtained on the dial indicator.
A4.1.2.3 The dial indicator must have a minimum travel of
A4.1.3.2 Read the dial indicator and compare it to the
0.250 in. and read to 0.001 in.
specification which is 0.246 to 0.250 in. If the rise is less than
A4.1.2.4 Position the flywheel to top dead center (tdc) on
the compression stroke and zero the dial indicator to zero. 0.246 from the base circle of the cam, wear of the lobe has
A4.1.2.5 Rotate the flywheel in the normal direction until occurred and camshaft replacement is indicated.
the valve tappet rises causing movement of the dial indicator. A4.1.3.3 Valve lift for the exhaust cam lobe should also be
A4.1.2.6 Continue flywheel rotation until the dial indicator checked by repeating the procedure with the dial indicator
reading is 0.054 in. positioned over that valve tappet. The lift specification is the
A4.1.2.7 Read the flywheel crank angle and compare it to same as for the intake valve.
the specification which is 30°.
A4.1.2.8 If the observed crank angle is within 30 6 2°, the A4.2 Fuel Pump Timing—Pump timing involves coupling
timing is satisfactory. Otherwise, the camshaft needs retiming the drive shaft of the variable timing device of the pump
either by shifting the cam gear with respect to the crankshaft or assembly to the engine camshaft so that the time of fuel
by locating the cam gear on its shaft by using one of the other injection occurs at the proper point in the combustion cycle.
three keyways. Changing the point of mesh of the cam gear With the pump shaft rotated to cause the pump plunger to just
with respect to the crankshaft gear by one full gear tooth makes close the fuel inlet ports, the engine flywheel shall be posi-
a 9.5° change on the flywheel for a given mark. Four keyways tioned between 300 and 306° on the compression stroke.

FIG. A4.1 Camshaft Timing Diagram

17
 D 613 – 03a
A4.2.1 Fuel pump timing is required whenever the pump is A4.2.6 Set the fuel selector-valve between, rather than on,
disassembled or when critical pump parts are replaced. Fig. the numbered mark for a specific fuel tank. Set the flywheel to
A4.2 illustrates the important parts related to the timing a position at any point on the intake stroke. Remove the
procedure. machine bolt which connects the fuel rack to the safety shutoff
A4.2.2 Disconnect the fuel injection tube from the fuel solenoid and check that the rack is forced forward against the
pump outlet and remove delivery valve holder C, spring D and fuel flow-rate micrometer which should be in a typical oper-
delivery valve E from the pump as shown in Fig. A4.2. ating position. Rotate the fuel injection timing micrometer so
(Warning—Wear gloves to protect lapped or polished surfaces that the advance lever is at full advance (nearest to operator).
that could be etched by body acid if handled with bare fingers.) A4.2.7 While slowly rotating the flywheel in the clockwise
(Warning—Immerse all disassembled parts in a container of direction (as seen from the front of the engine), use the rubber
diesel fuel oil such as secondary reference fuel. Any mated
bulb to blow air steadily into the delivery valve holder C, Fig.
parts, such as delivery valve and seat or barrel and plunger
A4.3, and observe air bubbles at the end of the tube submerged
assembly, must be kept together. When making replacements
in the container of diesel fuel oil. When the bubbles stop, the
always use a complete mated assembly. Wash each part in a
port has just been closed by the plunger on its upward stroke.
clean diesel fuel oil and wipe it with a clean, lint-free cloth.
Check replacement parts by number and visual inspection. Determine this point by several trials noting the flywheel crank
Lubricate moving parts with SAE 30 engine crankcase lubri- angle for each to establish an average point.
cating oil before assembly.) A4.2.8 For reference purposes, use this average flywheel
A4.2.3 Reinstall delivery valve holder C without the spring position and observe the scribed line on the edge of the variable
and delivery valve. timing device drive hub and scribe a matching line on the
A4.2.4 Provide and install suitable items to use a rubber housing if one is not already present. This reference mark may
bulb to blow air into the delivery valve holder C when change if new components are installed in the injection pump.
instructed. A4.2.9 For proper timing, the closure of the plunger should
A4.2.5 Disconnect the tube that is between buret D, Fig. 1 occur at a flywheel crank angle of between 300 and 306° on the
and the glass fuel line air trap on the injection pump. Connect compression stroke. If not, remove the two cap screws which
a piece of plastic tubing to the fuel line air trap connection and fasten the pump to camshaft vernier coupling disks together.
submerge the other end of this tube in a small container of Hold the pump disk at the port closing mark, rotate the
diesel fuel oil such that bubbling in the container may be flywheel to a 300° to 306° position and reinstall the two
observed when appropriate. coupling cap screws using the best matching holes.

FIG. A4.2 Fuel Injection Pump—Sectional View

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 D 613 – 03a
A4.5.1 To adjust the injection opening pressure, assemble
the injector nozzle assembly in a suitable injector nozzle tester
in a ventilated hood.
A4.5.2 Loosen the locknut B, Fig. A4.4 on the pressure
adjusting screw A and turn the adjusting screw as required to
obtain the specified 10.3 6 0.34 MPa (1500 6 50 psi) injection
pressure. This is a trial and error procedure whereby the
pressure is checked by use of the injector tester after each
screw adjustment accompanied by relocking of the locknut B.
Inspection for possible nozzle pintle drip as well as spray
pattern should be observed when making this setting.
A4.5.3 After setting injection opening pressure, check that
the injector pickup gap is typically 1 mm (0.040 in.) before
reinstalling the injector assembly in the engine.

