Research Octane Number of Spark-Ignition Engine Fuel: Standard Test Method For

Designation: D2699 – 12
Designation: 237/87
Standard Test Method for

Research Octane Number of Spark-Ignition Engine Fuel1
This standard is issued under the fixed designation D2699; 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 (´) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Defense.
1. Scope* terial Safety Data Sheet (MSDS) for details and EPA’s
1.1 This laboratory test method covers the quantitative website—http://www.epa.gov/mercury/faq.htm—for addi-
determination of the knock rating of liquid spark-ignition tional information. Users should be aware that selling mercury
engine fuel in terms of Research O.N., except that this test and/or mercury containing products into your state or country
method may not be applicable to fuel and fuel components that may be prohibited by law.
are primarily oxygenates.2 The sample fuel is tested using a 1.5 This standard does not purport to address all of the
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standardized single cylinder, four-stroke cycle, variable com- safety concerns, if any, associated with its use. It is the
pression ratio, carbureted, CFR engine run in accordance with responsibility of the user of this standard to establish appro-
a defined set of operating conditions. The O.N. scale is defined priate safety and health practices and determine the applica-
by the volumetric composition of PRF blends. The sample fuel bility of regulatory limitations prior to use. For specific
knock intensity is compared to that of one or more PRF blends. warning statements, see Section 8, 13.4.1, 14.5.1, 15.6.1,
The O.N. of the PRF blend that matches the K.I. of the sample Annex A1, A2.2.3.1, A2.2.3.3 (6) and (9), A2.3.5, X3.3.7,
fuel establishes the Research O.N. X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.11.4, and X4.5.1.8.
1.2 The O.N. scale covers the range from 0 to 120 octane 2. Referenced Documents
number but this test method has a working range from 40 to
120 Research O.N. Typical commercial fuels produced for 2.1 ASTM Standards:3
spark-ignition engines rate in the 88 to 101 Research O.N. D1193 Specification for Reagent Water
range. Testing of gasoline blend stocks or other process stream D2268 Test Method for Analysis of High-Purity n-Heptane
materials can produce ratings at various levels throughout the and Isooctane by Capillary Gas Chromatography
Research O.N. range. D2360 Test Method for Trace Impurities in Monocyclic
1.3 The values of operating conditions are stated in SI units Aromatic Hydrocarbons by Gas Chromatography
and are considered standard. The values in parentheses are the D2700 Test Method for Motor Octane Number of Spark-
historical inch-pound units. The standardized CFR engine Ignition Engine Fuel
measurements continue to be in inch-pound units only because D2885 Test Method for Determination of Octane Number
of the extensive and expensive tooling that has been created for of Spark-Ignition Engine Fuels by On-Line Direct Com-
this equipment. parison Technique
1.4 WARNING—Mercury has been designated by many D3703 Test Method for Hydroperoxide Number of Aviation
regulatory agencies as a hazardous material that can cause Turbine Fuels, Gasoline and Diesel Fuels
central nervous system, kidney and liver damage. Mercury, or D4057 Practice for Manual Sampling of Petroleum and
its vapor, may be hazardous to health and corrosive to Petroleum Products
materials. Caution should be taken when handling mercury and D4175 Terminology Relating to Petroleum, Petroleum
mercury containing products. See the applicable product Ma- Products, and Lubricants
D4177 Practice for Automatic Sampling of Petroleum and
Petroleum Products
1
This test method is under the jurisdiction of ASTM Committee D02 on D4814 Specification for Automotive Spark-Ignition Engine
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee Fuel
D02.01 on Combustion Characteristics.
Current edition approved April 1, 2012. Published July 2012. Originally
approved in 1968. Last previous edition approved in 2011 as D2699–11´1. DOI:
3
10.1520/D2699-12. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
2
Motor O.N., determined using Test Method D2700, is a companion method to contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
provide a similar but typically lower octane rating under more severe operating Standards volume information, refer to the standard’s Document Summary page on
conditions. the ASTM website.
*A Summary of Changes section appears at the end of this standard.

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

Provided by IHS under license with ASTM
1
No reproduction or networking permitted without license from IHS Not for Resale
D2699 – 12
D5842 Practice for Sampling and Handling of Fuels for electrical signal from the detonation pickup and provides an
Volatility Measurement output signal for display.
D6304 Test Method for Determination of Water in Petro- 3.1.5 detonation meter, digital, n—for knock testing, the
leum Products, Lubricating Oils, and Additives by Coulo- digital signal conditioning instrumentation that accepts the
metric Karl Fischer Titration electrical signal from the detonation pickup and provides a
E1 Specification for ASTM Liquid-in-Glass Thermometers digital output for display.
E344 Terminology Relating to Thermometry and Hydrom-
etry 3.1.6 detonation pickup, n—for knock testing, a
E456 Terminology Relating to Quality and Statistics magnetostrictive-type transducer that threads into the engine
E542 Practice for Calibration of Laboratory Volumetric cylinder and is exposed to combustion chamber pressure to
Apparatus provide an electrical signal that is proportional to the rate-of-
2.2 ANSI Standard:4 change of cylinder pressure.
C-39.1 Requirements for Electrical Analog Indicating In- 3.1.7 dynamic fuel level, n—for knock testing, test proce-
struments dure in which the fuel-air ratio for maximum knock intensity
2.3 Energy Institute Standard:5 for sample and reference fuels is determined using the falling
IP 224/02 Determination of Low Lead Content of Light level technique that changes carburetor fuel level from a high
Petroleum Distillates by Dithizone Extraction and Colo- or rich mixture condition to a low or lean mixture condition, at
rimetric Method a constant rate, causing knock intensity to rise to a maximum
and then decrease, thus permitting observation of the maxi-
3. Terminology
mum knockmeter reading.
3.1 Definitions:
3.1.8 equilibrium fuel level, n—for knock testing, test pro-
3.1.1 accepted reference value, n—a value that serves as an
cedure in which the fuel-air ratio for maximum knock intensity
agreed-upon reference for comparison, and which is derived
as: (1) a theoretical or established value, based on scientific for sample and reference fuels is determined by making
principles, (2) an assigned or certified value, based on experi- incremental step changes in fuel-air ratio, observing the equi-
mental work of some national or international organization, or librium knock intensity for each step, and selecting the level
(3) a consensus or certified value, based on collaborative that produces the highest knock intensity reading.
experimental work under the auspices of a scientific or 3.1.9 firing, n—for the CFR engine, operation of the CFR
engineering group. E456 engine with fuel and ignition.
3.1.1.1 Discussion—In the context of this test method, 3.1.10 fuel-air ratio for maximum knock intensity, n—for
accepted reference value is understood to apply to the Research knock testing, that proportion of fuel to air that produces the
octane number of specific reference materials determined highest knock intensity for each fuel in the knock testing unit,
empirically under reproducibility conditions by the National provided this occurs within specified carburetor fuel level
Exchange Group or another recognized exchange testing orga-
limits.
nization.
3.1.2 Check Fuel, n—for quality control testing, a spark- 3.1.11 guide tables, n—for knock testing, the specific rela-
ignition engine fuels of selected characteristics having an tionship between cylinder height (compression ratio) and
octane number accepted reference value (O.N.ARV) determined octane number at standard knock intensity for specific primary
by round-robin testing under reproducibility conditions. reference fuel blends tested at standard or other specified
3.1.3 cylinder height, n—for the CFR engine, the relative barometric pressure.
vertical position of the engine cylinder with respect to the 3.1.12 knock, n—in a spark-ignition engine, abnormal com-
piston at top dead center (tdc) or the top machined surface of bustion, often producing audible sound, caused by autoignition
the crankcase. of the air/fuel mixture. D4175
3.1.3.1 dial indicator reading, n—for the CFR engine, a 3.1.13 knock intensity, n—for knock testing, a measure of
numerical indication of cylinder height, in thousandths of an
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the level of knock.

inch, indexed to a basic setting at a prescribed compression
pressure when the engine is motored. 3.1.14 knockmeter, analog, n—for knock testing, the 0 to
3.1.3.2 digital counter reading, n—for the CFR engine, a 100 division analog indicating meter that displays the knock
numerical indication of cylinder height, indexed to a basic intensity signal from the analog detonation meter.
setting at a prescribed compression pressure when the engine is 3.1.15 knockmeter, digital, n—for knock testing, the 0 to
motored. 999 division digital indicating meter that displays the knock
3.1.4 detonation meter, analog, n—for knock testing, the intensity from the digital detonation meter.
analog signal conditioning instrumentation that accepts the 3.1.16 motoring, n—for the CFR engine, operation of the
CFR engine without fuel and with the ignition shut off.
3.1.17 octane number, n—for spark-ignition engine fuel,
4
Available from American National Standards Institute (ANSI), 25 W. 43rd St., any one of several numerical indicators of resistance to knock
4th Floor, New York, NY 10036.
5
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR, obtained by comparison with reference fuels in standardized
U.K. engine or vehicle tests. D4175
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2
D2699 – 12
3.1.17.1 research octane number, n—for spark-ignition en- following: reference fuel grade toluene, n-heptane, and isooc-
gine fuel, the numerical rating of knock resistance obtained by tane that have prescribed rating tolerances for O.N.ARV deter-
comparison of its knock intensity with that of primary refer- mined by round-robin testing under reproducibility conditions.
ence fuel blends when both are tested in a standardized CFR 3.2 Abbreviations:
engine operating under the conditions specified in this test 3.2.1 ARV = accepted reference value
method. 3.2.2 CFR = Cooperative Fuel Research
3.1.18 oxygenate, n—an oxygen-containing organic com- 3.2.3 C.R. = compression ratio
pound, which may be used as a fuel or fuel supplement, for 3.2.4 IAT = intake air temperature
example, various alcohols and ethers. D4175 3.2.5 K.I. = knock intensity
3.1.19 primary reference fuels, n—for knock testing, isooc- 3.2.6 OA = Octane Analyzer
tane, n-heptane, volumetrically proportioned mixtures of isooc- 3.2.7 O.N. = octane number
tane with n-heptane, or blends of tetraethyllead in isooctane 3.2.8 PRF = primary reference fuel
that define the octane number scale. 3.2.9 RTD = resistance thermometer device (E344) plati-
3.1.19.1 primary reference fuel blends below 100 octane, num type
n—the volume % of isooctane in a blend with n-heptane that 3.2.10 TSF = toluene standardization fuel
defines the octane number of the blend, isooctane being 4. Summary of Test Method
assigned as 100 and n-heptane as 0 octane number.
4.1 The Research O.N. of a spark-ignition engine fuel is
3.1.19.2 primary reference fuel blends above 100 octane,
determined using a standard test engine and operating condi-
n—the millilitres per U.S. gallon of tetraethyllead in isooctane
tions to compare its knock characteristic with those of PRF
that define octane numbers above 100 in accordance with an
blends of known O.N. Compression ratio and fuel-air ratio are
empirically determined relationship.
adjusted to produce standard K.I. for the sample fuel, as
3.1.20 repeatability conditions, n—conditions where inde-
measured by a specific electronic detonation measurement
pendent test results are obtained with the same method on
system. A standard K.I. guide table relates engine C.R. to O.N.
identical test items in the same laboratory by the same operator
level for this specific method. The fuel-air ratio for the sample
using the same equipment within short intervals of time.
fuel and each of the primary reference fuel blends is adjusted
E456
to maximize K.I. for each fuel.
3.1.20.1 Discussion—In the context of this test method, a
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4.1.1 The fuel-air ratio for maximum K.I. may be obtained

short time interval between two ratings on a sample fuel is (1) by making incremental step changes in mixture strength,
understood to be not less than the time to obtain at least one observing the equilibrium K.I. value for each step, and then
rating on another sample fuel between them but not so long as selecting the condition that maximizes the reading or (2) by
to permit any significant change in the sample fuel, test picking the maximum K.I. as the mixture strength is changed
equipment, or environment. from either rich-to-lean or lean-to-rich at a constant rate.
3.1.21 reproducibility conditions, n—conditions where test 4.2 Bracketing Procedures—The engine is calibrated to
results are obtained with the same method on identical test operate at standard K.I. in accordance with the guide table. The
items in different laboratories with different operators using fuel-air ratio of the sample fuel is adjusted to maximize the
different equipment. E456 K.I., and then the cylinder height is adjusted so that standard
3.1.22 spread, n—in knock measurement, the sensitivity of K.I. is achieved. Without changing cylinder height, two PRF
the analog detonation meter expressed in knockmeter divisions blends are selected such that, at their fuel-air ratio for maxi-
per octane number. (This feature is not a necessary adjustment mum K.I., one knocks harder (higher K.I.) and the other softer
in the digital detonation meter.) (lower K.I.) than the sample fuel. A second set of K.I.
3.1.23 standard knock intensity, analog, n—for knock test- measurements for sample fuel and PRF blends is required, and
ing, that level of knock established when a primary reference the sample fuel octane number is calculated by interpolation in
fuel blend of specific octane number is used in the knock proportion to the differences in average K.I. readings. A final
testing unit at maximum knock intensity fuel-air ratio, with the condition requires that the cylinder height used shall be within
cylinder height (dial indicator or digital counter reading) set to prescribed limits around the guide table value for the calculated
the prescribed guide table value. The analog detonation meter O.N. Bracketing procedure ratings may be determined using
is adjusted to produce an analog knockmeter reading of 50 for either the equilibrium or dynamic fuel-air ratio approach.
these conditions. 4.3 C.R. Procedure—A calibration is performed to establish
3.1.24 standard knock intensity, digital, n—for knock test- standard K.I. using the cylinder height specified by the guide
ing, that level of knock established when a primary reference table for the O.N. of the selected PRF. The fuel-air ratio of the
fuel blend of specific octane number is used in the knock sample fuel is adjusted to maximize the K.I. under equilibrium
testing unit at maximum knock intensity fuel-air ratio, with the conditions; the cylinder height is adjusted so that standard K.I.
cylinder height (dial indicator or digital counter reading) set to is achieved. The calibration is reconfirmed and the sample fuel
the prescribed guide table value. The digital detonation meter rating is repeated to establish the proper conditions a second
will typically display a peak to peak voltage of approximately time. The average cylinder height reading for the sample fuel,
0.15 V for these conditions. compensated for barometric pressure, is converted directly to
3.1.25 toluene standardization fuels, n—for knock testing, O.N., using the guide table. A final condition for the rating
those volumetrically proportioned blends of two or more of the requires that the sample fuel O.N. be within prescribed limits

3
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D2699 – 12
around that of the O.N. of the single PRF blend used to 6.3 Electrical power subject to transient voltage or fre-
calibrate the engine to the guide table standard K.I. condition. quency surges or distortion can alter CFR engine operating
conditions or knock measuring instrumentation performance
5. Significance and Use and thus affect the Research O.N. obtained for sample fuels.
5.1 Research O.N. correlates with commercial automotive 6.3.1 Electromagnetic emissions can cause interference
spark-ignition engine antiknock performance under mild con- with the analog knock meter and thus affect the Research O.N.
ditions of operation. obtained for sample fuels.
5.2 Research O.N. is used by engine manufacturers, petro-
7. Apparatus
leum refiners and marketers, and in commerce as a primary
specification measurement related to the matching of fuels and 7.1 Engine Equipment7—This test method uses a single
engines. cylinder, CFR engine that consists of standard components as
5.2.1 Empirical correlations that permit calculation of auto- follows: crankcase, a cylinder/clamping sleeve assembly to
motive antiknock performance are based on the general equa- provide continuously variable compression ratio adjustable
tion: with the engine operating, a thermal syphon recirculating
jacket coolant system, a multiple fuel tank system with selector
Road O.N. 5 ~k1 3 Research O.N.! 1 ~k2 3 Motor O.N.! 1 k3 (1)
valving to deliver fuel through a single jet passage and
Values of k1, k2, and k3 vary with vehicles and vehicle carburetor venturi, an intake air system with controlled tem-
populations and are based on road-O.N. determinations. perature and humidity equipment, electrical controls, and a
5.2.2 Research O.N., in conjunction with Motor O.N., suitable exhaust pipe. The engine flywheel is belt connected to
defines the antiknock index of automotive spark-ignition en- a special electric power-absorption motor utilized to both start
gine fuels, in accordance with Specification D4814. The the engine and as a means to absorb power at constant speed
antiknock index of a fuel approximates the Road octane ratings when combustion is occurring (engine firing). See Fig. 1. The
for many vehicles, is posted on retail dispensing pumps in the intensity of combustion knock is measured by electronic
U.S., and is referred to in vehicle manuals. detonation sensing and metering instrumentation. See Fig. 1
Antiknock index 5 0.5 Research O.N. 1 0.5 Motor O.N. 1 0 (2) and Table 1.
7.1.1 The single cylinder test engine for the determination
This is more commonly presented as:
of O.N. is manufactured as a complete unit by Waukesha
~R 1 M! Engine Division, Dresser Industries, Inc. The Waukesha En-
Antiknock Index 5 2 (3)
gine Division designation for the apparatus required for this
5.2.3 Research O.N. is also used either alone or in conjunc- test method is Model CFR F-1 Motor Method Octane Rating
tion with other factors to define the Road O.N. capabilities of Unit.
spark-ignition engine fuels for vehicles operating in areas of 7.2 Instrumentation7—Auxiliary Equipment—A number of
the world other than the United States. components and devices have been developed to integrate the
5.3 Research O.N. is used for measuring the antiknock basic engine equipment into complete laboratory or on-line
performance of spark-ignition engine fuels that contain oxy- octane measurement systems. These include computer inter-
genates. face and software systems, as well as common hardware,
5.4 Research O.N. is important in relation to the specifica- tubing, fasteners, electrical and electronic items. Appendix X1
tions for spark-ignition engine fuels used in stationary and contains a listing of such items, many of which are potentially
other nonautomotive engine applications. available from multiple sources. In some cases, selection of
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specific dimensions or specification criteria are important to
6. Interferences achieve proper conditions for the knock testing unit, and these
6.1 Precaution—Avoid exposure of sample fuels to sunlight are included in Appendix X1 when applicable.
or fluorescent lamp UV emissions to minimize induced chemi- 7.3 Reference and Standardization Fuel Dispensing
cal reactions that can affect octane number ratings.6 Equipment—This test method requires repeated blending of
6.1.1 Exposure of these fuels to UV wavelengths shorter reference fuels and TSF materials in volumetric proportions. In
than 550 nm for a short period of time may significantly affect addition, blending of dilute tetraethyllead in isooctane may be
octane number ratings. performed on-site for making rating determinations above 100
6.2 Certain gases and fumes that can be present in the area O.N. Blending shall be performed accurately because rating
where the knock testing unit is located may have a measurable error is proportional to blending error.
effect on the Research O.N. test result. 7.3.1 Volumetric Blending of Reference Fuels—Volumetric
6.2.1 Halogenated refrigerant used in air conditioning and blending has historically been employed to prepare the re-
refrigeration equipment can promote knock. Halogenated sol- quired blends of reference fuels and TSF materials. For
vents can have the same effect. If vapors from these materials
enter the combustion chamber of the CFR engine, the Research 7
The sole source of supply of the Engine equipment and instrumentation known
O.N. obtained for sample fuels can be depreciated. to the committee at this time is Waukesha Engine, Dresser Inc., 1001 West St. Paul
Ave., Waukesha, WI 53188. Waukesha Engine also has CFR engine authorized sales
and service organizations in selected geographical areas. If you are aware of
alternative suppliers, please provide this information to ASTM International
6
Supporting data have been filed at ASTM International Headquarters and may Headquarters. Your comments will receive careful consideration at a meeting of the
be obtained by requesting Research Report RR:D02-1502. responsible technical committee,1 which you may attend.
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4
D2699 – 12
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A—Air humidifier tube G—Oil Filter