A4.6 Checking Compression Pressure—Determination of

the compression pressure requires use of a compression pres-
sure gage assembly such as that illustrated in Fig. A4.5,
(Waukesha Part Number A110376), readable to 2.5 psi and
FIG. A4.3 Fuel Pump Timing Test Fittings equipped with a suitable check valve and deflator or pressure
release valve.
A4.6.1 Compression pressure is measured after the engine
A4.2.10 Reinstall the delivery valve, spring, fuel injection has been thoroughly warmed up on a typical diesel fuel oil
tube and the tube between the fuel line air trap and the buret. under standard operating conditions for that fuel. The follow-
Also reconnect the fuel rack safety shutoff solenoid linkage. ing steps should be performed as quickly as possible to ensure
that the pressure readings represent hot engine conditions.
A4.3 Fuel Pump Plunger Lift—The port of the pump A4.6.2 Collect and have ready a calibrated compression
plunger should close when the plunger has moved up 0.076 in. pressure gage assembly and the tools required to remove the
from the base circle of the pump can. This setting is made at the combustion pickup and install the gage assembly in the
factory and there is no provision for field adjustment. combustion chamber pickup hole.
A4.6.3 Shut the engine down by opening the injector
A4.4 Fuel Pump Safety Shutoff Solenoid Linkage Setting— assembly fuel by-pass valve and then turning off the engine
This safety solenoid is utilized to stop fuel delivery to the power switch. The by-pass valve must remain open for the
engine and thus prevent uncontrolled engine overspeed in the remainder of the compression pressure check procedure.
event of electrical power failure. In the power off condition, a A4.6.4 The fuel selector valve must be positioned so that
heavy spring pulls the solenoid shaft, the connecting linkage fuel will continue to be delivered to the fuel pump to maintain
and the fuel control rack to a zero delivery position. When the proper pump barrel and plunger lubrication.
engine is running, the solenoid overcomes the force of the A4.6.5 Remove the combustion pickup from the cylinder
spring and allows the rack to move into contact with the fuel head and install the compression pressure gage assembly.
flow rate micrometer. At no time should the linkage setting (Warning—Personnel shall avoid contact with the combustion
permit the linkage to force movement of the solenoid core pickup because it is extremely hot and can cause serious
piece which typically causes loud humming or buzzing and burns.)
ultimately leads to overheating of the winding. A slot in the
solenoid connecting linkage permits an adequate range of
freedom of micrometer adjustment to provide the proper fuel
flow rate for typical fuels. The connecting linkage includes an
adjustable shaft which should be set so that the slotted control
yoke permits play relative to the solenoid core piece when the
solenoid is energized and the fuel flow-rate micrometer is at a
typical operating position. To adjust, loosen the locknut and
change the length of the connecting screw appropriately and
then relock the nut.

A4.5 Fuel Injector Nozzle Assembly Opening Pressure

Setting—Fuel injection occurs when the pressure in the nozzle
assembly passages forces the nozzle pintle to lift against the
force of an adjustable spring in the nozzle assembly. The
setting should be checked each time the nozzle is disassembled
and cleaned. FIG. A4.4 Injector Assembly Showing Pickup Mounted

19
 D 613 – 03a
A4.6.10 Shut the engine down, remove the compression
pressure gage assembly, reinstall the combustion pickup with a
new gasket and tighten the pickup to the specified torque
setting (30 lbf-ft).
A4.7 Adjusting Crankcase Lubricating Oil Pressure: The
oil pressure of the lubricating oil in the engine crankcase
gallery is dependent on the setting of the pressure control valve
located at the lower left side of the engine crankcase when
viewed from in front of the engine. (See Fig. A4.6.)
A4.7.1 The oil pressure should be adjusted with the engine
hot and running.
A4.7.2 Remove the acorn nut and gasket from the oil
pressure control valve assembly.
A4.7.3 Loosen the gasketed locknut so that the adjusting
screw is free.
A4.7.4 While observing the engine oil pressure gauge, set
the adjusting screw to obtain the specified 0.17 to 0.20 MPa (25
to 30 psi) pressure.
A4.7.5 Tighten the gasketed locknut while observing that
the pressure remains within limits.
FIG. A4.5 Compression Pressure Gage Assembly A4.7.6 Reinstall the gasket and acorn nut.

A4.6.6 Set the handwheel to 1.000, regardless of the bore

diameter of the cylinder in use.
A4.6.7 Restart the engine and operate in a motoring mode
without any fuel being injected into the cylinder.
A4.6.8 Observe the compression pressure gage reading,
release the pressure once or twice using the deflator valve and
record the equilibrium pressure which results. (Warning—In
addition to other precautions, read the compression pressure
gage in whatever position it faces without twisting the gage and
hose which can distort the readings.)
A4.6.9 Satisfactory basic handwheel indexing is indicated if
the compression pressure is 3275 6 138 kPa (475 6 20 psi).
NOTE A4.2—Compression pressure values for engines operating at
barometric pressures below 27 in. Hg have not been established.
FIG. A4.6 Oil Pressure Control Valve Assembly

APPENDIXES

(Nonmandatory Information)

X1. REFERENCE FUEL BLENDING APPARATUS AND PROCEDURES

X1.1 Background—Primary reference fuels which are used X1.2 Delivery from Storage—Delivery of reference fuel
infrequently are usually packaged in relatively small containers material from the bulk storage container to a dispensing
and storage and dispensing is handled in the manner used for apparatus in the engine laboratory may be handled in any of
general chemicals. Secondary reference fuels are supplied in several ways. The equipment and procedures required for
bulk containers of 5 or 55 U.S. gallon capacity (0.019 or 0.208 delivery of the reference fuel material are the responsibility of
m3) and for laboratory safety reasons these bulk quantities are the user of this standard.
typically stored in a special fuel storage room or outside of the
engine laboratory.

20
 D 613 – 03a
X1.3 Dispensing Equipment—A common means of accu- TABLE X1.1 Typical Buret Specifications
rately measuring reference fuel blend volumes applies a Buret Capacity mL 500
matched pair of calibrated glass burets, one for each of the two Automatic Zero YES
Graduations:
secondary reference fuels. Fuel is dispensed either through an Major Marks % 5
integral glass stopcock or a separate valve. Minor Marks % 1
Internal Diameter of Graduated Tube:
X1.3.1 Burets of glass with an automatic zero top fitting Minimum mm 32
provide accurate, efficient and convenient measurement. A Maximum mm 34
typical buret is illustrated in Fig. X1.1. Specifications for a Scale Length, 5 to 100 %:
Minimum mm 523
typical buret are given in Table X1.1. Maximum mm 591
X1.3.2 Separate Dispensing Valves—It is common practice Top of Overflow Bulb to 5 % mm 100/120
Mark Length (nominal)
to utilize burets that do not have a dispensing stopcock. Bottom
Overall Length (including tip):
delivery from the buret is from a straight tubing bib which is Minimum mm 650
connected by plastic tubing to a three-way valve similar to that Scale Error (Maximum) % 0.1
shown in Fig. X1.2. The most important feature of such a valve
assembly is the dispensing fitting which is formed so that only
a very minimum of drip can occur if the collection container is X1.4.2 A separate buret should be installed for each refer-
inadvertently touched against the orifice tip. These valves can ence fuel.
also be the means for controlling discharge flow rate to X1.4.3 Burets should be free of vibration.
specification by use of the 6 mm (3⁄16 in. O.D.) tubing for the X1.4.4 Storage of reference fuel containers and the method
formed tip. of delivery to the burets should be in accordance with
manufacturer instructions and in compliance with all local
X1.4 System Installation and Operation—User experience codes and regulations.
with reference fuel systems has pointed out a number of X1.4.4.1 Use of gravity flow delivery to burets should be
important aspects which should be addressed. avoided.
X1.4.1 Burets should be mounted vertically at an elevation X1.4.5 Burets should be thoroughly cleaned on a regular
which permits horizontal sighting of all calibration marks. basis to minimize hangup or clinging on the inner surface of
the buret which can lead to blending errors.
X1.4.6 Burets should not be filled until a blend is required
in order to minimize any tendency for deterioration of the fuel
by exposure to light.
X1.4.7 Tubing to connect from the source container to the
dispensing burets should be of stainless steel or other material
that will not react with the reference fuel.

X1.5 Procedure for Use of Buret System:

X1.5.1 To fill the buret, set the valve or stopcock to“ fill”
position, so that fuel rises in the buret until it overflows at the
automatic zero. Stop filling by setting the valve to “off”
position. Check that any bubbles are purged at the zero tip and
refill the tip, if necessary.
X1.5.2 To dispense fuel, set the valve to “dispense” posi-
tion, so that fuel is delivered to the collection container. Stop
dispensing by setting the valve to “off” position while carefully
noting the level of the fuel in the calibrated section of the buret
and locating the bottom of the liquid meniscus at the desired
volume percent mark.
X1.5.3 Before drawing a measured volume, make certain
that the tip of the dispensing tube is full. When the measured
volume has been collected, be certain not to drain any fuel
FIG. X1.1 Typical Reference Fuel Dispensing Buret from the tip of the dispensing tube as this will cause an error.

21
 D 613 – 03a

FIG. X1.2 Typical Fill/Dispense Valve

X2. OPERATING TECHNIQUES—ADJUSTMENT OF VARIABLES

X2.1 Compression Ratio vs Handwheel Reading—The tions for each specific diesel fuel oil or reference fuel.
compression ratio of the cetane engine is variable and depends Changing handwheel setting changes the ignition delay period.
upon the position of the variable compression plug in the Low cetane number fuels have inherently longer ignition delay
precombustion chamber of the cylinder head. The variable characteristics than high cetane number fuels. The cetane
compression plug is positioned by the screw action of the method test procedure requires that all fuels operate at a
handwheel and the relative location of the plug is indicated by specified ignition delay period and therefore changes in hand-
an indexed vernier scale. This handwheel reading scale extends wheel setting are necessary.
from 0.500 to 3.000 and is inversely related to compression X2.2.2 Handwheel Adjustment Procedure:
ratio. Low handwheel readings correspond to high compres- X2.2.2.1 Loosen the small locking wheel of the handwheel
sion ratio conditions while high handwheel readings reflect low assembly by counterclockwise rotation as viewed from the
compression ratio conditions. front of the engine. This releases the mechanism and permits
X2.1.1 If the handwheel has been carefully indexed, the the larger handwheel to be turned so that the variable compres-
compression ratio of the cetane engine for any position of the sion plug can be properly moved in or out of the precombustion
variable compression plug can be calculated using the follow- chamber.
ing equation: X2.2.2.2 Set the larger handwheel to establish the required
ignition delay period as indicated on the ignition delay meter.
VS 1 ~V CC 1 VTP 1 VPU! 1 V PC
C.R. 5 (X2.1) Clockwise rotation of the handwheel (viewed from in front of
~VCC 1 VTP 1 V PU! 1 VPC
the engine) increases C.R. and decreases the ignition delay
where: crank angle degree reading.
C.R. = compression ratio, X2.2.2.3 Always make the final adjustment of the hand-
VS = volume swept by piston in cylinder, wheel in the clockwise direction to minimize scale reading
VCC = volume in main combustion chamber above piston errors by eliminating the unavoidable play in the handwheel
at tdc including the valve recesses and piston mechanism.
top-land clearance, X2.2.2.4 Lock the mechanism by turning the small locking
VTP = volume of turbulence passage between combustion wheel clockwise until tight. (Warning—Hand tightening of
and pre-combustion chambers, the locking wheel should be adequate if the handwheel
VPU = volume of threaded pickup hole with a pickup mechanism is in proper working order. The need to use
installed, and additional leverage to achieve a locked condition indicates a
VPC = volume of pre-combustion chamber. need for handwheel assembly maintenance.)
X2.1.2 Volumes VCC, VTP, and VPU are independent of
cylinder bore diameter and are based on the physical dimen- X2.3 Fuel System Operation: As illustrated in Fig. X2.1 the
sions of the cylinder head. The sum of these volumes is 0.659 fuel system incorporates three fuel tanks each with a drain
cu. in. (10.8 cc) as determined by both calculation and valve ahead of a selector valve. The selector valve is positioned
measurement. The equation for compression ratio, when cal- to deliver fuel from a specific fuel tank by rotation of the valve
culated using cu. in. units is thus: to the mark for that tank. The selected fuel is delivered to the
VS 1 V PC 1 0.659 fuel pump inlet and fills the fuel sump or gallery. The pump
C.R. 5 VPC 1 0.659 (X2.2) gallery also connects to the flow-rate buret through an air trap
which is fitted with a drain valve. The fuel level in the buret
X2.2 Adjusting Compression Ratio Using the Handwheel: will be the same as that in the fuel tank. When the selector
X2.2.1 Cetane method testing requires adjustment of com- valve is positioned so that the pointer is indexed between the
pression ratio (C.R.) to attain the proper ignition delay condi- fuel tank marks, fuel delivery from the tank is blocked. In this