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

5
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D2699 – 12
TABLE 1 General Rating Unit Characteristics and Information
Item Description
Test Engine CFR F-1 Research Method Octane Rating Unit with
cast iron, box type crankcase with flywheel
connected by V-belts to power absorption
electrical motor for constant speed operation
Cylinder type Cast iron with flat combustion surface and integral
coolant jacket
Compression ratio Adjustable 4:1 to 18:1 by cranked worm shaft and
worm wheel drive assembly in cylinder clamping
sleeve
Cylinder bore (diameter), 3.250 (standard)
in.
Stroke, in. 4.50
Displacement, cu in. 37.33
Valve mechanism Open rocker assembly with linkage for constant
valve clearance as C.R. changes
Intake valve Stellite faced, with 180° shroud
Exhaust valve Stellite faced, plain type without shroud
Piston Cast iron, flat top
Piston rings
Top compression ring 1 chrome plated or ferrous, straight sided
Other compression 3 ferrous, straight sided
rings
Oil control 1 cast iron, one piece, slotted (Type 85)
Camshaft overlap, ° 5
Fuel system
Carburetor Single vertical jet and fuel flow control to permit
adjustment of fuel-air ratio
Venturi throat 9⁄16 for all altitudes
diameter, in.
Ignition Electronically triggered condenser discharge
through coil to spark plug
Ignition timing, ° Constant 13 btdc
Intake air humidity Controlled within specified limited range
volumetric blending, a set of burets, or accurate volumetric defined blends by gravimetric (mass) measurements based on
apparatus, shall be used and the desired batch quantity shall be the density of the individual components is also permitted,
collected in an appropriate container and thoroughly mixed provided the system meets the requirement for maximum 0.2
before being introduced to the engine fuel system. % blending tolerance limits.
7.3.1.1 Calibrated burets or volumetric apparatus having a 7.3.3.1 Calculate the mass equivalents of the
capacity of 200 to 500 mL and a maximum volumetric volumetrically-defined blend components from the densities of
tolerance of 60.2 % shall be used for preparation of reference the individual components at 15.56°C (60°F).
and standardization fuel blends. Calibration shall be verified in 7.4 Auxiliary Apparatus:
accordance with Practice E542. 7.4.1 Special Maintenance Tools—A number of specialty
7.3.1.2 Calibrated burets shall be outfitted with a dispensing tools and measuring instruments should be utilized for easy,
valve and delivery tip to accurately control dispensed volume. convenient, and effective maintenance of the engine and testing
The delivery tip shall be of such design that shut-off tip equipment. Lists and descriptions of these tools and instru-
discharge does not exceed 0.5 mL. ments are available from the manufacturer of the engine
7.3.1.3 The rate of delivery from the dispensing system equipment and those organizations offering engineering and
shall not exceed 400 mL per 60 s. service support for this test method.
7.3.1.4 The set of burets for the reference and standardiza- 7.4.2 Ventilation Hoods—Handling of reference and stan-
tion fuels shall be installed in such a manner and be supplied dardization fuels, dilute tetraethyllead, and test samples having
with fluids such that all components of each batch or blend are various hydrocarbon compositions is best conducted in a well
dispensed at the same temperature. ventilated space or in a laboratory hood where air movement
7.3.1.5 See Appendix X2 for volumetric reference fuel across the area is sufficient to prevent operator inhalation of
dispensing system information. vapors.
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7.3.2 Volumetric Blending of Tetraethyllead—A calibrated 7.4.2.1 General purpose laboratory hoods are typically ef-
buret, pipette assembly, or other liquid dispensing apparatus fective for handling hydrocarbon fuel blending.8
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having a capacity of not more than 4.0 mL and a critically 7.4.2.2 A blending hood meeting the requirements for dis-
controlled volumetric tolerance shall be used for dispensing pensing toxic material shall be utilized in testing laboratories
dilute tetraethyllead into 400-mL batches of isooctane. Cali- that choose to prepare leaded isooctane PRF blends on-site.
bration of the dispensing apparatus shall be verified in accor-
dance with Practice E542.
7.3.3 Gravimetric Blending of Reference Fuels—Use of 8
Refer to Industrial Ventilation Manual, published by the American Conference
blending systems that allow preparation of the volumetrically- of Governmental Industrial Hygienists, Cincinnati, OH.

6
D2699 – 12
8. Reagents and Reference Materials 8.4 Dilute Tetraethyllead 13 (Commonly referred to as TEL
Dilute Volume Basis) is a prepared solution of aviation mix
8.1 Cylinder Jacket Coolant—Water shall be used in the
tetraethyllead antiknock compound in a hydrocarbon diluent of
cylinder jacket for laboratory locations where the resultant
70 % (V/V) xylene, 30 % (V/V) n-heptane. (Warning—Dilute
boiling temperature shall be 100 6 1.5°C (212 6 3°F). Water
tetraethyllead is poisonous and flammable. It may be harmful
with commercial glycol-based antifreeze added in sufficient
or fatal if inhaled, swallowed, or absorbed through the skin.
quantity to meet the boiling temperature requirement shall be
May cause flash fire. See Annex A1.)
used when laboratory altitude dictates. A commercial multi-
8.4.1 The fluid shall contain 18.23 6 0.05 % (m/m) tetra-
functional water treatment material should be used in the
ethyllead and have a relative density 15.6/15.6°C (60/60°F) of
coolant to minimize corrosion and mineral scale that can alter
0.957 to 0.967. The typical composition of the fluid, excluding
heat transfer and rating results. (Warning—Ethylene glycol
the tetraethyllead, is as follows:
based antifreeze is poisonous and may be harmful or fatal if
Typical Concentration,
inhaled or swallowed. See Annex A1.) Ingredient
% (m/m)
8.1.1 Water shall be understood to mean reagent water Ethylene dibromide (scavenger) 10.6
Diluent:
conforming to Type IV, of Specification D1193. xylene 52.5
8.2 Engine Crankcase Lubricating Oil—An SAE 30 viscos- n-heptane 17.8
ity grade oil meeting the current API service classification for Dye, antioxidant and inerts 0.87
spark-ignition engines shall be used. It shall contain a detergent 8.4.2 Add dilute tetraethyllead, in millilitre quantities, to a
additive and have a kinematic viscosity of 9.3 to 12.5 mm2 per 400-mL volume of isooctane to prepare PRF blends used for
s (cSt) at 100°C (212°F) and a viscosity index of not less than ratings over 100 O.N. The composition of the dilute fluid is
85. Oils containing viscosity index improvers shall not be used. such that when 2.0 mL are added to 400 mL of isooctane, the
Multigraded oils shall not be used. (Warning—Lubricating oil blend shall contain the equivalent of 2.0 mL of lead/U.S. gal
is combustible and its vapor is harmful. See Annex A1.) (0.56 g of lead/L).7,14
8.3 PRF,9 isooctane and normal heptane classified as refer- 8.4.3 Refer to Annex A3 for octane numbers of blends of
ence fuel grade and meeting the specifications that follow: tetraethyllead and isooctane (see Table A3.3).
(Warning—Primary reference fuel is flammable and its vapors 8.5 Toluene, Reference Fuel Grade 7,15 shall be no less than
are harmful. Vapors may cause flash fire. See Annex A1.) 99.5 % by volume pure. Peroxide number shall not exceed 5
8.3.1 Isooctane (2,2,4-trimethylpentane) shall be no less mg per kg (ppm). Water content shall not exceed 200 mg per
than 99.75 % by volume pure, contain no more than 0.10 % by kg.16 (Warning—Toluene is flammable and its vapors are
volume n-heptane, and contain no more than 0.5 mg/L (0.002 harmful. Vapors may cause flash fire. See Annex A1.)
g/U.S. gal) of lead.10 (Warning—Isooctane is flammable and 8.5.1 Antioxidant shall be added by the supplier at a treat
its vapors are harmful. Vapors may cause flash fire. See Annex rate suitable for good long term stability as empirically
A1.) determined with the assistance of the antioxidant supplier.
8.3.2 n-heptane shall be no less than 99.75 % by volume 8.6 Check Fuels are in-house typical spark-ignition engine
pure, contain no more than 0.10 % by volume isooctane and fuels having selected octane numbers, low volatility, and good
contain no more than 0.5 mg/L (0.002 g/U.S. gal) of lead.10 long term stability. (Warning—Check Fuel is flammable and
(Warning—n-heptane is flammable and its vapors are harmful. its vapors are harmful. Vapors may cause flash fire. See Annex
Vapors may cause flash fire. See Annex A1.) A1.)
8.3.3 80 octane PRF blend,11 prepared using reference fuel 9. Sampling
grade isooctane and n-heptane shall contain 80 6 0.1 % by
volume isooctane.12 (Warning—80 octane PRF is flammable 9.1 Collect samples in accordance with Practices D4057,
and its vapors are harmful. Vapors may cause flash fire. See D4177, or D5842.
Annex A1.) 9.2 Sample Temperature—Samples shall be cooled to a
temperature of 2 to 10°C (35 to 50°F), in the container in which
8.3.4 Refer to Annex A3 for octane numbers of various
--`,,```,,,,````-`-`,,`,,`,`,,`---
they are received, before the container is opened.

blends of 80 octane PRF and either n-heptane or isooctane
(Table A3.2).
13
Dilute tetraethyllead is available from Ethyl Corporation, 330 South Fourth
Street, Richmond, VA 23219-4304; or from The Associated Octel Company, Ltd., 23
9
Primary Reference Fuels are currently available from Chevron Phillips Chemi- Berkeley Square, London, England W1X 6DT.
14
cal Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030 or The sole source of supply of remixed PRF blends of isooctane containing
Haltermann Products—Werk Hamburg, Zweigniederlassung der DOW Olefinver- specific amounts of tetraethyllead known to the committee at this time is Chevron
bund GmbH, Schlengendeich 17, 21107 Hamburg, Germany. Phillips Chemical Company LP., 1301 McKinney, Suite 2130, Houston, TX
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10
Hydrocarbon composition shall be determined in accordance with Test Method 77010–3030.
15
D2268. Lead contamination shall be determined in accordance with IP 224/02. The sole source of supply of Toluene, reference fuel grade known to the
11
80 O.N. PRF are currently available from Chevron Phillips Chemical committee at this time is Chevron Phillips Chemical Company LP., 1301 McKinney,
Company LP., 1301 McKinney, Suite 2130, Houston, TX 77010–3030 or Halter- Suite 2130, Houston, TX 77010–3030.
16
mann Products—Werk Hamburg, Zweigniederlassung der DOW Olefinverbund Toluene purity is determined by subtracting the sum of the hydrocarbon
GmbH, Schlengendeich 17, 21107 Hamburg, Germany. impurities and water content from 100 %. Determine the hydrocarbon impurities by
12
The supplier verifies that the blend contains by volume, 80 % isooctane, 20 % Test Method D2360. Determine water content by Test Method D6304. Peroxide
n-heptane using capillary gas chromatography and analytical calculations. number shall be determined in accordance with Test Method D3703.

7
D2699 – 12
9.3 Protection from Light—Collect and store sample fuels valve guide, so that the shroud is toward the spark plug side of
in an opaque container, such as a dark brown glass bottle, metal the combustion chamber and the swirl is directed in a coun-
can, or a minimally reactive plastic container to minimize terclockwise direction if it could be observed from the top of
exposure to UV emissions from sources such as sunlight or the cylinder.
fluorescent lamps. 10.2.6 Carburetor Venturi—A 9⁄16-in. (14.3-mm) venturi
throat size shall be used regardless of ambient barometric
10. Basic Engine and Instrument Settings and Standard pressure.
Operating Conditions
10.3 Assembly Settings and Operating Conditions:
10.1 Installation of Engine Equipment and 10.3.1 Direction of Engine Rotation—Clockwise rotation of
Instrumentation—Installation of the engine and instrumenta- the crankshaft when observed from the front of the engine.
tion requires placement of the engine on a suitable foundation 10.3.2 Valve Clearances:
and hook-up of all utilities. Engineering and technical support 10.3.2.1 Engine Running and Hot—The clearance for both
for this function is required, and the user shall be responsible intake and exhaust valves shall be set to 0.008 6 0.001 in.
to comply with all local and national codes and installation (0.20 6 0.025 mm), measured under standard operating
requirements. conditions with the engine running at equilibrium conditions
10.1.1 Proper operation of the CFR engine requires assem- on a 90-O.N. PRF blend.
bly of a number of engine components and adjustment of a 10.3.3 Oil Pressure—172 to 207 kPa (25 to 30 psi). See
series of engine variables to prescribed specifications. Some of Annex A2 for the procedure to adjust crankcase lubricating oil
these settings are established by component specifications, pressure.
others are established at the time of engine assembly or after 10.3.4 Oil Temperature—57 6 8°C (135 6 15°F).
overhaul, and still others are engine running conditions that 10.3.5 Cylinder Jacket Coolant Temperature—100 6 1.5°C
--`,,```,,,,````-`-`,,`,,`,`,,`---
must be observed or determined by the operator during the (212 6 3°F) constant within 60.5°C (61°F) when CR or KI
testing process. results used for octane determination on each fuel are recorded.
10.2 Conditions Based on Component Specifications: 10.3.6 Intake Air Temperature—52 6 1°C (125 6 2°F) is
10.2.1 Engine Speed—600 6 6 rpm, when the engine is specified for operation at standard barometric pressure of 101.0
firing, with a maximum variation of 6 rpm occurring during a kPa (29.92 in. Hg). IATs for other prevailing barometric
rating. Engine speed, while firing, shall not be more than 3 rpm pressure conditions are listed in Annex A4 (see Tables A4.4 and
greater than when it is motoring without combustion. A4.5). If IAT tuning is used to qualify the engine as fit-for-use,
10.2.2 Indexing Flywheel to Top-Dead-Center (tdc)—With the temperature selected shall be within 622°C (640°F) of the
the piston at the highest point of travel in the cylinder, set the temperature listed in Annex A4 (Tables A4.4 and A4.5) for the
flywheel pointer mark in alignment with the 0° mark on the prevailing barometric pressure and this temperature shall then
flywheel in accordance with the instructions of the manufac- be maintained within 61°C (62°F) when CR or KI results
turer. used for octane determination on each fuel are recorded.
10.2.3 Valve Timing—The engine uses a four-stroke cycle 10.3.6.1 The IAT required to qualify the engine in each TSF
with two crankshaft revolutions for each complete combustion blend O.N. range shall also be used for rating all sample fuels
cycle. The two critical valve events are those that occur near in that O.N. range during an operating period.
tdc; intake valve opening and exhaust valve closing. See Annex
10.3.6.2 Temperature measurement systems used to estab-
A2 for camshaft timing and valve lift measurement procedures.
lish the Intake Air Temperature in this test method shall exhibit
10.2.3.1 Intake valve opening shall occur 10.0 6 2.5°
the same temperature characteristics, emergent stem effect, and
after-top-dead-center (atdc) with closing at 34° after-bottom-
accuracy as the ASTM Specification E1 Type 83C (83F)
dead-center (abdc) on one revolution of the crankshaft and
thermometer installed at the orifice provided using the manu-
flywheel.
facturer’s prescribed fitting.
10.2.3.2 Exhaust valve opening shall occur 40° before-
10.3.7 Intake Air Humidity—0.00356 to 0.00712 kg water
bottom-dead-center (bbdc) on the second revolution of the
per kg (25 to 50 grains of water per lb) of dry air.
crankshaft and flywheel, with closing at 15.0 6 2.5° atdc on
the next revolution of the crankshaft and flywheel. NOTE 1—The humidity specification is based upon the original ice
10.2.4 Valve Lift—Intake and exhaust cam lobe contours, tower. If air conditioning equipment is used it may not supply air within
while different in shape, shall have a contour rise of 0.246 to the specification if the ambient relative humidity is excessively high or too
low. The equipment manufacturers should be consulted to verify the
0.250 in. (6.248 to 6.350 mm) from the base circle to the top
effective working range.
of the lobe. The resulting valve lift shall be 0.238 6 0.002 in.
(6.0456 0.05 mm). See Annex A2 for camshaft timing and 10.3.8 Cylinder Jacket Coolant Level:
valve lift measurement procedure. 10.3.8.1 Engine Stopped and Cold—Treated water/coolant
10.2.5 Intake Valve Shroud—The intake valve has a 180° added to the cooling condenser-cylinder jacket to a level just
shroud or protrusion just inside the valve face to direct the observable in the bottom of the condenser sight glass will
incoming fuel-air charge and increase the turbulence within the typically provide the controlling engine running and hot
combustion chamber. This valve stem is drilled for a pin, which operating level.
is restrained in a valve guide slot, to prevent the valve from 10.3.8.2 Engine Running and Hot—Coolant level in the
rotating and thus maintain the direction of swirl. The valve condenser sight glass shall be within 61 cm (60.4 in.) of the
shall be assembled in the cylinder, with the pin aligned in the LEVEL HOT mark on the coolant condenser.