22
 D 613 – 03a
close and open the valve a few times to remove any entrained
air from the passages before finally closing the drain valve.
X2.3.2.5 In a series of quick steps, drain the buret leg,
position the selector-valve to introduce the new fuel and when
fuel begins to appear in the buret, position the selector-valve to
between marks so the engine operates from the buret alone.
This step purges the fuel system with the exception of the line
from the pump to the injector. When the engine runs out of
fuel, repeat the purging sequence. Engine operation on the
purge sequences will afford sufficient time to completely
displace the fuel in the line from the injection pump to the
injector.
NOTE X2.1—Diesel fuel oils which are highly viscous or cause discol-
oring of the flow-rate-buret, may require more drastic flushing action for
adequate purging.
X2.3.3 Measuring Fuel Flow Rate:
X2.3.3.1 Fill the flow-rate-buret and turn the selector-valve
to between the marks.
X2.3.3.2 Using an electric stop clock (or stop watch),
measure the fuel consumption by starting the clock as the
meniscus passes a millilitre graduation on the buret and
FIG. X2.1 Fuel System Schematic stopping the clock as the meniscus passes the mark selected for
the amount of fuel to be consumed (typically 13 mL below the
starting mark). Turn the fuel-selector-valve back to the mark to
again draw fuel from the appropriate tank.
mode, the engine will continue to operate on the fuel which is
in the gallery and the line from the flow rate buret. Fuel flow X2.3.3.3 If the time registered by the clock is not correct (60
rate measurement can thus be performed by first filling the flow 6 1 s for 13 mL), readjust the fuel flow-rate-micrometer to
rate buret from the tank with the selector valve positioned on change the pump rack position and thereby the amount of fuel
the tank mark and then positioning the valve between tank being injected to the engine (see Fig. X2.2). Turn the flow rate
marks so that fuel from the buret leg alone supplies the fuel micrometer clockwise (as viewed from in front of the engine)
pump. to increase fuel flow (shorten the clock time per unit volume).
Typically, 0.005 micrometer divisions will cause a change of 1
X2.3.1 The fuel flow-rate-buret is mounted so that the vent s for 13 mL of fuel consumption.
hole at the top of the buret is slightly above the level of the top X2.3.3.4 Repeat the flow rate measurement procedure until
of the fuel tanks thus preventing fuel overflow from the buret the specified fuel flow rate is achieved.
when the tank is full. The calibration marks on the buret are in
1 mL increments so that fuel flow rate is easily measured by
noting the time required for engine consumption to lower the
buret fuel level by a specific number of mL.
X2.3.2 Changing to a New Fuel—Introduction of a diesel
fuel oil involves filling a fuel tank, purging the flow-rate-buret
and air trap leg and displacement of the fuel in the fuel line
from the pump to the injector assembly. (Warning—Diesel
Fuel Oil—Combustible. Vapor harmful. See Annex A1.) The
typical sequence for this process is as follows:
X2.3.2.1 Check that there is sufficient fuel in the buret leg to
operate the engine while filling a tank with a new fuel.
(Warning—Do not allow the fuel pump to run dry, except
during the momentary periods required to switch from one fuel
to another, because the fuel pump is partly dependent on fuel
for lubrication.)
X2.3.2.2 Position the selector-valve so that it is between
marks but adjacent to the mark for the fuel tank into which the
new fuel is to be introduced.
X2.3.2.3 Check that the selected fuel tank is empty by
opening the tank drain valve.
X2.3.2.4 Introduce the fuel to the fuel tank while leaving the
associated drain valve open for an instant; then alternately FIG. X2.2 Fuel Pump Flow Rate and Injection Timing Micrometers

23
 D 613 – 03a
X2.3.3.5 When the fuel level in the fuel tank lowers, the X2.5.1 Check that the injector by-pass valve (see Fig. X2.3)
level in the flow-rate-buret may not be adequate to permit good is open and the handwheel is set to about 1.000.
flow rate measurement. In this case, use a suction bulb applied X2.5.2 Position the off-run-start switch to start and hold it in
to the top vent hole of the buret and with the selector-valve the start position for a few seconds to allow oil pressure to rise
positioned on the tank mark, pull fuel up from the pump gallery sufficiently to actuate the engine run circuitry so that the engine
to the desired level. Before removing the suction bulb, quickly continues to operate when the start switch is released to the run
move the selector-valve to a position between the tank marks. position.
Flow rate measurement must then be started almost immedi- X2.5.3 Turn on the intake air heater.
ately because the engine will be drawing fuel from the buret X2.5.4 Allow the engine to motor (operate under non-firing
and the level in the buret will be falling. conditions) for an additional few seconds to purge the fuel lines
X2.3.3.6 Determination of the proper flow rate is a trial and and injector.
error procedure. Initial checks may be made using a 10 s time
X2.5.5 Initiate engine combustion by closing the injector
interval which should result in consumption of approximately
by-pass valve and if necessary, by increasing the C.R. through
2 mL of fuel. The final flow rate measurement shall be made
clockwise rotation (as viewed from in front of the engine) of
over a full 60 6 1 s period.
the unlocked handwheel. After firing commences, back off the
X2.3.4 Adjusting Fuel Injection Timing—While operating
handwheel toward the higher reading direction (counterclock-
the engine at the proper fuel flow rate and with the fuel-
wise) until the engine operates smoothly. (Warning—Sharp
selector-valve positioned on the mark for the fuel being
knocking sounds may occur and blowby smoke may appear
evaluated, observe the indicated injection timing (injection
from the mechanism as the handwheel is rotated in the
advance) value. Adjust the fuel injection timing micrometer to
counterclockwise direction which increases the handwheel
achieve the specified injection advance degrees (see Fig. X2.2).
reading. These are normal.)
Turn the injection timing micrometer clockwise (as viewed
from in front of the engine) to decrease the indicated number X2.5.6 Energize the cetane or ignition delay meter instru-
of degrees of advance. mentation in accordance with manufacturer instructions.
X2.5.7 Set the fuel flow rate to approximately the specified
X2.4 Preparations Before Starting Engine: value.
X2.4.1 Check the jacket coolant level in the condenser sight X2.5.8 Set the injection timing to approximately the speci-
glass. fied value.
X2.4.2 Check the engine crankcase lubricating oil level in X2.5.9 Check that the ignition delay period is nominally at
the crankcase oil sight glass. the specified value.
X2.4.2.1 Check the crankcase breather assembly to insure
that it is clean and operable.
X2.4.2.2 Turn on the crankcase oil heater or oil heat
temperature controller.
X2.4.3 Check the fuel pump lubricating oil level using
either the dip stick or by sighting through the plastic sump
cover located on the side of the pump.
X2.4.4 Fill one of the fuel tanks with a diesel fuel oil
suitable for engine warmup taking care to purge the tank line of
any trapped air.
X2.4.4.1 Set the fuel-selector valve to the mark for the
specific fuel tank so that fuel will flow to the fuel pump gallery
and flow rate buret leg.
X2.4.4.2 Purge the fuel pump gallery of any entrained air by
opening and closing the drain valve from the glass air trap three
times.
X2.4.5 Open the cooling water valve or check that cooling
water will be available for both the condenser and the injector
coolant chamber when the engine is started.
X2.4.6 Using the hand crank, manually rotate the engine
crankshaft three or four complete revolutions to ensure that all
parts move freely. Complete the cranking so that the flywheel
is positioned at top-dead-center on the compression stroke to
minimize the load on the absorption motor when the engine is
started.

X2.5 Starting the Engine—It is assumed that the engine has

been commissioned and is in operable condition and that
electrical circuits and cooling water are available on demand. FIG. X2.3 Fuel Injector Assembly

24
 D 613 – 03a
X2.5.10 Continue engine warmup for approximately 1 h standard operating conditions with the ignition delay period
taking care to periodically observe and if necessary, readjust all carefully set to 13.0°.
critical operating conditions. X2.7.2 Prepare a series of at least four more reference fuel
blends of higher cetane number so that there is a difference of
X2.6 Stopping the Engine: about 4 cetane numbers between each successive pair of
X2.6.1 Turn off the cetane or ignition delay meter and the blends.
intake air heat switches. X2.7.3 Operate the engine on each successive blend without
X2.6.2 Open the injector by-pass valve to prevent further changing the handwheel reading established for the 35 cetane
injection of fuel to the combustion chamber. number blend but adjusting the fuel flow rate to 13 mL/min and
X2.6.3 Stop the engine by positioning the stop-run-start
the injection timing to 13°. Record the resulting ignition delay
switch to the off position.
values for each of the reference fuel blends.
X2.6.4 Using the hand crank, manually rotate the engine to
set it on top-dead-center on the compression stroke so that the X2.7.4 Plot the data on a graph similar to that in Fig. X2.4
intake and exhaust valves are closed. This will minimize so that the sensitivity characteristic can be observed. If the
possible valve warping or corrosion in the combustion chamber points do not fit an easily defined smooth curve, the injector
between operating periods. nozzle is probably suspect and may require further cleaning
X2.6.5 Drain all fuel tanks and fuel lines. maintenance or replacement. If a nozzle is faulty, it is often
X2.6.6 Turn off the cooling water. easily noted by the erratic operation and data scatter of the
results obtained during the early stages of this procedure.
NOTE X2.2—Cooling water flow may be continued for a period of 20 to
30 min after engine shut down, especially to the injector coolant passage,
to minimize the build-up of a hard coke deposit on the tip of the injector X2.8 Checking Exhaust and Crankcase Breather Systems
nozzle due to potential pintle drip. for Resonance:
X2.7 Checking Ignition Delay vs. Cetane Number X2.8.1 Resonance in the piping systems can occur when the
Sensitivity—The sensitivity characteristic illustrated in Fig. configuration creates a critical length/volume relationship. A
X2.4 can provide a measure of confidence that the injector resonant condition affects the primary pressure within the
assembly and particularly the injector nozzle are performing in system and can affect critical operating conditions.
a satisfactory manner. It is a test that requires approximately 1 X2.8.2 Exhaust system resonance may be checked by pro-
h to perform but it is useful to judge nozzle acceptance when viding either a 3⁄4 inch or larger gate or ball valve at the surge
engine instability has been experienced after cleaning and tank or close to the engine exhaust port. Opening the valve
resetting. should drastically change the exhaust discharge configuration
X2.7.1 Using a secondary reference fuel blend of approxi- while the engine is operating at standard conditions to deter-
mately 35 cetane number, adjust all engine variables to mine if there is an effect.

FIG. X2.4 Ignition Delay vs Cetane Number Characteristic

25
 D 613 – 03a
X2.8.2.1 Operate the engine at standard operating condi- X2.8.3 Crankcase breather system resonance typically
tions on a typical diesel fuel oil and allow sufficient time for the causes the crankcase pressure to be positive. Resonance in the
ignition delay period to stabilize. discharge piping is not a problem as long as the operating
X2.8.2.2 Open the valve or effect the change in exhaust engine creates a crankcase vacuum.
piping with the engine running.
X2.8.2.3 If the ignition delay is not affected, resonance does
not occur and the piping system is satisfactory.
X2.8.2.4 If ignition delay is affected when the valve is
opened, resonance may be a factor and typically a change in
the length of the exhaust discharge pipe will correct the
condition.