8
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D2699 – 12
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FIG. 2 Actual Compression Pressure for Setting Cylinder Height
10.3.9 Engine Crankcase Lubricating Oil Level: 10.3.14 Basic Rocker Arm Carrier Adjustment:
10.3.9.1 Engine Stopped and Cold—Oil added to the crank- 10.3.14.1 Basic Rocker Arm Carrier Support Setting—Each
case so that the level is near the top of the sight glass will rocker arm carrier support shall be threaded into the cylinder so
typically provide the controlling engine running and hot that the distance between the machined surface of the cylinder
operating level. and the underside of the fork is 31 mm (17⁄32 in.).
10.3.9.2 Engine Running and Hot—Oil level shall be ap- 10.3.14.2 Basic Rocker Arm Carrier Setting—With the
proximately mid-position in the crankcase oil sight glass. cylinder positioned so that the distance between the underside
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10.3.10 Crankcase Internal Pressure—As measured by a of the cylinder and the top of the clamping sleeve is approxi-
gage, pressure sensor, or manometer connected to an opening mately 16 mm (5⁄8 in.), the rocker arm carrier shall be set
to the inside of the crankcase through a snubber orifice to horizontal before tightening the bolts that fasten the long
minimize pulsations, the pressure shall be less than zero (a carrier support to the clamping sleeve.
vacuum) and is typically from 25 to 150 mm (1 to 6 in.) of 10.3.14.3 Basic Rocker Arm Setting—With the engine on
water less than atmospheric pressure. Vacuum shall not exceed tdc on the compression stroke, and the rocker arm carrier set at
255 mm (10 in.) of water. the basic setting, set the valve adjusting screw to approxi-
10.3.11 Exhaust Back Pressure—As measured by a gage or mately the mid-position in each rocker arm. Then adjust the
manometer connected to an opening in the exhaust surge tank length of the push rods so that the rocker arms shall be in the
or main exhaust stack through a snubber orifice to minimize horizontal position.
pulsations, the static pressure should be as low as possible, but 10.3.15 Basic Spark Setting—13° btdc regardless of cylin-
shall not create a vacuum nor exceed 255 mm (10 in.) of water der height.
differential in excess of atmospheric pressure. 10.3.15.1 The digital timing indicator currently supplied
10.3.12 Exhaust and Crankcase Breather System with CFR engine units, or the graduated spark quadrant
Resonance—The exhaust and crankcase breather piping sys- formerly supplied, shall be in proper working order and
tems shall have internal volumes and be of such length that gas calibrated so that the time of ignition is correctly displayed
resonance does not result. See Appendix X3 for a suitable with reference to the engine crankshaft.
procedure to determine if resonance exists. 10.3.15.2 Basic Ignition Timer Control Arm Setting—If the
10.3.13 Belt Tension—The belts connecting the flywheel to CFR engine is equipped with an ignition control arm assembly,
the absorption motor shall be tightened, after an initial break- the knurled clamping screw on the control arm shall be loose
in, so that with the engine stopped, a 2.25-kg (5-lb) weight so that the linkage is ineffective.
suspended from one belt halfway between the flywheel and 10.3.15.3 Ignition Timer Basic Transducer to Rotor Vane
motor pulley shall depress the belt approximately 12.5 mm (0.5 Gap Setting—0.08 to 0.13 mm (0.003 to 0.005 in.).
in.). 10.3.16 Spark Plug—Champion D16, or equivalent.

9
D2699 – 12
10.3.16.1 Gap—0.51 6 0.13 mm (0.020 6 0.005 in.). 10.3.20.2 Analog Detonation Meter Spread and Time Con-
10.3.17 Basic Cylinder Height Setting—Thoroughly warm stant Settings—Optimize these variables to maximize spread
up the engine under essentially standard operating conditions. commensurate with reasonable K.I. signal stability. Refer to
Shut the unit down and check that the ignition is turned off and Procedure sections and Annex A2 for further detail.
fuel cannot enter the combustion chamber. Install a calibrated 10.3.20.3 Analog Knockmeter Needle Mechanical Zero
compression pressure gage assembly on the engine, motor the Adjustment—With the detonation meter power switch in the
engine, and adjust the cylinder height so that the unit produces OFF position, and the meter switch in the ZERO position, set
the basic compression pressure for the prevailing barometric the knockmeter needle to ZERO using the adjusting screw
pressure as prescribed by the relationship of Fig. 2. provided on the knockmeter face.
10.3.17.1 Index the cylinder height measurement device(s) 10.3.20.4 Analog Detonation Meter Zero Adjustment—With
to the appropriate value, uncompensated for barometric pres- the detonation meter power switch in the ON position, the
sure, as follows: meter switch in the ZERO position, the time constant switch on
Digital Counter Reading of 930 3, and the meter reading and spread controls in their nominal
Dial Indicator Reading of 0.352 in.
operating positions, set the needle of the knockmeter to read
10.3.17.2 Refer to Annex A2 for a detailed cylinder height ZERO using the detonation meter zero adjusting screw, which
indexing procedure. is to the left of the meter switch on the detonation meter and
10.3.18 Fuel-Air Ratio—The fuel-air ratio (mixture propor- covered by a knurled cap.
tion) for each sample fuel and PRF involved in the determina- 10.3.21 Digital Instrumentation:
tion of an O.N. result shall be that which maximizes the K.I. 10.3.21.1 Digital Knock Meter Reading Limits—The opera-
10.3.18.1 Fuel-air ratio is a function of the effective fuel tional range for K.I. readings on the digital knockmeter shall be
level in the vertical jet of the standard carburetor assembly and from 0 to 999 K.I. and is linear throughout this range.
--`,,```,,,,````-`-`,,`,,`,`,,`---
is typically indicated as the fuel level in the appropriate 10.3.21.2 Digital Detonation Meter Spread and Time Con-
carburetor sight glass. stant Settings—Experience has shown that these variables can
10.3.18.2 The fuel level that produces maximum K.I. shall be left constant, and default values can be used. The default
be from 0.7 to 1.7 in., referenced to the centerline of the value for Spread on the Digital Detonation Meter can be left at
venturi. If necessary, change the carburetor horizontal jet size 0, and the default value for the Time Constant on the Digital
(or equivalent restrictive orifice device) to satisfy the fuel level Detonation Meter can be left at 25.
requirement.
10.3.18.3 The bracketing–dynamic equilibrium procedure NOTE 2—The Digital Knockmeter does not have a zero adjustment as it
is a software-based device.
requires a falling level reservoir assembly to vary fuel-air ratio
at a constant rate from a rich to lean mixture. The cross
11. Engine Standardization
sectional area of the reservoir determines the rate at which the
fuel level falls. Within the range that establishes a fuel level for 11.1 Unit Preparation—Operate the properly commis-
maximum K.I. in the carburetor vertical jet between 0.7 and 1.7 sioned knock test unit at temperature equilibrium and in
in. referenced to the centerline of the carburetor venturi, the compliance with the basic engine and instrument settings and
cross sectional area of the reservoir shall be constant and not standard operating conditions prescribed for this test method.
less than 3830 mm2 (5.9 in.2). 11.1.1 Operate the engine on fuel for approximately 1 h to
10.3.19 Carburetor Cooling—Circulate coolant through the ensure that all critical variables are stable. During the final 10
coolant passages of the carburetor whenever there is evidence min of this warm-up period, operate the engine at a typical K.I.
of premature vaporization in the fuel delivery passages. Re- level.
lease of hydrocarbon vapors from the sample fuel can result in 11.2 Fit-for-Use Qualification for Each Operating Period:
uneven engine operation or erratic K.I. reading and is usually 11.2.1 Every sample fuel O.N. determination shall be per-
indicated by bubble formation or abnormal fluctuation of the formed using an engine that has been qualified as fit-for-use by
fuel level in the sight glass. rating the appropriate TSF blend.
10.3.19.1 Coolant—Water or a water/antifreeze mixture. 11.2.2 Qualify the engine using the appropriate TSF blends
10.3.19.2 Coolant Temperature—The liquid coolant deliv- in accordance with the following conditions:
ered to the carburetor coolant exchangers shall be cold enough 11.2.2.1 At least once during each 12 h period of rating.
to prevent excessive vaporization but not colder than 0.6°C 11.2.2.2 After an engine has been shut down for more than
(33°F) or warmer than 10°C (50°F).17 2 h.
10.3.20 Analog Instrumentation:
11.2.2.3 After a unit has been operated at non-knocking
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10.3.20.1 Analog Knockmeter Reading Limits—The opera-

conditions for more than 2 h.
tional range for K.I. readings on the knockmeter shall be from
11.2.2.4 After a barometric pressure change of more than
20 to 80. Knock intensity is a nonlinear characteristic below 20
0.68 kPa (0.2 in. Hg) from that reading made at the time of the
and the analog knockmeter has the potential to be nonlinear
previous TSF blend rating for the specific O.N. range.
above 80.
11.2.3 When either bracketing procedure is utilized to
determine the TSF blend rating, establish standard K.I. using a
17
Supporting data have been filed at ASTM International Headquarters and may PRF blend whose whole O.N. is closest to that of the O.N.ARV
be obtained by requesting Research Report RR:D02-1006. of the selected TSF blend.

10
D2699 – 12
TABLE 2 TSF Blend Octane Number Accepted Reference Values, TABLE 3 TSF Blend O.N.ARV, Rating Tolerances and Sample Fuel
Untuned Rating Tolerances and Sample Fuel Octane Number Octane Number Range of UseA,B
Range of UseA TSF Blend Use for Sample
Rating TSF Blend Composition, vol %
TSF Blend Untuned TSF Blend Composition, vol % R.O.N. Fuel R.O.N.
Use for Sample Fuel Tolerance Toluene Isooctane Heptane
R.O.N. Rating ARV Range
Toluene Isooctane Heptane R.O.N. Range
ARV Tolerance
65.1 60.6 50 0 50 Below 70.3
89.3B 60.3 70 0 30 87.1–91.5 75.6 60.5 58 0 42 70.1–80.5
93.4B,C 60.3 74 0 26 91.2–95.3 85.2 60.4 66 0 34 80.2–87.4
96.9B,C 60.3 74 5 21 95.0–98.5 ... ... ... ... ... ...
99.8C 60.3 74 10 16 98.2–100.0 103.3 60.9 74 15 11 100.0–105.7
A
107.6 61.4 74 20 6 105.2–110.6
Request RR:D02-1208 and D02-1354 for R.O.N. accepted reference value
113.0 61.7 74 26 0 Above 110.3
(ARV) data.
B A
R.O.N. accepted reference values determined by National Exchange Group in Request RR:D02-1208 for R.O.N. accepted reference value data.
B
1986. R.O.N. accepted reference value data for all blends determined by National
C Exchange Group and Institute of Petroleum in 1988/1989.
R.O.N. accepted reference values determined by TCD93 worldwide program
in 1993.
4.5°C (8°F). Increasing the temperature decreases the O.N. The O.N.
change per IAT degree varies slightly with O.N. level and is typically
11.2.4 When the bracketing procedure is utilized to deter- larger at higher O.N. values.
mine the TSF blend rating, set the cylinder height, compen-
sated for the prevailing barometric pressure, to the guide table 11.3.5.2 If the temperature tuned TSF blend rating is within
value for the O.N.ARV of the selected TSF blend. 6 0.1 O.N. of the O.N.ARV in Table 2, the engine is fit for use
11.2.5 When the compression ratio procedure is utilized to to rate sample fuels within the applicable O.N. range.
determine the TSF blend rating, first establish standard K.I. 11.3.5.3 If the temperature tuned TSF blend rating is more
using the PRF blend whose whole O.N. is closest to that of the than 6 0.1 O.N. from the O.N.ARV in Table 2, the engine shall
O.N.ARV of the selected TSF blend. not be used for rating sample fuels having O.N. values within
11.3 Fit-for-Use Procedure—87.1 to 100.0 O.N. Range: the applicable range until the cause is determined and cor-
11.3.1 Select the appropriate TSF blend(s) from Table 2 that rected.
are applicable for the O.N. values of the sample fuel ratings 11.4 Fit-for-Use Procedure—Below 87.1 and Above 100.0
tested or to be tested during the operating period. O.N.:
11.3.2 Rate the TSF blend using the standard IAT based on 11.4.1 Select the appropriate TSF blend(s) from Table 3 that
the prevailing barometric pressure. are applicable for the O.N. values of the sample fuel ratings
11.3.2.1 It is permissible to start fit-for-use testing for a new tested, or to be tested, during the operating period.
operating period using approximately the same IAT tuning 11.4.2 The rating tolerances of Table 3 are determined by
adjustment applied for the previous operating period, recog- multiplying the standard deviation of the data that established
nizing that the barometric pressure for the two periods may be the O.N.ARV of the TSF blend and a statistical tolerance limit
slightly different, if both conditions shown are met: factor K for normal distributions. Using the standard deviation
(1) The engine standardization during the last operating values for the TSF blend data sets of 100 or more values and
period required IAT tuning for the last fit-for-use test. K = 1.5, it is estimated that in the long run, in 19 cases out of
(2) Maintenance has not taken place in the period between 20, at least 87 % of the test engines would rate the TSF blend
fit-for-use tests. within the rating tolerances listed in Table 3.
11.3.3 If the untuned TSF blend rating is within the untuned 11.4.3 Rate the TSF blend using the IAT specified for the
rating tolerances of Table 2 for that TSF blend, the engine is fit prevailing barometric pressure. Temperature tuning is not
for use to rate sample fuels within the applicable O.N. range. permitted for these O.N. levels.
IAT tuning is not required. 11.4.4 If the TSF blend rating is within the rating tolerance,
11.3.4 If the untuned TSF blend rating is more than 0.1 O.N. the engine is fit for use to rate sample fuels having O.N. values
from the O.N.ARV in Table 2, it is permissible to adjust the IAT within the applicable range for that TSF blend.
slightly to obtain the O.N.ARV for that specific TSF blend. 11.4.5 If the TSF blend rating is outside the rating tolerance,
11.3.5 If the untuned TSF blend rating is outside the conduct a comprehensive examination to determine the cause
untuned rating tolerance of Table 2, adjust the IAT within and required corrections. It is expected that some engines will
prescribed limits to obtain the O.N.ARV for that specific TSF rate outside the rating tolerance, at one or more of the O.N.
blend. levels, under standard operating conditions. Control records or
11.3.5.1 The tuned IAT shall be no further than 622°C charts of these TSF blend ratings can be helpful to demonstrate
(640°F) from the standard IAT specified for the prevailing the ongoing performance characteristic of the unit.
barometric pressure. 11.5 Checking Performance on Check Fuels:
11.5.1 While engine standardization is dependent solely on
NOTE 3—When using the analog detonation meter, a TSF blend rating TSF blend determinations, further rating using Check Fuels
change from 0.1 to 0.2 O.N. requires an IAT adjustment of approximately can provide additional credibility. Regular testing of Check
5.5°C (10°F). Increasing the temperature decreases the O.N. The O.N.
change per IAT degree varies slightly with O.N. level and is typically
Fuels and the use of standard quality control charting provide
larger at higher O.N. values. the means to document the overall effectiveness of the engine
NOTE 4—When using the digital detonation meter, a TSF blend rating and operating personnel.
change from 0.3 to 0.4 O.N. requires an IAT adjustment of approximately 11.5.1.1 Test one or more Check Fuels.
--`,,```,,,,````-`-`,,`,,`