X3. MAINTENANCE TECHNIQUES

X3.1 Importance of Maintenance: The need for proper ING notice on the unit panel indicating repairs are in process
maintenance of the cetane engine unit cannot be overempha- and that no attempt is to be made to start the engine. Shut off
sized if reliable cetane number ratings of diesel fuel oils are to coolant water to the unit.)
be obtained. The care used in the inspection, adjustment, and X3.2.5 Auxiliary Equipment Maintenance—Volumetric
especially the overhaul of the combustion chamber compo- glassware such as the engine fuel flow rate buret and the
nents is a major factor in achieving these aims. reference fuel blending burets should be chemically cleaned on
a regular basis to insure accurate volumetric measurement.
X3.2 Types of Maintenance: X3.2.5.1 Quarterly cleaning of volumetric ware is recom-
X3.2.1 Daily Checks—Those checks associated with the mended.
preparations before starting the engine as detailed in Appendix
X2. X3.3 Top Overhaul Procedures:
X3.2.2 Top Overhaul—The generally accepted term used to X3.3.1 Disassemble the complete combustion chamber and
describe valve reconditioning, the cleaning of the combustion associated assemblies from the engine crankcase. Components
chamber, piston, piston rings, variable expansion plug or to be removed include:
handwheel assembly and the cleaning of the coolant jacket X3.3.1.1 Combustion and injector pickups.
passages and the coolant condenser. Some other parts may also X3.3.1.2 Thermometers and any temperature sensors.
be given attention during a top overhaul, depending on need. X3.3.1.3 Intake air elbow, silencer and heater assemblies.
X3.2.2.1 Typically, a top overhaul is necessary every 100 to X3.3.1.4 Fuel injector tubing and injector assembly.
300 h and the need is usually indicated by unstable or X3.3.1.5 Circulating cooling water piping at the coolant
non-repeatable performance of the engine. The interval be- condenser, the condenser/water pipe assembly and the water
tween top overhauls varies and depends primarily upon the inlet pipe to the cylinder.
severity of the conditions under which the unit is operated. X3.3.1.6 Exhaust pipe assembly.
X3.2.3 Injector Assembly Inspection—The disassembly and X3.3.1.7 Handwheel assembly from the cylinder head using
cleaning of the nozzle, checking nozzle opening pressure and detailed instructions available from the manufacturer.
spray pattern. X3.3.1.8 Valve cover, rocker arm bracket assembly, rocker
X3.2.3.1 It is recommended that injector inspection and half-balls and push rods.
checking be performed at every top overhaul. However,
NOTE X3.1—Marking of push rods as intake and exhaust ensures they
depending on the severity of testing, the process may need to
will be reassembled in the same positions.
be performed more frequently and some testing facilities make
it a practice to install a cleaned and checked injector prior to X3.3.1.9 Cylinder head.
each unit startup. X3.3.1.10 Valve rotators, valve springs, and valves.
X3.2.4 Crankcase/Unit Inspection—Encompasses crank- X3.3.1.11 Cylinder.
case cleaning, mechanical component wear checks, alarm X3.3.1.12 Piston pin retainers, piston pin, and piston.
function checks, power absorption motor inspection, belt X3.3.2 Component Cleaning—All combustion deposits,
tension adjustment, instrumentation checks, etc. gasket material, rust, etc. should be removed from components.
X3.2.4.1 The recommended interval between crankcase/unit X3.3.2.1 Commercial chemical cleaning solutions may be
inspections is every 2000 h of operation or biannually, which- used in accordance with the manufacturers instructions as long
ever comes first. Model CFR-48 crankcases, which can be as they do not etch or affect the surface finish of the machined
completely restored by the manufacturer, have been found to surfaces. Except for electromechanical pickups, use of ultra-
perform acceptably for periods of 40 000 h or more before such sonic bath equipment has been demonstrated to be effective
restoration is required. (Warning—Deactivate the engine unit and heating of some cleaning solutions can also be beneficial.
before performing any maintenance. Shut off electrical power (Warning—Chemical Cleaning Solutions—Poison. May be
at the main disconnect, lock out, if possible. Place a WARN- Harmful or Fatal if Inhaled or Swallowed. See Annex A1.)

26
 D 613 – 03a
X3.3.2.2 Scraping, brass wire brushes (manually or power X3.3.4.2 Cylinders rebored to 0.010, 0.020, and 0.030 in.
driven), and fine steel wool have been found to be effective larger than the original 3.250 in. diameter are permitted and the
cleaning aids. same wear limits apply based on the unworn skirt diameter of
X3.3.2.3 Complete any cleaning sequence by rinsing of all the rebore.
parts with a solvent, such as kerosine. (Warning—Kerosine— X3.3.5 Piston and Rings:
Combustible. Vapor Harmful. See Annex A1.) X3.3.5.1 Replace the piston if there is evidence of scoring
X3.3.3 Cylinder Head: or a wear pattern.
X3.3.5.2 Replacement of all rings at the time of every
X3.3.3.1 Combustion Chamber Surface
overhaul is typical. If a chrome plated top compression ring is
Discard head if badly pitted or corroded. used, it may be reused for several overhaul periods.
X3.3.3.2 Precombustion Chamber X3.3.5.3 The ring gaps should be checked by feeler gauge
Discard head and handwheel housing if internal diameter of with the ring inserted in the skirt end of the cylinder. The piston
chamber exceeds 1.630 in. should be used to square the ring in the bore about 1 in. beyond
X3.3.3.3 Valve Guides the chamfer. Rings should be rejected if the gap is not within
0.007 to 0.030 in. for compression rings and 0.010 to 0.030 in.
Replace a guide when the internal diameter exceeds 0.3785
for oil rings.
in. Replacement requires special tools.
X3.3.5.4 After assembly of the rings on the piston, the ring
X3.3.3.4 Valves to land clearances, as measured using a feeler gage, should not
Discard if stem is badly scuffed or diameter is less than exceed 0.004 in. for top compression ring or 0.0035 in. for all
0.3705 in. Reface to 45° using a valve refacing (grinding) other rings.
machine so that face runout is within less than 0.0015 in. X3.3.5.5 Piston pin replacement should be made when
Discard valve if grinding has created a sharp edge at the outer scoring or wear marks are observed.
diameter of the head indicating stellite coating has been X3.3.6 Handwheel Assembly—The handwheel assembly is
removed. an integral part of the cylinder head assembly and includes a
X3.3.3.5 Valve Seats variable compression plug that is a close fit in the precombus-
Reface seats using a valve seat grinding machine or a valve tion chamber bore. It is screwed in and out of the head by the
seat cutter kit. Use a 45° seat angle and subsequently lap the handwheel to effect changes in compression ratio. To prevent
valve to the seat. Alternatively, an interference angle approach leakage of combustion gases, this plug, which has no seals or
may be utilized by refacing the seat at both 46° and 15° so that rings, is expanded by action of the locking wheel which is
the intersecting line becomes the contact surface with a 45° connected to a drawbolt that exerts pressure on a dished and
faced valve. When an interference angle approach is utilized, split washer inserted in the plug causing it to expand and clamp
lapping may be performed but extreme care must be taken to the plug in the bore. The variable compression plug mechanism
exert very light pressure to prevent creating a groove in the should be kept free-working, and easily adjusted. The locking
valve face. wheel should be easily released and locked by hand without the
use of an auxiliary wrench.
X3.3.3.6 Valve to Valve Seat Matchup
X3.3.6.1 Detailed instructions, available from the manufac-
Check the valve to seat contact. Lapped valve seat width turer, include specific inspection criteria, proper parts selection,
must not exceed 0.070 in. as viewed on the valve. The top edge as well as the proper order of reassembly and lubrication
of the contact line or area shall be at least 0.030 in. from the top instructions.
edge of the faced portion of the valve. The valve head shall be X3.3.7 Rocker-Arm Assembly:
recessed at least 0.020 in. below the surface of the cylinder X3.3.7.1 Inspect each rocker for excessive bearing wear or
head, however, the recess shall not exceed 0.060 in. wobble on the rocker shaft.
X3.3.3.7 Face of Nozzle Hole in Head—Check that surface X3.3.7.2 Inspect the rocker adjusting screws for galled ball
against which the nozzle seats is flat and not excessively ends and also for damaged Phillips screwdriver slots.
corroded. X3.3.7.3 Inspect the rocker ball sockets for wear or galling.
X3.3.3.8 Valve Rotators— Inspect the races which should X3.3.7.4 Replace any worn or out of specification parts.
rotate freely so that, when the engine is operating, the valve
NOTE X3.2—When installing the rocker arm shaft, the pipe plug end
will rotate at approximately 1 to 2 rpm.
should face the intake side and the center feed hole should point
X3.3.3.9 Reassemble valves, felt lubrication washers, downward to receive oil. The exhaust rocker bushing must have a hole to
springs, spacers and rotators. Install valve springs with closely permit pressurized oil to reach the distribution channel on the top rocker
wound coils next to the cylinder head. surface.
X3.3.4 Cylinder: X3.3.8 Condenser and Cooling System:
X3.3.4.1 Check the cylinder bore diameter at the top, X3.3.8.1 Inspect the inner surfaces of the condenser and the
middle, and bottom areas of ring travel in two planes which are baffle tube for rust or scale deposits, wipe out the cavity, and
90° apart. Replace the cylinder if the internal diameter at the rinse with hot water prior to reassembly.
area of maximum wear is more than 0.006 in. larger than the X3.3.8.2 Inspect the cooling coil, clean surface deposits,
unworn skirt internal diameter. Replace the cylinder if the bore and observe that the coils are slightly separated from each other
is out of round in excess of 0.0025 in. to maximize the cooling surface exposed to coolant steam.

27
 D 613 – 03a
X3.3.8.3 Chemical cleaning of coolant system surfaces X3.3.9.14 Introduce coolant water through the condenser
should take place whenever significant deposits are observed or cover fill hole until coolant just appears in the condenser sight
at least at every third top overhaul. One approach is to glass.
introduce a commercial cooling system cleaner in the cooling X3.3.9.15 Install a cleaned and inspected injector assembly
system after reassembly of the engine. By running the engine using a new solid copper gasket. Install the associated fuel
for intermittent periods, the solution can be heated to 80 to lines.
90°C (180 to 200°F). The solution should be kept at this X3.3.9.16 Install the injector pickup and set the pickup gap
temperature for approximately 30 min and drained. The system to 0.040 in. using a non-magnetic feeler gage.
should then be flushed with clean hot water before recharging X3.3.9.17 Turn on the main cooling water and establish
with rust inhibited coolant water. (Warning—Chemical clean- flow through the injector cooling passage. Observe the face of
ing solutions are poisonous and may be harmful or fatal if the injector nozzle through the pickup hole to be certain the
inhaled or swallowed. See Annex A1.) injector assembly is tightened evenly and coolant is not leaking
X3.3.9 Reassembly Procedures: past the nozzle into the precombustion chamber.
X3.3.9.1 Install the piston, piston pin and pin retainers on X3.3.9.18 Index the handwheel assembly.
the connecting rod. Lubricate the rings with SAE 30 engine X3.3.10 Crankcase Breather:
crankcase oil. X3.3.10.1 Disconnect the breather pipe and remove the
X3.3.9.2 Place a selection of cylinder base gaskets on the breather assembly from the engine crankcase.
crankcase surface. Cylinder base gaskets of several thicknesses X3.3.10.2 Unscrew the cap from the body, remove the
are available and the number and thicknesses must be selected plastic cup, and clean the emulsion deposits from all of the
by trial and error to obtain the proper piston overtravel of 0.014 pieces.
to 0.016 in. X3.3.10.3 Inspect the cup and if the surface of the open
X3.3.9.3 Rigidly support the piston above the crankcase edge is rounded rather than square, replace the cup.
surface. Install the cylinder over the piston so that it is seated X3.3.10.4 Rinse the components using a petroleum based
on the cylinder base gaskets. Care should be taken not to break solvent or kerosine and reassemble them on the engine.
any of the rings as they enter the chamfered bore. (Use of a ring (Warning—Petroleum Based Solvent—Flammable. Vapors
compressor tool over the piston rings is advisable despite the Harmful if Inhaled. Vapors may Cause Flash Fire. See Appen-
cylinder chamfer). Manually rotate the crankshaft through dix X1.) (Warning—Kerosine—Combustible Vapor Harmful.
several revolutions so that the cylinder is centered. Tighten and See Annex A1.)
torque the cylinder stud nuts to 75 lbf-ft. X3.3.11 Crankcase Oil Change:
X3.3.9.4 Manually rotate the crankshaft so that the piston is X3.3.11.1 Drain the used oil and add new SAE 30 Grade
at top-dead-center as indicated by the flywheel pointer. engine crankcase lubricating oil.
X3.3.9.5 Place a true piece of metal flat stock on the piston X3.3.11.2 It is recommended that the crankcase lubricating
so that it projects over the top cylinder surface. Using a feeler oil be changed at intervals of approximately 50 h of engine
gage, measure the piston overtravel or separation of the flat operation and at the time of each top overhaul.
stock above the cylinder surface. Make the same measurement X3.3.11.3 It is recommended that the oil filter cartridge be
in two directions, parallel to and at 90° to the crankshaft center changed at the time of every other oil change.
line. The overtravel should be 0.014 to 0.016 in. or the cylinder X3.3.12 Fuel Injection Pump:
must be removed and the number and thickness of the cylinder X3.3.12.1 Drain the used oil and add new SAE 30 Grade
base gaskets changed to bring the overtravel within specifica- engine crankcase lubricating oil.
tion. X3.3.12.2 The fuel pump assembly seldom needs mainte-
X3.3.9.6 Place the cylinder head gasket on the cylinder nance or basic adjustment other than attention to regular and
surface. proper lubrication. If any disassembly is attempted in the field,
it should be performed by a qualified fuel injection equipment
NOTE X3.3—Current cylinder head gaskets have a special non-stick/
sealer coating and do not require additional sealer/lubricant. specialist.
X3.3.12.3 If diesel fuel oils having high sulfur content are
X3.3.9.7 Install the cylinder head. being tested on a fairly regular basis, inspection of the fuel
X3.3.9.8 Install the marked push rods, and manually rotate pump delivery valve holder and delivery valve is recom-
the crankshaft so that both rods are at their lowest point of mended at approximately 500 h periods of operation. Typically
travel (flywheel at top-dead-center, compression stroke). this inspection could be part of a top overhaul. If pitting or
X3.3.9.9 Install the rocker-arm assembly with the half-balls corrosion of these components is observed, the parts should be
properly inserted. replaced.
X3.3.9.10 Install, tighten and torque the head nuts to 75 X3.3.13 Engine Starting Preparations—See Appendix X2.
lbf-ft.
X3.3.9.11 Set the valve clearances to 0.004 in. for the intake X3.4 Injector Assembly Inspection:
valve and 0.014 in. for the exhaust valve. X3.4.1 Disassembly.
X3.3.9.12 Install the handwheel assembly. X3.4.1.1 With the engine shut down, close the coolant water
X3.3.9.13 Reassemble the condenser, the intake air elbow valves (supply and return) to the injector cooling passage, and
and silencer, the exhaust pipe, the cooling water lines to the drain the coolant from the injector cooling passage.
condenser and injector cooling passage. X3.4.1.2 Disconnect the fuel lines at the injector assembly.