11
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D2699 – 12
tions, the cylinder height is changed to increase the engine C.R.
and thus the knocking level. For higher than standard baromet-
ric pressure conditions, the cylinder height is changed to lower
C.R. The changes in either digital counter reading or dial
indicator reading to compensate for barometric pressure are
listed in Annex A4 (see Tables A4.4 and A4.5).
12.2.1 Digital Counter Applications—The digital counter
has two indicating counters. The top counter is directly
connected to the worm shaft, which rotates the worm wheel
that raises or lowers the cylinder in the clamping sleeve. It is
the uncompensated digital counter reading. The lower counter
can be disengaged from the upper counter for the purpose of
off-setting its reading and thus establish the differential or
compensation for prevailing barometric pressure. With the
differential set, the two counters can be engaged to move
together with the lower counter indicating the measure of
FIG. 3 Research O.N. Versus Digital Counter Reading cylinder height compensated to standard barometric pressure.
Characteristic
12.2.1.1 Digital counter readings decrease as cylinder
height is raised and increase as cylinder height is lowered.
11.5.1.2 Compare the octane rating obtained for the Check 12.2.1.2 To index the digital counter unit, position the
--`,,```,,,,````-`-`,,`,,`,`,,`---
Fuel to the Check Fuel O.N.ARV. selector knob to any setting other than 1, change the cylinder
11.5.1.3 Update the selected quality control charts to be height in the proper direction to compensate for the prevailing
maintained for the specific engine. barometric pressure as given in Annex A4 (see Tables A4.4 and
11.5.1.4 Interpret the performance depicted on the control A4.5) so that the lower indicating counter is offset from the
charts in a timely manner so that investigation and any upper indicating counter by the amount of the compensation.
corrective action can be taken if either a bias begins to develop 12.2.1.3 For barometric pressures lower than 760 mm
or the variability of the engine begins to depreciate. (29.92 in.) of Hg, the lower indicating counter shall be less
12. Test Variable Characteristics than the upper counter. For barometric pressures higher than
760 mm (29.92 in.) of Hg, the lower indicating counter shall be
12.1 Cylinder Height Relationship to O.N.—Cylinder higher than the upper counter.
height, a measure of C.R., has a significant effect on fuels and
12.2.1.4 After adjusting to the correct counter readings,
their knocking characteristic. Every fuel has a critical compres-
reposition the selector knob to 1 so that both indicating
sion ratio at which knock begins to occur. As C.R. is increased
counters change when cylinder height changes are made.
above this critical threshold, the degree of knock, or severity of
Check that the proper differential prevails as changes in
knock, increases. The Research method of test compares
cylinder height are made.
sample fuels to PRF blends at a selected knock level termed
standard K.I. guide tables of cylinder height versus O.N. have 12.2.1.5 The lower indicating counter represents the mea-
been empirically determined using PRF blends.18 They are sure of cylinder height at standard barometric pressure and is
based on the concept that the K.I. at all O.N. values is constant utilized for all comparisons with the values in the guide tables.
as detected by the knock measuring instrumentation. Fig. 3 12.2.2 Dial Indicator Applications—The dial indicator is
illustrates the slightly nonlinear relationship between Research installed in a bracket on the side of the cylinder clamping
O.N. and cylinder height expressed as digital counter reading. sleeve so that the movable spindle contacts an anvil screw,
Specific guide tables in terms of both digital counter reading positioned in a bracket mounted on the cylinder. As the
and dial indicator reading are in Annex A4 (Tables A4.1-A4.3). cylinder is raised or lowered, the dial indicator reading
12.2 Barometric Pressure Compensation of Cylinder measures the cylinder height in thousandths of an inch of
Height—O.N. values determined by this test method are travel. When indexed, the dial indicator reading is a measure of
referenced to standard barometric pressure of 760 mm (29.92 cylinder height for engines operating at standard barometric
in.) of Hg. Changes in barometric pressure affect the level of pressure. If the prevailing barometric pressure is other than 760
knock because the density of the air consumed by the engine is mm (29.92 in.) of Hg, correct the actual dial indicator reading
altered. To compensate for a prevailing barometric pressure so that it is compensated to standard barometric pressure.
that is different from standard, the cylinder height is offset so Compensated dial indicator readings apply whenever the
that the K.I. will match that of an engine at standard barometric reading is pertinent during the rating of sample fuels or when
pressure. For lower than standard barometric pressure condi- calibrating the engine using PRF blends.
12.2.2.1 Dial indicator readings decrease as cylinder height
is lowered and increase as cylinder height is raised.
18
Detonation meter guide tables were generated by setting the cylinder height to
12.3 Engine Calibration at the Guide Table Cylinder
the value for the former bouncing pin instrumentation value at 85 O.N. and then
using that knock intensity as the reference for determining the cylinder height Height—Calibrate the engine to produce standard K.I. at an
required for primary reference fuel blends over the range from 40 to 100 O.N. O.N. level where sample fuels are expected to rate.

12
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D2699 – 12
FIG. 4 Typical Effect of Fuel-Air Ratio on Knock Intensity

· Air flow through venturi is constant
· Raising fuel level richens F/A mixture
12.3.1 Prepare a PRF blend of the selected O.N. and · Fuel level for maximum K.I. depends on horizontal jet size and fuel level
introduce it to the engine. · Fuel level for maximum K.I. must be between 0.7 and 1.7
12.3.2 Set the cylinder height to the appropriate guide table · Larger hole size in horizontal jet will lower maximum K.I. fuel level.
FIG. 5 CFR Engine Carburetor Schematic
value (compensated for barometric pressure) for the O.N. of
--`,,```,,,,````-`-`,,`,,`,`,,`---
the PRF blend.

12.3.3 Determine the fuel level for maximum K.I. tal jet. With the engine firing, the fuel level falls as fuel is
12.3.4 Adjust the meter reading dial of the detonation meter consumed. Fuel level changes automatically, at a specifically
so that the knockmeter reading is 50 6 2 divisions. selected constant rate, established by the cross-sectional area of
12.4 Fuel-Air Ratio Characteristic—With the engine oper- the fuel reservoir and associated sight glass assembly. Maxi-
ating at a cylinder height that causes knock, variation of the mum K.I. is recorded as the fuel level passes through the
fuel-air mixture has a characteristic effect, typical for all fuels. critical level.
The peaking or maximizing knock characteristic is illustrated 12.4.4 OA–Fixed Horizontal Jet-Variable Fuel Volume—
in Fig. 4. This test method specifies that each sample fuel and Fuel-air ratio adjustments are made by changing the amount of
PRF shall be operated at the mixture condition that produces fuel delivered to the vertical jet. This is accomplished by
the maximum K.I. The CFR engine carburetor, utilizing a varying the fuel delivery at a rate which ensures the K.I.
single vertical jet, provides a simple means to monitor a reaches equilibrium with each change. Maximum K.I. is
measure of fuel-air ratio using a sight glass that indicates the recorded as the fuel-air ratio passes through the critical region,
fuel level in the vertical jet. See Fig. 5, which illustrates the either from a lean to rich, or a rich to lean condition.
relationships of the components. Low fuel levels relate to lean
mixtures and higher levels to rich mixtures. Fuel level changes PROCEDURE A
are made to determine the level that produces the maximum
knocking condition. To maintain good fuel vaporization, a 13. Bracketing—Equilibrium Fuel Level
restrictive orifice or horizontal jet is utilized so that the 13.1 Check that all engine operating conditions are in
maximum knock condition occurs for fuel levels between 0.7 compliance and equilibrated with the engine running on a
and 1.7 in. referenced to the centerline of the carburetor typical fuel at approximately standard K.I.
venturi. The mechanics for varying the fuel mixture can be 13.2 Perform engine fit-for-use testing utilizing a TSF blend
accomplished using various approaches. applicable for the O.N. range in which sample fuels are
12.4.1 Fixed Horizontal Jet–Variable Fuel Level System— expected to rate. If TSF blend temperature tuning is to be used,
Fuel level adjustments are made by raising or lowering the float determine the proper IAT required. Perform this rating in the
reservoir in incremental steps. Selection of a horizontal jet same manner described below for a sample fuel, except that the
having the appropriate hole size establishes the fuel level at TSF blend shall be rated without carburetor cooling.
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
which a typical sample fuel achieves maximum knock. 13.3 Establish standard K.I. by engine calibration using a
12.4.2 Fixed Fuel Level–Variable Orifice System—A fuel PRF blend having an O.N. close to that of the sample fuels to
reservoir, in which the fuel can be maintained at a prescribed be rated.
constant level, supplies an adjustable orifice (special long- 13.3.1 Set the cylinder height to the barometric pressure
tapered needle valve) used in place of the horizontal jet. Fuel compensated value for the O.N. of the selected PRF.
mixture is changed by adjustment of the needle valve. Typi- 13.3.2 When using the analog knockmeter, determine the
cally, the constant fuel level selected is near the 1.0 level, fuel level for maximum K.I. and then adjust the detonation
which satisfies the fuel level specification and also provides meter, METER READING dial to produce a knockmeter
good fuel vaporization. reading of 50 6 2 divisions. (No adjustment of the digital
12.4.3 Dynamic or Falling Level System—A fuel reservoir, detonation meter is necessary.)
filled to a higher level than that required for maximum K.I., 13.3.3 When using the analog knockmeter, check that deto-
delivers fuel through either a fixed bore or adjustable horizon- nation meter SPREAD is maximized commensurate with

13
D2699 – 12
satisfactory knockmeter stability. (No adjustment of the digital TABLE 4 Permissible Bracketing PRF Blends
detonation meter is necessary.) O.N. Range Permissible PRF Blends
13.3.4 Analog Detonation meter spread set to 12 to 15 K.I. of Sample Fuel
divisions per O.N. at the 90 O.N. level will typically provide 40 to 72 Maximum Permissible O.N. Difference of 4.0
72 to 80 Maximum Permissible O.N. Difference of 2.4
suitably optimized spread settings for the range 80 to 103 O.N. 80 to 100 Maximum Permissible O.N. Difference of 2.0
without resetting. Refer to Annex A2. 100.0 to 100.7 Use only 100.0 and 100.7 O.N. PRF blends
13.4 Sample Fuel: 100.7 to 101.3 Use only 100.7 and 101.3 O.N. PRF blends
101.3 to 102.5 Use only 101.3 and 102.5 O.N. PRF blends
13.4.1 Introduce the sample fuel to the carburetor, purge the 102.5 to 103.5 Use only 102.5 and 103.5 O.N. PRF blends
fuel system, and if applicable, the sight glass and float reservoir 103.5 to 108.6 Use only PRF blends 0.2 mL TEL/gal apart
by opening and then closing the sight glass drain valve several 108.6 to 115.5 Use only PRF blends 0.5 mL TEL/gal apart
115.5 to 120.3 Use only PRF blends 1.0 mL TEL/gal apart
times and observing that there are no bubbles in the clear
plastic tubing between the float reservoir and the sight glass.
(Warning—Sample fuel is extremely flammable and its vapors
are harmful if inhaled. Vapors may cause flash fire. See Annex 13.6 Reference Fuel No. 2:
A1.) 13.6.1 Select another PRF blend that can be expected to
13.4.2 Operate the engine on sample fuel. result in a knockmeter reading that causes the readings for the
13.4.3 Make a preliminary adjustment to the cylinder two reference fuels to bracket that of the sample fuel.
height. 13.6.2 The maximum permissible difference between the
13.4.3.1 For the analog detonation meter, adjust the cylinder two reference fuels is dependent on the O.N. of the sample
height to cause a mid-scale knockmeter reading. fuel. Refer to Table 4.
13.4.3.2 For the digital detonation meter, it is not necessary 13.6.3 Prepare a fresh batch of the second PRF blend.
to establish a mid-scale knockmeter reading. 13.6.4 Introduce Reference Fuel No. 2 to the engine, and if
applicable, purge the fuel lines in the same manner as noted for
NOTE 5—The digital detonation meter will typically exhibit peak to
the sample fuel.
peak voltages between 0.05 and 0.20 V at standard knock intensity.
13.6.5 Position the fuel-selector valve to operate the engine
13.4.4 Determine the fuel level for maximum K.I. One on Reference Fuel No. 2 and perform the required step-wise
approach is to first lower the fuel level (float reservoir adjustments for determining the fuel level for maximum K.I.
assembly) and then to raise it in small increments (0.1 sight 13.6.6 If the knockmeter reading for the sample fuel is
glass divisions or less) until the knockmeter reading peaks and bracketed by those of the two PRF blends, continue the test;
begins to fall off. Reset the float reservoir to the fuel level that otherwise try another PRF blend(s) until the bracketing re-
produces the maximum knockmeter reading. quirement is satisfied.
13.4.5 Make a second adjustment of the cylinder height. 13.6.7 Record the equilibrium knockmeter reading for Ref-
13.4.5.1 For the analog detonation meter, adjust the cylinder erence Fuel No. 2.
height so that the knockmeter reading is 50 6 2 divisions. (No 13.7 Repeat Readings:
adjustment of the digital detonation meter is necessary.) 13.7.1 Perform the necessary steps to obtain repeat knock-
13.4.5.2 For the analog detonation meter, when testing TSF meter readings on the sample fuel, Reference Fuel No. 2, and
blends (for which the rating is conducted at the guide table finally Reference Fuel No. 1. For each fuel, be certain that the
cylinder height setting for the ARV of the blend) it is fuel level used is that for maximum K.I. and allow operation to
permissible to adjust the detonation meter settings to botain a reach equilibrium before recording the knockmeter readings.
knockmeter reading of 50 6 2 divisions. (No adjustment of the The fuel switching for the complete rating shall be as illus-
digital detonation meter is necessary.) trated in Fig. 6.
13.4.6 Record the knockmeter reading. (For the digital 13.7.2 Refer to Section 17 for the detailed interpolation and
panel, refer to the manufacturer’s operation manual for the calculation procedure.
appropriate computer command to record knockmeter read- 13.7.3 The two knockmeter readings for the sample fuel and
ings.) two for each of the PRF blends constitute a rating provided (1)
13.4.7 Observe the cylinder height reading, compensated to the difference between the rating calculated from the first and
standard barometric pressure, and using the appropriate guide second series of readings is no greater than 0.3 O.N., and when
table, determine the estimated O.N. of the fuel sample. using the analog detonation meter, (2) the average of the
13.5 Reference Fuel No. 1: sample fuel knockmeter readings is between 45 and 55.
13.5.1 Prepare a fresh batch of a PRF blend that has an O.N. (Condition (2) is not applicable for the digital knockmeter.)
estimated to be close to that of the sample fuel. 13.7.4 If the first and second series of knockmeter readings
13.5.2 Introduce Reference Fuel No. 1 to the engine, and if do not meet the criteria, a third series of readings may be
applicable, purge the fuel lines in the same manner as noted for obtained. The fuel switching order for this set shall be sample
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
the sample fuel. fuel, Reference Fuel No. 1, and finally Reference Fuel No. 2.
13.5.3 Position the fuel-selector valve to operate the engine The second and third series of knockmeter readings shall then
on Reference Fuel No. 1 and perform the step-wise adjust- constitute a rating provided the difference between the rating
ments required for determining the fuel level for maximum K.I. calculated from the second and third series of readings is no
13.5.4 Record the equilibrium knockmeter reading for Ref- greater than 0.3 O.N., and when using the analog detonation
erence Fuel No. 1. meter, the average of the last two sample fuel knockmeter
--`,,```,,,,````-`-`,,`,,`,`,,`---

14
D2699 – 12
PRF pairs for sample fuels that rate in the ranges 100.0 to
100.7; 100.7 to 101.3; 101.3 to 102.5; and 102.5 to 103.5.
13.9.4 When using the analog detonation meter, check that
detonation meter spread is maintained as large as possible
despite the fact that knockmeter readings will vary consider-
ably and make selection of an average reading tedious. (No
FIG. 6 Sample and Reference Fuel Reading Sequence
adjustment of the digital detonation meter is necessary.)
PROCEDURE B
readings is between 45 and 55. (Condition (2) is not applicable
for the digital knockmeter.) 14. Bracketing—Dynamic Fuel Level
13.8 Checking Guide Table Compliance:
13.8.1 Check that the cylinder height, compensated for 14.1 Applicable O.N. Rating Range—This procedure shall
barometric pressure, used for the rating is within the prescribed apply for ratings within the range from 80 to 100 O.N.
limits of the applicable guide table value of cylinder height for 14.2 Check that all engine operating conditions are in
the sample fuel O.N. At all O.N. levels, the digital counter compliance and equilibrated with the engine running on a
reading shall be within 620 of the guide table value. The dial typical fuel at approximately standard K.I.
indicator reading shall be within 60.014 in. of the guide table 14.3 Perform engine fit-for-use testing utilizing a TSF blend
value. applicable for the O.N. range in which sample fuels are
13.8.2 If the cylinder height for the sample fuel rating is expected to rate. If TSF blend temperature tuning is to be used,
outside the guide table limit, repeat the rating after readjust- determine the proper IAT required. Perform this rating in the
ment of the detonation meter to obtain standard K.I. using a same manner described below for a sample fuel except that the
PRF blend whose O.N. is close to that of the sample fuel. TSF blend shall be rated without carburetor cooling.
13.9 Special Instructions for Sample Fuel Ratings Above 14.4 Establish standard K.I. by engine calibration using a
100 O.N.: PRF blend having an O.N. close to that of the sample fuels to
13.9.1 Knock characteristics become more erratic and un- be rated.
stable at octane levels above 100 for several reasons. Careful 14.4.1 Set the cylinder height to the barometric pressure
attention to the setting and adjustment of all variables is compensated value for the O.N. of the midpoint of the PRF
required to ensure that the rating is representative of the sample bracket.
fuel quality. 14.4.2 When using the analog knockmeter, determine the
13.9.2 When using the analog knockmeter, if the sample fuel level for maximum K.I. and then adjust the detonation
fuel rating will be above 100 O.N., it is necessary to establish meter, METER READING dial to produce a knockmeter
standard K.I. using an isooctane plus TEL PRF blend before reading of 50 6 20 divisions. (No adjustment for the digital
sample fuel testing can continue. This may require more than detonation meter is necessary.)
one trial to select the appropriate leaded PRF (one of the two 14.4.3 When using the analog knockmeter, check that deto-
that bracket the sample fuel) and proper cylinder height. It will nation meter SPREAD is maximized commensurate with
also necessitate adjustment of the detonation meter METER satisfactory knockmeter stability. (No adjustment of the digital
READING dial to obtain a knockmeter reading of approxi- detonation meter is necessary.)
mately 50 divisions. If the rating is between 100.0 and 100.7 14.4.4 When using the analog detonation meter, detonation
O.N., use the isooctane plus 0.05 mL TEL PRF to establish meter spread set at 12 to 15 K.I. divisions per O.N. at the 90
standard K.I. At the higher O.N. levels, either of the specified O.N. level will typically provide suitably optimized spread
leaded PRF blends for the particular O.N. range may be used settings for the range 80 to 100 O.N. without resetting. Refer to
for this purpose. Annex A2. (No adjustment of the digital detonation meter is
13.9.2.1 When using the digital knockmeter, if the sample necessary.)
fuel rating will be above 100 O.N., it is necessary to establish 14.5 Sample Fuel:
standard K.I. using an isooctane plus TEL PRF blend before 14.5.1 Introduce the sample fuel to an empty fuel reservoir.
sample fuel testing can continue. This may require more than Purge the fuel line, sight glass, and fuel reservoir by opening
one trial to select the appropriate leaded PRF (one of the two and then closing the sight glass drain valve several times and
that bracket the sample fuel) and proper cylinder height. If the observing that there are no bubbles in the clear plastic tubing
rating is between 100.0 and 100.7 O.N., use teh It will also between the fuel reservoir and the sight glass. Top off the level
necessitate adjustment of the detonation meter METER so that the fuel level is at approximately 0.4 in the sight glass.
READING dial to obtain a knockmeter reading of approxi- Where experience demonstrates the critical maximum K.I.
mately 50 divisions. If the rating is between 100.0 and 100.7 occurs near a specific fuel level, filling to a level 0.3 above the
O.N., use the isooctane plus 0.05 mL TEL PRF to establish typical level is acceptable. (Warning—Sample fuel is ex-
standard K.I. At the higher O.N. levels, either of the specified tremely flammable and its vapors are harmful if inhaled.
leaded PRF blends for the particular O.N. range may be used Vapors may cause flash fire. See Annex A1.)
for this purpose. 14.5.2 Position the fuel-selector valve to operate the engine
13.9.3 Refer to Table 4 when selecting the PRF blends for on the sample fuel and observe that the fuel level begins to fall
sample fuels that rate above 100 O.N. Use only the specified in the sight glass.
--`,,```,,,,````-`-`,,`,,`,`,,`---