28
 D 613 – 03a
X3.4.1.3 Remove the injector pickup and associated X3.5.1.6 Disassemble the valve lifters from the top of the
bracket. crankcase, clean, inspect and, if necessary, replace worn
X3.4.1.4 Remove the injector assembly. assembly components.
X3.4.2 Nozzle Cleaning: X3.5.1.7 Approximate the rear main bearing clearance by
(Warning—Injector nozzles are precision devices which dial indicator measurement of the movement of the crankcase
have finely finished fits and meticulously polished surfaces. edge of the flywheel outer surface. Measure with the flywheel
Scrupulous cleanliness must be observed to prevent dirt or at rest and then with the flywheel lifted using an appropriate
moisture from causing damage. As parts are removed, they lever, if the difference in the measurements exceeds 0.006 in.,
should be placed in a clean container and submerged in diesel crankcase rebuilding is recommended.
fuel oil or kerosine. Do not touch the critical lapped surfaces X3.5.1.8 Disassemble the oil pressure control valve assem-
with bare fingers because body acids can cause undesirable bly, solvent clean, inspect for worn components and replace as
etching.) required. (Warning—In addition to other precautions, avoid
X3.4.2.1 Clamp the injector assembly in a vise so that the over tightening the four relief valve body fastening bolts to
nozzle cap nut can be loosened and removed. Separate the prevent valve body distortion and restriction of the plunger
nozzle from the cap nut. movement.)
X3.4.2.2 Clean the carbon from the nozzle, pintle and cap
X3.5.1.9 Inspect the outer crankcase surfaces for indications
nut by immersion in a suitable cleaner for as long as necessary.
of oil seal leakage which may require extensive maintenance or
Placing the parts container of cleaner solution in an ultrasonic
crankcase rebuilding.
bath hastens the cleaning process.
X3.4.2.3 Reassemble the nozzle components on the injector X3.5.2 Power Absorption Motor—Inspect the power ab-
assembly and tighten the nozzle cap nut to a torque of 50 lbf-ft. sorption motor annually as follows:
X3.4.2.4 Check the injector nozzle opening pressure and X3.5.2.1 Turn off all the electrical power circuits to the
spray pattern. engine and unit.
X3.4.2.5 Reinstall the injector assembly with injector X3.5.2.2 Check the condition and tension of the drive belts.
pickup on the engine and check for cooling water leakage past Replace belts as required and adjust the motor position to
the nozzle into the precombustion chamber. achieve proper belt tension.
X3.4.2.6 Before installing the combustion pickup, motor the X3.5.2.3 Inspect the motor bearing housings for evidence of
engine for a short time to blow out any water which may have wear or loss of lubricant. Flush lubricate the bearings if the unit
entered the combustion chamber during the maintenance pro- is equipped with field lubrication fittings.
cess. Restricting the pickup hole by pressing a cloth (not paper) X3.5.2.4 Remove dust and dirt from the motor end bell
wiper against the opening will aid in removing any entrained openings using low pressure compressed air.
water.
X3.5.3 Safety Cutoff Checks:
X3.5 Crankcase/Unit Inspection: X3.5.3.1 High Coolant Temperature Switch—After shutting
off the cooling water to the condenser coil, the engine should
X3.5.1 Crankcase—Inspect the crankcase annually as fol-
stop within one minute. Check and adjust the thermal switch
lows.
set point as required.
X3.5.1.1 Turn off the electrical power circuits to the engine
and unit. X3.5.3.2 Low Oil Pressure Switch—When starting the en-
X3.5.1.2 Drain the crankcase lubricating oil and clean the gine, release of the momentary start switch before the oil
crankcase sump using a petroleum based solvent. pressure reaches approximately 20 psi (138 kPa), should result
X3.5.1.3 Disassemble the oil suction screen assembly and in unit shut down.
clean the components. X3.5.3.3 Electrical Interlock—Disconnecting either the
X3.5.1.4 Disassemble the crankcase breather body from the single phase or the three phase power at the appropriate supply
crankcase side door and clean the internal passage and baffles. switch should cause unit shut down.
X3.5.1.5 Disassemble the connecting rod from the crank- X3.5.3.4 Fuel Pump Safety Solenoid—Disconnecting the
shaft. Inspect the big end bearing shells and replace if wear is single phase power should cause release of the fuel pump
indicated. Reassemble the connecting rod and torque the safety solenoid, closing of the fuel pump rack with the result
bearing cap bolts to 104 lbf-ft. that combustion ceases.

TABLE X3.1 Recommended Torque Values

Item Torque, lbf-ft Torque, N-m
Cylinder head stud nuts 75 101.7
Cylinder stud nuts 75 101.7
Crankshaft balancing weight bolts 100 135.6
Balancing shaft weight bolts 100 135.6
Balancing shaft weight bolt locknuts 75 101.7
Connecting rod big end bolts 104 141.0
Combustion pickup 30 40.7
Injector Cap Nut 50 67.8

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 D 613 – 03a
X3.6 Engine Torque Tightening Recommendations—
Recommended torque values are given in Table X3.1.

SUMMARY OF CHANGES

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D 613–03) that may impact the use of this standard.

(1) Added warning statement to 8.2. (2) Clarified warning statements in Annex A1.

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