15
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D2699 – 12
14.5.3 When applying this falling level technique, stop the 14.7.5 Position the fuel-selector valve to operate the engine
sequence by switching to another fuel when the K.I. reading on Reference Fuel No. 2 and record, or mark the recorder
passes its maximum value and decreases approximately ten tracing, to indicate the maximum K.I. reading that occurs as the
divisions. Closely monitor each falling fuel level sequence to fuel level falls. Care shall be taken to observe that the
ensure the engine is always supplied with fuel and that maximum K.I. condition occurs at a fuel level within the
knocking conditions prevail for a high proportion of rating time specified 0.7 to 1.7 in. range.
to maintain operating temperature conditions. 14.7.6 If the maximum K.I. reading for the sample fuel is
14.5.4 When using the analog detonation meter, if the K.I. bracketed by those of the two PRF blends, continue the rating;
reading falls outside 30 to 70, adjust the cylinder height to otherwise try another PRF blend(s) until the bracketing re-
bring the engine close to the standard K.I. condition. quirement is satisfied.
14.8 Repeat Readings:
NOTE 6—Proficiency in making this initial adjustment of cylinder
14.8.1 Perform the necessary steps to obtain repeat K.I.
height is achieved with experience.
readings on the sample fuel, Reference Fuel No. 2, and finally
14.5.5 When using the digital detonation meter, if the peak Reference Fuel No. 1. The fuel switching for the complete
to peak voltage falls outside of the range of 0.05 to 0.35, adjust rating shall be as illustrated in Fig. 6.
the cylinder height to bring the engine close to the standard K.I. 14.8.2 Refer to Section 17 for the detailed interpolation and
condition. calculation procedure.
14.5.6 Refill the fuel reservoir to the appropriate rich 14.8.3 The two maximum K.I. readings for the sample fuel
mixture sight glass level for each successive repetition of the and two for each of the PRF blends constitute a rating provided
trial-and-error process. (1) the difference between the rating calculated from the first
14.5.7 When using the analog detonation meter, after the and second series of readings is no greater than 0.3 O.N., and
cylinder height is approximately determined, it may be neces- (2) the average of the sample fuel K.I. readings is between 30
sary to make a final adjustment to ensure that (1) the fuel level and 70. (Condition (2) is not applicable for the digital detona-
for maximum K.I. occurs at a sight glass level within the tion meter.)
critical range from 0.7 to 1.7 in. and (2) the maximum K.I. 14.8.4 If the first and second series of K.I. readings do not
reading is between 30 and 70 divisions. (Condition (2) is not meet the criteria, a third series of readings may be obtained.
necessary when using the digital detonation meter.) The fuel switching order for this set shall be sample fuel,
14.5.8 Record the maximum K.I. reading, or if a K.I. Reference Fuel No. 1, and finally Reference Fuel No. 2. The
recorder is being used, mark the trace to indicate the sample second and third series of maximum K.I. readings shall then
identification and highlight the maximum reading. constitute a rating provided the difference between the rating
14.5.9 Observe the cylinder height reading, compensated to calculated from the second and third series of readings is no
standard barometric pressure, and using the appropriate guide greater than 0.3 O.N., and the average of the last two sample
table, determine the estimated O.N. of the sample fuel. fuel K.I. readings is between 30 and 70.
14.6 Reference Fuel No. 1: 14.9 Checking Guide Table Compliance:
14.6.1 Prepare a fresh batch of a PRF blend that has an O.N. 14.9.1 Check that the cylinder height, compensated for
estimated to be close to that of the sample fuel. barometric pressure, used for the rating is within the prescribed
14.6.2 Introduce Reference Fuel No. 1 to one of the unused limits of the applicable guide table value of cylinder height for
fuel reservoirs taking care to purge the fuel line, sight glass, the sample fuel O.N. At all O.N. levels, the digital counter
and fuel reservoir in the same manner as noted for the sample reading shall be within 620 of the guide table value. The dial
fuel. indicator reading shall be within 60.014 in. of the guide table
value.
14.6.3 Position the fuel-selector valve to operate the engine
14.9.2 If the cylinder height of the sample fuel rating is
on Reference Fuel No. 1 and record, or mark the recorder
outside the guide table limit, repeat the rating after readjust-
tracing, to indicate the maximum K.I. reading that occurs as the
ment of the detonation meter to obtain standard K.I. using a
fuel level falls. Care shall be taken to observe that the
PRF blend whose O.N. is close to that of the sample fuel.
maximum K.I. condition occurs at a fuel level within the
specified 0.7 to 1.7 in. range. PROCEDURE C //^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
14.7 Reference Fuel No. 2:

14.7.1 Select another PRF blend that can be expected to 15. Compression Ratio
--`,,```,,,,````-`-`,,`,,`,`,,`---
result in a maximum K.I. reading that causes the readings for 15.1 Cylinder Height Measurement—This procedure shall
the two reference fuels to bracket that of the sample fuel. only be used if the CFR engine is equipped with a digital
14.7.2 The maximum permissible difference between the counter for measurement of cylinder height in order to maxi-
two reference fuels is dependent on the O.N. of the sample mize the resolution of the measurement of this primary
fuel. Refer to Table 4. variable.
14.7.3 Prepare a fresh batch of the selected PRF blend. 15.2 Applicable O.N. Rating Range—This procedure shall
14.7.4 Introduce Reference Fuel No. 2 to one of the unused only apply for ratings within the range from 80 to 100 O.N.
fuel reservoirs taking care to purge the fuel line, sight glass, 15.3 Check that all engine operating conditions are in
and fuel reservoir in the same manner as noted for the sample compliance and equilibrated with the engine running on a
fuel. typical fuel at approximately standard K.I.

16
D2699 – 12
15.4 Perform engine fit-for-use testing utilizing a TSF blend TABLE 5 Maximum Sample Fuel O.N. Difference from Calibration
applicable for the O.N. range in which sample fuels are PRF
expected to rate. If TSF blend temperature tuning is to be used, Maximum O.N. Difference—
Sample Fuel O.N.
Sample Fuel from PRF
determine the proper IAT required. This rating shall be 80 to 90 2.0
performed in the same manner described below for a sample 90 to 100 1.0
fuel except that the TSF blend shall be rated without carburetor
cooling.
15.5 Establish standard K.I. by engine calibration using a
PRF blend having an O.N. close to that of the sample fuels to previous value. If the knockmeter reading does not repeat
be rated. within 61 division, readjust the cylinder height to obtain the
15.5.1 Set the cylinder height to the barometric pressure standard K.I. value for the applicable PRF blend and when
compensated value for the O.N. of the selected PRF. equilibrium is achieved, repeat the fuel level upset check for
15.5.2 Determine the fuel level for maximum K.I., adjust repeatability of readings.
the detonation meter, METER READING dial to produce a 15.6.8 Read and record the compensated digital counter
knockmeter reading of 50 6 2 divisions, and record this value. reading.
15.5.3 Check that detonation meter SPREAD is maximized 15.6.9 Convert the compensated digital counter reading to
commensurate with satisfactory knockmeter stability. O.N. using the appropriate guide table.
15.5.4 Detonation meter spread set to 12 to 15 K.I. divisions 15.7 Repeat Reading:
per O.N. at the 90 O.N. level will typically provide suitably 15.7.1 Check standard K.I. by operation on the PRF blend at
optimized spread settings for the range 80 to 100 O.N. without the compensated digital counter reading for the O.N. of this
resetting. Refer to Annex A2. blend. If the knockmeter reading is within 63 divisions of the
15.6 Sample Fuel: original reading, record the value and switch back to the
15.6.1 Introduce the sample fuel to the carburetor, purge the sample fuel. If the knockmeter reading is outside the 63
fuel system and, if applicable, the sight glass and float reservoir division limit, standard K.I. must be reset before again rating
by opening and then closing the sight glass drain valve several the sample fuel.
times and observing that there are no bubbles in the clear 15.7.2 Check the sample fuel by adjusting the cylinder
plastic tubing between the float reservoir and the sight glass. height so that the knockmeter reading is within 62 divisions of
(Warning—Sample fuel is extremely flammable and its vapors the standard K.I. reading recorded for the PRF blend and
are harmful if inhaled. Vapors may cause flash fire. See Annex convert the compensated digital counter reading to O.N. using
A1.) the appropriate guide table.
15.6.2 Operate the engine on sample fuel. If the engine 15.7.3 The average of the two sample fuel O.N. results
knock changes drastically and results in either a very low or constitute a rating provided the difference between them is no
very high knockmeter reading, adjust cylinder height in the greater than 0.3 O.N.
proper direction to reestablish a mid-scale knockmeter reading. 15.8 Checking PRF Limit Compliance:
This shift in O.N. level may require establishing standard K.I. 15.8.1 The average O.N. of the sample fuel is acceptable if
with a different PRF blend whose O.N. can be estimated from it does not differ from the O.N. of the PRF used to establish
the guide table for the cylinder height reading that has just been standard K.I., by more than the value in Table 5.
determined. 15.8.2 When the O.N. difference between the sample fuel
15.6.3 Adjust the cylinder height to cause a mid-scale and the PRF exceeds the limits in Table 5, check standard K.I.
knockmeter reading for the sample fuel. using a new PRF whose O.N. is within the indicated limits. If
15.6.4 Determine the fuel level for maximum K.I. One the new PRF knockmeter reading at the cylinder height for its
approach is to first lower the fuel level (float reservoir O.N. is within 50 6 1 divisions, the previously determined
assembly) and then raise it in small increments (0.1 sight glass rating may be accepted. If not, perform a new engine calibra-
divisions or less) until the knockmeter reading peaks and tion using the selected PRF and repeat the sample fuel rating.
begins to fall off. Reset the float reservoir to the fuel level that 15.9 Testing Sample Fuels of Similar O.N.:
produces the maximum knockmeter reading. 15.9.1 If the O.N. values of several sample fuels are known
15.6.5 Adjust the cylinder height so that the knockmeter to be similar, it is permissible to determine standard K.I. using
reading is within 62 divisions of the standard K.I. reading an appropriate PRF, rate each of the sample fuels and then
recorded for the applicable PRF blend. check that the standard K.I. for the PRF is within 61 division
15.6.6 Allow equilibrium to occur, and if necessary, make of the initial value.
any slight adjustment in cylinder height to obtain a valid 15.9.2 A check of standard K.I. shall, in any event, be made
standard K.I. reading. Do not extend the operating time beyond after every fourth sample fuel measurement.
approximately 5 min as measured from the time at which the
fuel level setting is finalized. PROCEDURE D
--`,,```,,,,````-`-`,,`,,`,`,,`---
15.6.7 Upset engine equilibrium by opening the sight glass

drain valve momentarily to cause the fuel level to fall and any 16. Bracketing–OA
trapped vapor bubbles to be removed. After closing the drain 16.1 Applicable O.N. Rating Range—This procedure shall
valve, observe that the knockmeter reading returns to the apply for ratings within the range from 72 to 108 O.N.

17
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D2699 – 12
16.7.2.2 If the reading for the sample fuel is bracketed by
those of the two PRF blends, continue with the next set of
determinations; otherwise try another PRF blend(s) until the
bracketing requirement is satisfied.
16.7.3 Refer to 17 for the detailed interpolation and calcu-
lation procedure.
16.7.4 The average of the first and second determinations
for the sample fuel constitute a rating provided (1) the
difference between the rating calculated from the first and
second series of determinations is no greater than 0.3 O.N. and
(2) the OA demonstrates stability in the determination of
maximum knock.
16.7.5 If the first and second series of octane determinations
FIG. 7 Example of OA Knock Curve do not meet the criteria, obtain a third series of determinations.
16.7.6 The average of the second and third determinations
for the sample fuel constitute a rating provided the difference
16.2 Check that all engine operating conditions are in between the rating calculated from the second and third series
compliance and equilibrated with the engine running on a of determinations is no greater than 0.3 O.N.
typical fuel at approximately standard K.I. 16.8 Checking Guide Table Compliance:
16.3 Perform engine fit-for-use testing utilizing a TSF blend 16.8.1 Check that the cylinder height, compensated for
applicable for the O.N. range in which sample fuels are barometric pressure, used for the rating is within the prescribed
expected to rate. If TSF blend temperature tuning is to be used, limits of the applicable guide table value of cylinder height for
determine the proper IAT required. Perform this rating in the the sample fuel O.N. At all O.N. levels, the digital counter
same manner described below for a sample fuel except that the reading shall be within 620 of the guide table value. The dial
TSF blend shall be rated without carburetor cooling. indicator reading shall be within 60.014 in. of the guide table
16.4 Sample Fuel: value.
16.4.1 Spread is optimized by the computer control system. 16.8.2 If the cylinder height for the sample fuel rating is
16.4.2 Select two PRF blends that will bracket the expected outside the guide table limit, repeat the rating after readjust-
octane number of the sample. One PRF should have an octane ment of the cylinder height to ensure compliance with the
number that is greater than the sample and one should have an guide table value to the sample octane.
octane number less than the sample, such that the PRFs bracket
the expected octane of the sample. 17. Calculation of O.N.—Bracketing Procedures
16.4.3 The maximum permissible difference between the 17.1 Calculate the average knockmeter readings for the
two reference fuels is dependent on the O.N. of the sample sample fuel and each of the PRF blends.
fuel. Refer to Table 4. 17.2 Calculate the O.N. by interpolation of these average
16.5 Set the cylinder height between the barometric pres- knockmeter readings proportioned to the O.N. values of the
sure compensated value for the O.N. of the selected PRFs. bracketing PRF blends in accordance with the example shown
16.6 Introduce the sample fuel and PRF blends to the in Fig. 8 and Eq 4:
carburetor, purge the fuel system, and if applicable, the sight
glass and float reservoir by opening and then closing the drain
valve several times and observing that there are no bubbles in
S K.I.LRF 2 K.I.S
O.N.S 5 O.N.LRF 1 K.I. 2 K.I.
LRF HRF
D~O.N.HRF 2 O.N.LRF! (4)
the plastic tubing between the float reservoir, the sight glass, where:
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
and the fuel selector valve. (Warning—Sample fuel is ex- O.N.S = octane number of the sample fuel,
tremely flammable and its vapors are harmful if inhaled. O.N.LRF = octane number of the low PRF,
--`,,```,,,,````-`-`,,`,,`,`,,`---
Vapors may cause flash fire. See Annex A1.) O.N.HRF = octane number of the high PRF,
16.7 Octane Measurement: K.I.S = knock intensity (knockmeter reading) of the
16.7.1 Provide initial pump settings for the determination of sample fuel,
maximum knock. The OA will search for maximum knock K.I.LRF = knock intensity of the low PRF, and
from these initial settings. Care should be taken to ensure K.I.HRF = knock intensity of the high PRF.
initial pump settings will produce adequate knock to allow
maximum knock determination. Experience with the OA will 18. Report
help in setting initial pump settings. 18.1 Research O.N. of Spark-Ignition Engine Fuels:
16.7.1.1 The fuels shall be measured in the following 18.1.1 Report the calculated bracketing procedure or the
sequence PRF, PRF and then the sample fuel. C.R. procedure result as Research O.N.
16.7.2 Initiate octane determination sequence. 18.1.1.1 For ratings below 72.0 O.N., report the value to the
16.7.2.1 Review maximum knock curves and confirm they nearest integer. When the calculated O.N. ends with a 0.50,
raise through maximum knock and fall as shown in Fig. 7, if round off to the nearest even number; example, round 67.50
they do not identify cause and repeat the analysis. and 68.50 to 68 O.N.

18
D2699 – 12
NOTE—Circled values and the dashed lines represent the differences between the respective K.I. readings and O.N. values.
FIG. 8 Example of Octane Number Calculations
18.1.1.2 For ratings from 72.0 through 103.5 O.N., report 19.1.1.3 Bias20—There is a statistically significant bias
the value to the nearest tenth. When the calculated O.N. ends between the digital and analog detonation meters. The magni-
with exactly 5 in the second decimal place, round to the nearest tude is less than the repeatability estimates of Procedures A and
--`,,```,,,,````-`-`,,`,,`,`,,`---
even tenth number; example, round 89.55 and 89.65 to 89.6 C. The regression equation is as follows:
O.N. RONanalog detonation meter 5 RONdigital detonation meter – 0.17 (5)
18.1.1.3 For ratings above 103.5 O.N., report the value to
19.1.1.4 The above repeatability is based on the replicate
the nearest integer. When the calculated O.N. ends with a 0.50,
O.N. results obtained by the ASTM Motor National Exchange
round off to the nearest even number; for example, round
Group (NEG) participating in cooperative testing programs
105.50 and 106.50 to 106 O.N.
from 1983 through 1987 and 1994. Between 90 and 100
18.1.2 Report which procedure is used to determine the
Research O.N., the repeatability standard deviation is 0.08
O.N.: bracketing–equilibrium fuel level, bracketing–dynamic
unaffected by octane level. This average standard deviation has
fuel level, or compression ratio.
been multiplied by 2.772 to obtain the limit value.
18.1.3 Report the engine room barometric pressure at the
19.1.1.5 The above reproducibility is based on the com-
time of the rating.
bined NEG monthly sample testing program data from 1988
18.1.4 Report the IAT used.
through 1994, the Institute of Petroleum monthly sample data
19. Precision and Bias from 1988 through 1994, and the Institut Francais du Petrole
monthly sample data from 1991 through 1994. The combina-
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19.1 Bracketing—Equilibrium Fuel Level Procedure A and tion of the large number of sample sets and the fact that each
C.R. Procedure C:19 sample fuel is tested by more than 30 laboratories, provides a
19.1.1 90.0 to 100.0 Research O.N. Range—The precision comprehensive picture of the precision achievable using this
of this test method for Research O.N. values between 90.0 and test method. Analyzed graphically, the respective sample fuel
100.0 based on statistical examination of interlaboratory test standard deviations were plotted versus O.N. The variation in
results by the bracketing–equilibrium fuel level or C.R. proce- precision with respect to O.N. level, for the range of these data,
dures is as follows: is best expressed by a linear regression of the values. Between
19.1.1.1 Repeatability—The difference between two test 90 and 100 Research O.N., the reproducibility standard devia-
results, obtained on identical test samples under repeatability tion is 0.25 unaffected by octane level. This average standard
conditions would, in the long run, in the normal and correct deviation has been multiplied by 2.772 to obtain the limit
operation of the test method, exceed 0.2 O.N. only in one case value.
in twenty. 19.1.1.6 Sample fuels containing oxygenate (alcohols or
19.1.1.2 Reproducibility—The difference between two ethers), in the concentrations typical of commercial spark-
single and independent results obtained on identical test ignition engine fuels, have been included in the exchange
samples under reproducibility conditions would, in the long programs and the precision for these sample fuels is statisti-
run, in the normal and correct operation of the test method, cally indistinguishable from non-oxygenated fuels in the Re-
exceed 0.7 O.N. only in one case in twenty. search O.N. range from 90.0 to 100.0.
19 20
Supporting data (a listing of the data and analysis used to establish the Supporting data (listing of the data and analyses used in the digital detonation
precision statements) have been filed at ASTM International Headquarters and may meter ILS) have been filed at ASTM International Headquarters and may be
be obtained by requesting Research Report RR:D02-1383. obtained by requesting Research Report RR:D02-1731.

19
D2699 – 12
TABLE 6 Research Method Reproducibility Above 100 O.N.
Average Research O.N. Level Reproducibility Limits O.N.
101.0 1.0
102.0 1.4
103.0 1.7
104 2.0
104 to 108 3.5
19.1.1.7 The equivalence of this test method when per-

formed at barometric pressures less than 94.6 kPa (28.0 in. of
Hg) has not been determined. Reproducibility for the 88.0 to
98.0 Research O.N. range at altitude locations, based on ASTM
Rocky Mountain Regional Group interlaboratory test results, FIG. 9 Variation of Reproducibility Standard Deviation With
would, in the long run, in the normal operation of the test Research Octane Number
method, exceed approximately 1.0 O.N. only in one case in
twenty. 19.3 Bracketing–OA Procedure D:
19.1.2 Below 90.0 Research O.N. Range: 19.3.1 The data for the bracketing–OA procedure is from a
19.1.2.1 Precision cannot be stated for the range below 90.0 limited round robin using both the Waukesha Engine Custom
Research O.N. because current data are not available. CFR Control Octane Analyzers and Phillips KEAS Systems.22
19.1.3 Above 100.0 Research O.N. Range: The available information includes a statistical study that
19.1.3.1 A limited amount of data above 100 Research O.N. comparatively tested eleven gasoline samples and three TSF
have been obtained by the ASTM Aviation National Exchange blends, by both the bracketing–OA procedure and the brack-
Group, Institute of Petroleum, and Institut Francais du Petrole eting–equilibrium fuel level procedure.
in recent years. Reproducibility for the 101.0 to 108 O.N. 19.3.1.1 Repeatability of the bracketing–OA procedure is
range, would, in the long run, in the normal operation of the similar to that of the bracketing–equilibrium fuel level proce-
test method, exceed the values in Table 6 only in one case in dure. Results produced by the OA equipment and procedures
twenty. are equivalent to those produced by the equilibrium-bracketing
19.1.3.2 Precision cannot be stated for the range above 108 procedure.
Research O.N. because current data are not available. 19.3.1.2 Reproducibility of the bracketing–OA procedure is
19.2 Bracketing—Dynamic Fuel Level Procedure B: similar to that of the bracketing–equilibrium fuel level proce-
19.2.1 The amount of data for the bracketing—dynamic fuel dure. Results produced by the OA equipment and procedures
level procedure is limited.21 The available information includes are equivalent to those produced by the equilibrium-bracketing
a statistical study involving single ratings by seven laboratories procedure.
that comparatively tested four gasoline samples and three TSF 19.3.1.3 Bias—There is no statistically significant bias be-
blends, in the 90.0 to 100.0 research O.N. range, by both the tween the bracketing–OA procedure and the bracketing-
bracketing–dynamic fuel level procedure and the bracket- equilibrium fuel level procedure.
ing–equilibrium fuel level procedure. A second phase exam- 19.4 Standard Deviation:
ined repeatability using duplicate bracketing–dynamic fuel 19.4.1 Examination of interlaboratory test results for Re-
level procedure ratings by each of four laboratories on eight search O.N. has been carried out since the late 1930s by the
sample fuels. Motor National Exchange Group that regularly tests at least
19.2.1.1 Repeatability of the bracketing–dynamic fuel level one sample per month. These historical data have demonstrated
procedure is similar to that of the bracketing–equilibrium fuel that the variability (standard deviation) of the test method
level procedure as inferred from the statistical analysis of the changes with O.N. as shown in Fig. 9. The curve for this figure
duplicate ratings data set. is based on ASTM National Exchange Group data from 1966
19.2.1.2 Reproducibility of the bracketing–dynamic fuel through 1987.
level procedure is indistinguishable from that of the bracket- 19.5 Bias—The procedures in this test method for Research
ing–equilibrium fuel level procedure based on the statistical O.N. of spark-ignition engine fuel have no bias because the
analysis of the limited data from the round-robin study. value of Research O.N. can be defined only in terms of this test
19.2.1.3 Bias20—There is a statistically significant bias method.
between the digital and analog detonation meters. The magni-
20. Keywords
tude is less than the repeatability estimates of Procedures A and
C. The regression equation is as follows: 20.1 guide table; isooctane; knock intensity; n-heptane;
research octane number; spark-ignition engine fuel perfor-
RONanalog detonation meter 5 RONdigital detonation meter – 0.17 (6)
mance; toluene standardization fuel
21 22
Supporting data have been filed at ASTM International Headquarters and may Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02-1343. be obtained by requesting Research Report RR:D02-1549.
--`,,```,,,,````-`-`,,`,,`,`,,`---

20
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D2699 – 12
ANNEXES
(Mandatory Information)
A1. HAZARDS INFORMATION
A1.1 Introduction A1.3.1.5 Leaded isooctane PRF,

A1.1.1 In the performance of this test method there are A1.3.1.6 n-heptane,
hazards to personnel. These are indicated in the text. The A1.3.1.7 Oxygenate,
classification of the hazard, Warning, is noted with the A1.3.1.8 PRF,
appropriate key words of definition. For more detailed infor- A1.3.1.9 PRF blend,
mation regarding the hazards, refer to the appropriate Material A1.3.1.10 Reference fuel,
Safety Data Sheet (MSDS) for each of the applicable sub- A1.3.1.11 Sample fuel,
stances to establish risks, proper handling, and safety precau- A1.3.1.12 Spark-ignition engine fuel,
tions. A1.3.1.13 TSF,
A1.3.1.14 TSF blend, and
A1.2 (Warning—Combustible. Vapor Harmful.) A1.3.1.15 Xylene.
A1.2.1 Applicable Substances:
A1.2.1.1 Engine crankcase lubricating oil. A1.4 (Warning—Poison. May be harmful or fatal if
inhaled or swallowed.)
A1.3 (Warning—Flammable. Vapors harmful if inhaled. A1.4.1 Applicable Substances:
Vapors may cause flash fire.) A1.4.1.1 Antifreeze mixture,
A1.3.1 Applicable Substances: A1.4.1.2 Aviation mix tetraethyllead antiknock compound,
A1.3.1.1 80 octane PRF blend, A1.4.1.3 Dilute tetraethyllead,
A1.3.1.2 Check Fuel, A1.4.1.4 Glycol based antifreeze,
A1.3.1.3 Fuel blend, A1.4.1.5 Halogenated refrigerant, and
A1.3.1.4 Isooctane, A1.4.1.6 Halogenated solvents.
A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS
A2.1 Camshaft Timing and Valve Lift Measurement—The profiles and their relationship in the 720° of rotation of the
camshaft for the Model CFR-48 crankcase has intake and flywheel during one combustion cycle.
exhaust cam lobes both ground to produce a valve lift of 0.238 A2.1.2 Timing Check Procedure:
in. Each lobe is designed to include a quieting ramp at the A2.1.2.1 Measurement is best made when the cylinder
beginning and end of the contour change from the base circle assembly is removed from the crankcase although it is possible
diameter. These quieting ramps are flat spots in the contour that with the cylinder and valve mechanism in place.
occur at 0.008 to 0.010 in. rise from the base circle of the lobe A2.1.2.2 Assemble a dial indicator on the deck of the
and that extend for typically 4 to 6° of crank angle rotation. crankcase so that it can be positioned to indicate the lift of the
Actual valve lift does not take place until valve clearance is intake valve lifter.
overcome, and this is essentially coincident with the flat spot of A2.1.2.3 The dial indicator must have a minimum travel of
the quieting ramp. The maximum height of the lobe from the 0.250 in. and read to 0.001 in.
base circle is typically 0.248 in. A2.1.2.4 Position the flywheel to tdc on the compression
A2.1.1 Measurement Principle—It is difficult to define the stroke and set the dial indicator to zero.
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actual point at which a valve should open or close because the A2.1.2.5 Rotate the flywheel in the normal direction until
event takes place on the quieting ramp where the rate-of- the valve lifter rises, causing movement of the dial indicator.
change of the cam profile is minimal. The following procedure A2.1.2.6 Continue flywheel rotation until the dial indicator
uses a point higher up on the contour of the lobes where reading is 0.054 in.
maximum lift velocity occurs. Thus, all timing events are A2.1.2.7 Read the flywheel crank angle and compare it to
referenced to the flywheel crank angle degree readings, which the specification which is 30°.
occur at a rise of 0.054 in. off the cam lobe base circle. Timing A2.1.2.8 If the observed crank angle is within 30 6 2°, the
of the camshaft can be judged by the measurement of the intake timing is satisfactory. Otherwise, the camshaft needs retiming
--`,,```,,,,````-`-`,,`,,`,`,,`---
valve opening event, which along with the exhaust valve either by shifting the cam gear with respect to the crankshaft or
closing event are the so-called “top end” events that are most by relocating the cam gear on its shaft using one of the other
critical. Fig. A2.1 illustrates both the intake and exhaust lobe three keyways. Changing the point of mesh of the cam gear

21
D2699 – 12
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
FIG. A2.1 Camshaft Timing Diagram
with respect to the crankshaft by one full gear tooth makes a proportional to C.R. Two approaches to indicating the cylinder
9.5° change on the flywheel for a given mark. Four keyways in height are applicable as follows:
the cam gear permit shifts of timing in 1° 11 min increments A2.2.1.1 Compression Ratio Digital Counter Assembly—
for a given mark. Cam gears are supplied with an X mark at the See Fig. A2.2. A flexible cable connects the cylinder clamping
tooth to be aligned with the corresponding X mark on the sleeve worm shaft to a mechanical digital counter unit that has
crankshaft gear. If another keyway is used, the gear X mark is two digital display counters or indicators. The input shaft of the
irrelevant and the proper tooth for the unmarked keyway must unit is directly connected to the upper digital indicator and the
be determined. Greater detail is available from the manufac- digital counter reading responds to any rotation of the worm
turer. shaft which moves the engine cylinder up or down. The lower
NOTE A2.1—The other valve opening and closing events may also be digital indicator is directly connected to the input shaft of the
checked but the single measurement based on the intake valve opening unit when a selector knob is positioned to 1 but is disengaged
--`,,```,,,,````-`-`,,`,,`,`,,`---
event is sufficient to make the judgment as to proper camshaft timing. when the selector knob is at any other position. The disengage-
A2.1.3 Valve Lift Check Procedure: ment feature is utilized to offset the lower indicator from the
A2.1.3.1 With the dial indicator still positioned over the upper indicator so that the differential digital counter reading
intake valve lifter, continue rotation of the flywheel until a can be compensated for other than standard barometric pres-
maximum reading is obtained on the dial indicator. sure conditions. The reading on the lower digital counter thus
A2.1.3.2 Read the dial indicator and compare it to the provides compensated values for knock test units operated at
specification, which is 0.246 to 0.250 in. If the rise is less than other than standard 29.92 in. Hg (101.0 kPa) barometric
0.243 in. from the base circle of the cam, wear of the lobe pressure conditions. Digital counter reading changes in direct
occurred and camshaft replacement is indicated. proportion to C.R. and a digital counter reading change of one
A2.1.3.3 Valve lift for the exhaust cam lobe should also be digit is equal to 0.0007 in. movement of the cylinder height.
checked by repeating the procedure with the dial indicator A2.2.1.2 Dial Indicator Assembly—See Fig. A2.3. The dial
positioned over that valve lifter. The lift specification is the indicator is fastened to the cylinder clamping sleeve by a
same as for the intake valve lifter. bracket. An adjusting screw with a flat circular anvil that
contacts the spindle of the dial indicator is supported in a
A2.2 Basic Cylinder Height Indexing: second bracket, which is fastened to the engine cylinder. The
A2.2.1 Measurement Principles—Compression ratio is a adjusting screw provides the means to set the dial indicator to
significant variable in relation to knock in internal combustion the proper reading when the device is being indexed and is then
engines and is a basic parameter for the knock testing methods. locked in place by a lock nut tightened against the bracket. Dial
The CFR engine cylinder and clamping sleeve mechanism indicator readings change in inverse proportion with respect to
provide a means to change C.R. by moving the cylinder up or C.R., increasing in value when the cylinder is raised in the
down with respect to the crankcase. As a convenient alternative clamping sleeve. Cylinder height movement is indicated to the
to determination of the actual C.R., the vertical position of the nearest 0.001 in. There is currently no commercial offset
cylinder can be measured and provides an indication that is mechanism to provide directly compensated dial indicator

22
D2699 – 12
--`,,```,,,,````-`-`,,`,,`,`,,`---
FIG. A2.2 C.R. Digital Counter
value. Experience has demonstrated that cylinder height index-

ing can be achieved by adjusting the cylinder position until a
specified compression pressure is produced dependent on the
prevailing barometric pressure. Fig. 2 is utilized to indicate the
compression pressure that must be produced at standard
operating conditions with the CFR engine motoring. The
cylinder height instrument is then set to the uncompensated
basic value. For C.R. digital counter assemblies, the basic
digital counter reading is 930. For dial indicator assemblies, the
basic dial indicator reading is 0.352 in.
A2.2.3 Basic Cylinder Height Indexing Procedure:
A2.2.3.1 Operate the knock test unit for sufficient time to
reach temperature equilibrium, on a typical sample fuel, at
standard operating conditions with the IAT regulated to the
value specified in Annex A4 tables for the prevailing baromet-
ric pressure. (Warning—In addition to other precautions, users
of the C.R. digital counter assembly are urged to set the upper
and lower digital counters so that they both display the same
value to ensure that indexing will be based on an uncompen-
sated reading.)
A2.2.3.2 Cylinder height indexing requires the determina-
tion of compression pressure using the compression pressure
gage assembly specified as critical instrumentation. The gage
assembly shall have been calibrated in accordance with the
instructions provided by the manufacturer. See Fig. A2.4.
A2.2.3.3 The following steps shall be performed as quickly
as possible to ensure that the pressure readings represent hot
engine conditions.
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(1) Collect and have ready, a calibrated compression pres-

FIG. A2.3 Cylinder Height Dial Indicator sure gage assembly and the tools required to remove the
detonation pickup and install the gage assembly in the com-
readings for knock test units operated at other than standard bustion chamber pickup hole.
29.92 in. Hg (101.0 kPa) barometric pressure conditions. (2) Users of the C.R. digital counter assembly shall discon-
A2.2.2 Establishing Basic Cylinder Height—The cylinder nect the flexible cable by loosening the set-screw and slipping
height measurement instruments must be indexed to a stan- the cable connector off the digital counter unit and manually set
dardized value after every top overhaul or equipment change the upper and lower digital counter readings so that both read
that affects the combustion chamber. Originally, the clearance 930.
volume of the combustion chamber was set by introducing a (3) Determine the prevailing barometric pressure and using
specified volume of water to fill the clearance volume to the top Fig. 2, read the compression pressure expected for cylinder
of the pickup hole and then setting the indicator to a specific height instrument indexing.

23
D2699 – 12
TABLE A2.1 Torque Specification Values
Item Torque, lbf-ft Torque, N-m
Cylinder clamping sleeve:
Long stud nuts 42 57
Short stud nuts 83 113
Cylinder clamping cam bolt nutA 10 14
Cylinder clamping bolt nutB 5 7
Crankshaft balancing weight bolts 100 136
Balancing shaft weight bolts 100 136
Balancing shaft weight bolt locknuts 75 102
Balancing rod bolts (high speed crankcase) 100 136
Connecting rod bolts 104 141
Flywheel nut 200 271
Spark plug 25 to 30 34 to 41
Detonation pick-up, type D-1 30 41
A
With clamp handle in locked position. (Warning—Do not exceed 25 lbf-ft to
avoid cylinder distortion.)
B
When motorized C.R. changer is used.
pression pressure with the engine operating at each of two

different C.R. conditions can be a useful indicator of combus-
tion chamber and valve condition. The C.R. values selected for
making the research method checks are those for 93.4 and 105
O.N. levels.
A2.3.1 Operate the knock test unit for sufficient time to
FIG. A2.4 Compression Pressure Gage Assembly reach temperature equilibrium, on a typical sample fuel having
an O.N. between 95 and 100, at standard operating conditions
(4) Shut the engine down by turning the fuel off, turning the and with the IAT regulated to 51.7 6 1°C (125 6 2°F).
ignition switch off, and then positioning the engine power A2.3.2 Collect and have ready, a calibrated compression
switch to off. pressure gage assembly and the tools required to remove the
(5) Drain all fuel from the carburetor. detonation pickup and install the gage assembly in the com-
(6) Remove the detonation pickup cable connector, unscrew bustion chamber pickup hole.
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
the detonation pickup from the cylinder, and install the A2.3.3 Shut the engine down by turning the fuel off, turning
compression pressure gage assembly. (Warning—Avoid con- the ignition switch off and then positioning the engine power
tact with the detonation pickup because it is extremely hot and switch to off.
can cause serious burns.) A2.3.4 Drain all fuel from the carburetor.
(7) Check that the ignition switch is off and that all fuel has A2.3.5 Remove the detonation pickup cable connector,
been drained from the carburetor. unscrew the detonation pickup from the cylinder, and install
(8) Restart the engine and operate in a motoring mode only. the compression pressure gage assembly. (Warning—Avoid
(9) Observe the compression pressure gage reading and contact with the detonation pickup because it is extremely hot
adjust the cylinder height so that the expected compression and can cause serious burns.)
pressure is indicated. Release the pressure once or twice using A2.3.6 Check that the ignition switch is off and that all fuel
the deflator valve and make any required change in cylinder has been drained from the carburetor.
height so that the expected compression pressure is obtained. A2.3.7 Restart the engine and operate in a motoring mode
(Warning—In addition to other precautions, read the compres- only.
sion pressure gage in whatever position it faces without A2.3.8 Determine the compression pressures at the cylinder
twisting the gage and hose, which can distort the readings.) height settings for the two O.N. levels in accordance with Table
(10) Users of the C.R. digital counter assembly must recon- A2.2:
nect the flexible cable to the unit and tighten the set-screw A2.3.8.1 Use cylinder height settings compensated for baro-
while being careful not to change the digital counter readings metric pressure as specified in Annex A4 tables.
from 930. A2.3.8.2 Observe the compression pressure and record the
(11) Users of the dial indicator assembly must loosen the readings.
lock nut, set the adjusting screw so that the dial indicator A2.3.8.3 If the compression pressures are not within the
reading is 0.352 in., and then tighten the lock nut. Several limits, repeat the basic cylinder indexing procedure, and if
repeats of the adjustment may be required to obtain the necessary, perform the maintenance required to obtain the
0.352-in. reading when the lock nut is retightened. proper compression characteristic.
(12) Shut the engine down, remove the compression pres-
sure gage assembly, install the detonation pickup with a new A2.4 Setting Standard K.I.—O.N. ratings, regardless of
gasket, and tighten the pickup to the torque setting specified in octane level or barometric pressure, are presumed to be
Table A2.1. determined at approximately the same degree of knock, which
is termed standard K.I. Every engine follows a natural track or
A2.3 Checking Compression Pressures—Checking com- characteristic of cylinder height variation with changes in O.N.
--`,,```,,,,````-`-`,,`,,`,`,,`---

24
D2699 – 12
TABLE A2.2 Specifications for Checking Compression Pressures
Octane number 93.4 105
Compensated digital counter setting 778 1061
Compensated dial indicator setting, in. 0.460 0.259
Compression pressure, psi 169 6 2 2416 4
(1.16 6 0.01) (1.66 6 0.02)
FIG. A2.5 Block Diagram of Knock Measurement System

that is based on the assumed standard K.I. The average of the
values determined for numerous engines defines the guide table
of standard K.I. for this test method. The basic setting, variation with O.N. level for a selected spread dial setting is
established when the detonation meter was first accepted, illustrated in Fig. A2.6. In the 80 to 100 O.N. range, the
duplicated the cylinder height at 85 O.N., which had been used maximum amount of spread achievable can be greater than
for the original bouncing pin. “Setting the engine on the guide desired because K.I. reading may become too unstable for
table,” a term that has been utilized historically, denotes satisfactory observation (excessive signal-to-noise ratio). How-
operating the engine on a PRF blend of known O.N., under ever, as the figure demonstrates, a workable spread setting can
standard conditions, with the cylinder height set to the value be selected to permit rating over a wide O.N. range. Use of a
specified by the appropriate guide table. If the fuel-air ratio is spread set to approximately 12 to 15 for the 90 O.N. level
then adjusted to the maximum knock condition, the engine will typically achieves this condition and reduces the frequency of
be operating at standard K.I. Adjustment of the detonation making spread dial changes when testing sample fuels in the
--`,,```,,,,````-`-`,,`,,`,`,,`---
meter to cause the knockmeter to read 50 6 2 divisions, commercial fuel O.N. range. When testing samples at levels
establishes the required numerical display of this standardized below 80 O.N., spread naturally decreases and spread dial
knock condition. changes are desirable to maximize sensitivity for optimum
A2.4.1 The procedure for setting standard K.I. at any measurement resolution at these lower O.N. levels. Spread can
selected O.N. level is as follows: also naturally decrease as O.N. is increased above 100.
A2.4.1.1 Prepare a PRF blend for the O.N. selected and Resetting the spread dials becomes necessary, in this case, not
introduce it to a fuel tank and position the fuel selector-valve to only to gain measurement resolution but more importantly, to
operate the engine on this fuel. ensure that the electronic conditioning of the detonation meter
A2.4.1.2 Using the appropriate guide table from Annex A4, circuitry removes the portion of the measured signal that
and the proper compensation for other than standard baromet- represents normal combustion. At these high O.N. levels, it is
ric pressure (see Annex A4 tables), determine the cylinder important that the retained signal represent the knock function
height (digital counter or dial indicator reading) and adjust the and not a “knockless knock” measurement.
cylinder height to this value. A2.5.3 Setting Spread—Setting spread at any selected O.N.
A2.4.1.3 Determine the fuel-air ratio for maximum K.I. level involves adjustment of the detonation meter SPREAD
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
A2.4.1.4 Adjust the detonation meter, METER READING, and METER READING controls. Each control has indepen-
dials so that the knockmeter reading averages 50 6 2 divisions. dent coarse and fine adjustment dials. See Fig. A2.7. The
control ratio of the coarse dial (10 point switch) to the fine dial
A2.5 Setting Overall Knock Measurement System Param- is 10:1 for both SPREAD and METER READING controls.
eters: Change spread as follows:
A2.5.1 Principles of Knock Measurement—The knock mea- A2.5.3.1 Operate the engine on the PRF blend for the
surement system incorporates the detonation pickup, detona- selected O.N. level at standard operating conditions.
tion meter, and the indicating knockmeter as illustrated in Fig. A2.5.3.2 To increase spread, increase the knockmeter read-
A2.5. The rate-of-change of combustion chamber pressure ing to 80 or more by adjusting the fine spread dial clockwise
signal produced by the detonation pickup is modulated by the and then reduce the knockmeter reading to 50 6 3 by adjusting
detonation meter input filter circuit to create a signal that will the fine meter reading dial counterclockwise.
simulate the octane rating characteristics of the original bounc- A2.5.3.3 To decrease spread, decrease the knockmeter read-
ing pin instrumentation. Further conditioning of this signal by ing to 20 or less by adjusting the fine spread dial counterclock-
the detonation meter circuitry subtracts away the portion that wise and then increase the knockmeter reading to 50 6 3 by
represents normal or knock-free operation, amplifies and adjusting the fine meter reading dial clockwise.
stretches the remaining knock pulse, integrates multiple cycles A2.5.3.4 If at any point during the spread adjustment
of the knock pulse to average the engine characteristic, and procedure, adequate range of adjustment is not possible using
finally produces a dc output signal proportional to knock for the fine controls, the coarse dial for that function should be
display on the knockmeter. moved so that proper range is available using the fine dial.
A2.5.2 Spread Characteristic—Detonation meter spread or A2.5.4 Measuring Spread—Spread is measured using either
sensitivity (K.I. divisions per O.N.) is a function of the a two PRF technique or a one PRF technique. In every case,
detonation meter SPREAD dial settings. Regardless of the adjust the PRF fuel-air ratio to produce maximum knock
spread dial setting, however, K.I. divisions per O.N. varies as intensity.
O.N. level is changed because of the engine operating charac- A2.5.4.1 The two PRF technique measures the change in
teristics and the nature of the O.N. scale. The effect of spread K.I. divisions that occurs when the engine, operating at the

25
D2699 – 12
--`,,```,,,,````-`-`,,`,,`,`,,`---
FIG. A2.6 Typical Detonation Meter Spread Characteristic FIG. A2.8 Oil Pressure Control Valve Assembly
the guide table C.R. for the O.N. of the PRF and then at the
C.R. equivalent to one O.N., either higher or lower than that of
the PRF.
A2.6 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. A2.8.
A2.6.1 Adjust the oil pressure with the engine hot and
running.
A2.6.2 Remove the acorn nut and gasket from the oil
pressure control valve assembly.
A2.6.3 Loosen the gasketed locknut so that the adjusting
screw is free.
A2.6.4 While observing the engine oil pressure gage, set the
adjusting screw to obtain the specified 172 to 207 kPa (25 to 30
FIG. A2.7 Detonation Meter—Front Panel psi) pressure.
A2.6.5 Tighten the gasketed locknut while observing that
guide table C.R. or cylinder height for the O.N. of one PRF, is the pressure remains within limits.
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
switched to the second PRF that is either 1.0 O.N. higher or A2.6.6 Reinstall the gasket and acorn nut.
lower than the first PRF.
A2.5.4.2 The single PRF technique measures the change in A2.7 Engine Torque Tightening Specifications—See Table
K.I. divisions that occurs when the engine is first operated at A2.1.
A3. REFERENCE FUEL BLENDING TABLES
A3.1 See Tables A3.1-A3.3.

26
D2699 – 12
TABLE A3.1 Octane Numbers for Blends of 80 Octane PRF and
n-Heptane
Blends of 80 PRF and n-HeptaneA
Octane Number Percent 80 PRF Percent n-Heptane
40.0 50 50
44.0 55 45
48.0 60 40
52.0 65 35
56.0 70 30
60.0 75 25
64.0 80 20
68.0 85 15
72.0 90 10
72.8 91 9
73.6 92 8
74.4 93 7
75.2 94 6
76.0 95 5
76.8 96 4
77.6 97 3
78.4 98 2
79.2 99 1
80.0 100 0
A
O.N. = 0.80 (% 80 PRF).
TABLE A3.2 Octane Numbers for Blends of 80 Octane PRF and Isooctane
Blends of 80 PRF and IsooctaneA
Octane Number Percent 80 PRF Percent Isooctane
80.0 100 0
81.0 95 5
82.0 90 10
83.0 85 15
84.0 80 20
85.0 75 25
86.0 70 30
87.0 65 35
88.0 60 40
89.0 55 45
90.0 50 50
91.0 45 55
92.0 40 60
93.0 35 65
94.0 30 70
95.0 25 75
96.0 20 80
97.0 15 85
98.0 10 90
99.0 5 95
100.0 0 100
A
O.N. = 0.80 (% 80 PRF) + 1.00 (% isooctane).
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
--`,,```,,,,````-`-`,,`,,`,`,,`---

27
D2699 – 12
TABLE A3.3 Octane Numbers for Blends of Tetraethyllead in
IsooctaneA
NOTE—Dilute tetraethyllead (mL TEL/gal basis) is prepared so that

when 2.0 mL of dilute fluid are added to a 400-mL batch of isooctane, the
resulting blend will contain 2.0 mL TEL per U.S. gallon.
mL TEL per mL TEL per
Octane Number Octane Number
U.S. gal U.S. gal
0.0 100.0 1.2 109.6
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
0.05 100.7 1.4 110.5

0.1 101.3 1.5 111.0
0.2 102.5 2.0 112.8
0.3 103.5 2.5 114.3
0.4 104.4 3.0 115.5
0.5 105.3 3.5 116.6
0.6 106.0 4.0 117.5
0.7 106.8 4.5 118.3
0.8 107.4 5.0 119.1
0.9 108.0 5.5 119.7
1.0 108.6 6.0 120.3
--`,,```,,,,````-`-`,,`,,`,`,,`---
A
28.28 ~T!
O.N.~above 100! 5 100 1
1.0 1 0.736 ~T! 1 [1.0 1 1.472 ~T! 2 0.035216 ~T!2#0.5
where: T = mL TEL per U.S. gal in isooctane.
A4. GUIDE TABLES OF CONSTANT KNOCK INTENSITY
A4.1 See Tables A4.1-A4.5.

28
D2699 – 12
TABLE A4.1 Guide Table for Standard Knock Intensity at Standard Barometric PressureA—9⁄16 in. Venturi
Digital Counter Readings for Research Octane Numbers
NOTE—See Tables A4.4 and A4.5 for digital counter reading compensation for barometric pressures other than 101.0 kPa (29.92 in. Hg).
Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Digital Counter Readings
Number
40 357 357 357 357 358 359 359 359 360 360
41 361 361 361 362 362 363 363 363 364 364
42 364 365 365 366 366 366 367 367 368 368
43 368 369 369 370 370 370 371 371 372 372
44 373 373 373 374 374 375 375 375 376 376
45 377 377 378 378 379 379 380 380 381 382
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
46 382 383 383 384 384 385 385 386 386 387
47 387 388 388 389 389 389 390 390 390 390
48 391 391 392 392 393 393 394 395 395 396
49 396 397 397 398 399 399 400 400 401 402
50 402 403 403 404 404 405 405 406 406 406
51 407 408 408 409 410 410 411 411 412 412
52 412 413 413 414 414 415 415 416 417 417
53 418 418 419 419 420 420 421 422 422 423
54 423 424 424 425 426 426 427 427 428 428
55 429 429 430 430 431 432 432 433 433 434
56 435 435 436 436 437 437 438 439 439 440
57 440 441 441 442 442 443 443 444 444 445
58 446 446 447 448 448 449 449 450 450 451
59 451 452 453 453 454 454 455 455 456 457
60 457 458 458 459 460 460 461 461 462 462
61 463 464 465 465 466 467 467 468 469 470
62 470 471 471 472 472 473 474 474 475 475
63 476 477 478 478 478 479 479 480 481 481
64 482 483 484 484 485 485 486 486 487 488
--`,,```,,,,````-`-`,,`,,`,`,,`---
65 488 489 490 491 491 492 492 493 494 495
66 495 496 497 498 498 499 500 501 501 502
67 502 503 503 504 505 506 507 508 508 509
68 509 510 510 511 512 513 513 514 515 515
69 516 517 517 518 519 519 520 520 521 522
70 523 524 525 525 526 526 527 527 528 529
71 530 531 532 532 533 533 534 534 535 536
72 537 538 539 539 540 540 541 542 543 544
73 545 546 546 547 548 548 549 550 551 552
74 553 554 554 555 556 557 558 559 560 560
75 561 562 563 564 565 566 567 567 568 569
76 570 571 572 573 574 575 576 577 578 579
77 580 581 581 582 583 584 585 586 587 588
78 589 590 591 592 593 594 595 596 597 598
79 599 600 601 602 603 604 605 606 607 608
80 609 610 611 612 613 614 615 616 617 618
81 619 620 621 622 623 624 625 626 627 628
82 629 630 631 632 633 634 635 636 637 639
83 640 641 642 643 644 645 646 647 648 649
84 650 651 652 653 654 656 657 658 659 660
85 661 663 664 666 667 668 669 670 671 672
86 673 674 675 677 678 680 681 682 683 684
87 685 687 688 689 691 692 694 695 697 698
88 699 700 701 702 704 705 706 708 709 711
89 712 713 715 716 718 719 721 722 723 725
90 726 728 729 730 732 733 735 736 737 739
91 740 742 743 744 746 747 749 750 752 753
92 756 757 759 760 761 763 764 766 767 768
93 770 772 774 776 778 780 781 783 784 785
94 787 789 791 793 795 797 799 801 802 804
95 805 807 809 811 812 814 816 818 820 822
96 824 826 828 830 832 835 837 839 841 843
97 845 847 849 852 854 856 858 860 862 864
98 867 870 873 875 877 880 883 885 888 891

29
D2699 – 12
TABLE A4.1 Continued

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Digital Counter Readings
Number
99 893 895 898 900 903 906 909 912 915 917
100 919 924 925 928 932 936 939 940 944 949
101 950 953 957 960 964 967 969 973 976 980
102 983 986 987 990 994 997 1000 1003 1005 1008
103 1011 1014 1017 1019 1022 1025 1028 1031 1034 1036
104 1039 1042 1043 1045 1048 1050 1052 1055 1057 1059
105 1062 1063 1065 1067 1070 1073 1074 1076 1079 1080
106 1081 1084 1086 1087 1090 1091 1093 1094 1097 1098
107 1100 1101 1103 1104 1105 1107 1110 1111 1112 1114
108 1115 1117 1118 1120 1121 1122 1124 1125 1127 1128
109 1131 1132 1134 1135 1136 1138 1139 1141 1142 1142
110 1145 1146 1148 1148 1149 1151 1152 1153 1155 1156
111 1158 1159 1160 1162 1163 1165 1166 1167 1167 1169
112 1170 1172 1173 1175 1176 1177 1179 1180 1182 1183
113 1184 1186 1186 1187 1189 1189 1191 1193 1194 1196
114 1197 1197 1199 1200 1201 1203 1204 1206 1207 1208
--`,,```,,,,````-`-`,,`,,`,`,,`---
115 1208 1210 1211 1213 1214 1215 1218 1220 1221 1222
116 1224 1225 1227 1228 1230 1232 1234 1235 1237 1238
117 1239 1241 1242 1244 1245 1246 1249 1251 1252 1253
118 1255 1256 1258 1259 1260 1262 1265 1266 1268 1269
119 1270 1272 1273 1275 1276 1277 1280 1282 1283 1285
120 1286 1287 1289 1290 ... ... ... ... ... ...
A
digital counter reading
Equivalent dial indicator reading 5 1.012 2
1410
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\

30
D2699 – 12
TABLE A4.2 Guide Table for Standard Knock Intensity at Standard Barometric PressureA —9⁄16 in. Venturi Research Octane Numbers
for Digital Counter Readings
Digital 0 1 2 3 4 5 6 7 8 9
Counter
Research Octane Numbers
Reading
450 58.8 59.0 59.1 59.3 59.5 59.6 59.8 60.0 60.1 60.3
460 60.4 60.6 60.8 61.0 61.1 61.2 61.4 61.6 61.7 61.8
470 62.0 62.2 62.4 62.5 62.6 62.8 63.0 63.1 63.3 63.6
480 63.7 63.8 64.0 64.1 64.2 64.4 64.6 64.8 65.0 65.1
490 65.2 65.4 65.6 65.7 65.8 66.0 66.1 66.2 66.4 66.5
500 66.6 66.8 67.0 67.2 67.3 67.4 67.5 67.6 67.8 68.0
510 68.2 68.3 68.4 68.6 68.7 68.8 69.0 69.2 69.3 69.4
520 69.6 69.8 69.9 70.0 70.1 70.2 70.4 70.6 70.8 70.9
530 71.0 71.1 71.2 71.4 71.6 71.8 71.9 72.0 72.1 72.2
540 72.4 72.6 72.7 72.8 72.9 73.0 73.2 73.3 73.4 73.6
550 73.7 73.8 73.9 74.0 74.2 74.3 74.4 74.5 74.6 74.7
560 74.8 75.0 75.1 75.2 75.3 75.4 75.5 75.6 75.8 75.9
570 76.0 76.1 76.2 76.3 76.4 76.5 76.6 76.7 76.8 76.9
580 77.0 77.2 77.3 77.4 77.5 77.6 77.7 77.8 77.9 78.0
590 78.1 78.2 78.3 78.4 78.5 78.6 78.7 78.8 78.9 79.0
600 79.1 79.2 79.3 79.4 79.5 79.6 79.7 79.8 79.9 80.0
610 80.1 80.2 80.3 80.4 80.5 80.6 80.7 80.8 80.9 81.0
620 81.1 81.2 81.3 81.4 81.5 81.6 81.7 81.8 81.9 82.0
630 82.1 82.2 82.3 82.4 82.5 82.6 82.7 82.8 82.8 82.9
640 83.0 83.1 83.2 83.3 83.4 83.5 83.6 83.7 83.8 83.9
650 84.0 84.1 84.2 84.3 84.4 84.4 84.5 84.6 84.7 84.8
660 84.9 85.0 85.0 85.1 85.2 85.2 85.3 85.4 85.5 85.6
670 85.7 85.8 85.9 86.0 86.1 86.2 86.2 86.3 86.4 86.4
680 86.5 86.6 86.7 86.8 86.9 87.0 87.0 87.1 87.2 87.3
690 87.4 87.4 87.5 87.6 87.6 87.7 87.8 87.8 87.9 88.0
700 88.1 88.2 88.3 88.4 88.4 88.5 88.6 88.6 88.7 88.8
710 88.8 88.9 89.0 89.1 89.2 89.2 89.3 89.4 89.4 89.5
720 89.6 89.6 89.7 89.8 89.8 89.9 90.0 90.0 90.1 90.2
730 90.3 90.4 90.4 90.5 90.6 90.6 90.7 90.8 90.8 90.9
740 91.0 91.0 91.1 91.2 91.3 91.4 91.4 91.5 91.6 91.6
750 91.7 91.8 91.8 91.9 91.9 92.0 92.0 92.1 92.2 92.2
760 92.3 92.4 92.4 92.5 92.6 92.6 92.7 92.8 92.9 93.0
770 93.0 93.0 93.1 93.2 93.2 93.2 93.3 93.4 93.4 93.4
780 93.5 93.6 93.6 93.7 93.8 93.9 94.0 94.0 94.0 94.1
790 94.2 94.2 94.2 94.3 94.4 94.4 94.4 94.5 94.6 94.6
800 94.6 94.7 94.8 94.8 94.9 95.0 95.0 95.1 95.2 95.2
810 95.2 95.3 95.4 95.4 95.5 95.6 95.6 95.6 95.7 95.8
820 95.8 95.8 95.9 96.0 96.0 96.0 96.1 96.2 96.2 96.2
830 96.3 96.4 96.4 96.4 96.5 96.5 96.6 96.6 96.6 96.7
840 96.8 96.8 96.9 96.9 97.0 97.0 97.0 97.1 97.2 97.2
850 97.2 97.3 97.3 97.4 97.4 97.4 97.5 97.6 97.6 97.6
860 97.7 97.8 97.8 97.8 97.9 97.9 98.0 98.0 98.0 98.1
870 98.1 98.1 98.2 98.2 98.2 98.3 98.4 98.4 98.4 98.5
880 98.5 98.5 98.6 98.6 98.6 98.7 98.7 98.8 98.8 98.8
--`,,```,,,,````-`-`,,`,,`,`,,`---
890 98.9 98.9 99.0 99.0 99.0 99.1 99.1 99.2 99.2 99.2
900 99.3 99.3 99.4 99.4 99.4 99.5 99.5 99.5 99.6 99.6
910 99.6 99.7 99.7 99.7 99.8 99.8 99.8 99.9 100.0 100.0
920 100.0 100.0 100.1 100.1 100.1 100.2 100.2 100.3 100.3 100.3
930 100.4 100.4 100.4 100.4 100.4 100.5 100.5 100.5 100.6 100.6
940 100.7 100.7 100.8 100.8 100.8 100.8 100.8 100.9 100.9 100.9
950 101.0 101.0 101.1 101.1 101.1 101.2 101.2 101.2 101.2 101.3
960 101.3 101.3 101.4 101.4 101.4 101.4 101.5 101.5 101.6 101.6
970 101.6 101.6 101.7 101.7 101.7 101.8 101.8 101.8 101.8 101.9
980 101.9 101.9 102.0 102.0 102.0 102.1 102.1 102.2 102.2 102.3
990 102.3 102.3 102.4 102.4 102.4 102.4 102.5 102.5 102.5 102.6
1000 102.6 102.6 102.7 102.7 102.8 102.8 102.8 102.9 102.9 102.9
1010 103.0 103.0 103.0 103.1 103.1 103.1 103.2 103.2 103.2 103.3
1020 103.3 103.4 103.4 103.4 103.5 103.5 103.5 103.6 103.6 103.6
1030 103.7 103.7 103.7 103.8 103.8 103.8 103.9 103.9 104.0 104.0

31
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
D2699 – 12

Digital 0 1 2 3 4 5 6 7 8 9
Counter
Reading
1040 104.0 104.1 104.1 104.2 104.2 104.3 104.3 104.4 104.4 104.4
1050 104.5 104.6 104.6 104.6 104.7 104.7 104.8 104.8 104.8 104.9
1060 104.9 105.0 105.0 105.1 105.2 105.2 105.2 105.3 105.3 105.4
1070 105.4 105.4 105.5 105.5 105.6 105.6 105.7 105.7 105.8 105.8
1080 105.9 106.0 106.0 106.1 106.1 106.2 106.2 106.3 106.3 106.4
1090 106.4 106.5 106.6 106.6 106.7 106.7 106.8 106.8 106.9 107.0
1100 107.0 107.1 107.2 107.2 107.3 107.4 107.4 107.5 107.5 107.6
1110 107.6 107.7 107.8 107.8 107.9 108.0 108.0 108.1 108.2 108.2
1120 108.3 108.4 108.5 108.6 108.6 108.7 108.7 108.8 108.9 108.9
1130 109.0 109.0 109.1 109.2 109.2 109.3 109.4 109.4 109.5 109.6
1140 109.6 109.7 109.8 109.9 110.0 110.0 110.1 110.2 110.2 110.4
1150 110.4 110.5 110.6 110.7 110.8 110.8 110.9 111.0 111.0 111.1
1160 111.2 111.2 111.3 111.4 111.4 111.5 111.6 111.7 111.8 111.9
1170 112.0 112.0 112.1 112.2 112.2 112.3 112.4 112.5 112.6 112.6
1180 112.7 112.8 112.8 112.9 113.0 113.0 113.2 113.3 113.4 113.4
1190 113.5 113.6 113.6 113.7 113.8 113.8 113.9 114.0 114.1 114.2
1200 114.3 114.4 114.4 114.5 114.6 114.6 114.7 114.8 114.9 115.0
1210 115.1 115.2 115.2 115.3 115.4 115.5 115.5 115.6 115.6 115.6
1220 115.7 115.8 115.9 116.0 116.0 116.1 116.2 116.2 116.3 116.4
1230 116.4 116.4 116.5 116.6 116.6 116.7 116.8 116.8 116.9 117.0
1240 117.0 117.1 117.2 117.2 117.3 117.4 117.5 117.5 117.6 117.6
A
digital counter units
Equivalent dial indicator reading 5 1.012 2
1410
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32
D2699 – 12
TABLE A4.3 Guide Table for Standard Knock Intensity at Standard Barometric PressureA—9⁄16 in. Venturi Dial Indicator Readings for
Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Dial Indicator Reading
Number
40 0.759 0.759 0.759 0.759 0.758 0.758 0.758 0.758 0.757 0.757
41 0.757 0.756 0.756 0.756 0.756 0.755 0.755 0.755 0.755 0.754
42 0.754 0.754 0.753 0.753 0.753 0.753 0.752 0.752 0.752 0.751
43 0.751 0.751 0.750 0.750 0.750 0.749 0.749 0.749 0.748 0.748
44 0.748 0.747 0.747 0.747 0.747 0.746 0.746 0.746 0.745 0.745
45 0.745 0.744 0.744 0.744 0.743 0.743 0.743 0.742 0.742 0.742
46 0.741 0.741 0.741 0.740 0.740 0.740 0.739 0.739 0.739 0.738
47 0.738 0.738 0.737 0.737 0.737 0.736 0.736 0.736 0.735 0.735
48 0.735 0.734 0.734 0.733 0.733 0.733 0.732 0.732 0.732 0.731
49 0.731 0.731 0.730 0.730 0.729 0.729 0.729 0.728 0.728 0.728
50 0.727 0.727 0.727 0.726 0.726 0.725 0.725 0.725 0.724 0.724
51 0.724 0.723 0.723 0.723 0.722 0.722 0.721 0.721 0.721 0.720
52 0.720 0.720 0.719 0.719 0.718 0.718 0.718 0.717 0.717 0.717
53 0.716 0.716 0.715 0.715 0.715 0.714 0.714 0.713 0.713 0.713
54 0.712 0.712 0.711 0.711 0.711 0.710 0.710 0.710 0.709 0.709
55 0.708 0.708 0.707 0.707 0.707 0.706 0.706 0.705 0.705 0.705
56 0.704 0.704 0.703 0.703 0.703 0.702 0.702 0.702 0.701 0.701
57 0.700 0.700 0.699 0.699 0.699 0.698 0.698 0.697 0.697 0.697
58 0.696 0.696 0.695 0.695 0.695 0.694 0.694 0.693 0.693 0.692
59 0.692 0.692 0.691 0.691 0.690 0.690 0.689 0.689 0.689 0.688
60 0.688 0.687 0.687 0.687 0.686 0.686 0.685 0.685 0.684 0.684
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61 0.683 0.683 0.682 0.682 0.681 0.681 0.681 0.680 0.680 0.679
62 0.679 0.678 0.678 0.677 0.677 0.677 0.676 0.676 0.675 0.675
63 0.674 0.674 0.673 0.673 0.673 0.672 0.672 0.671 0.671 0.671
64 0.670 0.670 0.669 0.669 0.668 0.668 0.667 0.667 0.666 0.666
65 0.666 0.665 0.665 0.664 0.664 0.663 0.663 0.662 0.662 0.661
66 0.661 0.660 0.660 0.659 0.659 0.658 0.658 0.657 0.657 0.656
67 0.656 0.655 0.655 0.654 0.654 0.653 0.653 0.652 0.652 0.651
68 0.651 0.650 0.650 0.649 0.649 0.648 0.648 0.647 0.647 0.647
69 0.646 0.645 0.645 0.645 0.644 0.643 0.643 0.643 0.642 0.642
70 0.641 0.641 0.640 0.640 0.639 0.639 0.638 0.638 0.637 0.637
71 0.636 0.636 0.635 0.635 0.634 0.634 0.633 0.633 0.632 0.632
72 0.631 0.631 0.630 0.630 0.629 0.629 0.628 0.627 0.627 0.626
73 0.626 0.625 0.625 0.624 0.623 0.623 0.622 0.622 0.621 0.621
74 0.620 0.619 0.619 0.618 0.618 0.617 0.616 0.616 0.615 0.615
75 0.614 0.613 0.613 0.612 0.611 0.611 0.610 0.610 0.609 0.609
76 0.608 0.607 0.606 0.606 0.605 0.605 0.604 0.603 0.602 0.602
77 0.601 0.600 0.600 0.599 0.598 0.598 0.597 0.596 0.596 0.595
78 0.594 0.594 0.593 0.592 0.592 0.591 0.590 0.590 0.589 0.588
79 0.587 0.587 0.586 0.585 0.584 0.584 0.583 0.582 0.581 0.581
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80 0.580 0.579 0.578 0.578 0.577 0.576 0.576 0.575 0.574 0.574
81 0.573 0.572 0.571 0.571 0.570 0.570 0.569 0.568 0.567 0.567
82 0.566 0.565 0.564 0.564 0.563 0.562 0.562 0.561 0.560 0.559
83 0.558 0.558 0.557 0.556 0.555 0.555 0.554 0.553 0.552 0.552
84 0.551 0.550 0.549 0.549 0.548 0.547 0.546 0.546 0.545 0.544
85 0.543 0.542 0.541 0.540 0.539 0.539 0.538 0.537 0.536 0.535
86 0.534 0.534 0.533 0.532 0.531 0.530 0.529 0.528 0.527 0.527
87 0.526 0.525 0.524 0.523 0.522 0.521 0.520 0.519 0.518 0.517
88 0.517 0.516 0.515 0.514 0.513 0.512 0.511 0.510 0.509 0.508
89 0.507 0.506 0.505 0.504 0.503 0.502 0.501 0.500 0.499 0.498
90 0.497 0.496 0.495 0.494 0.493 0.492 0.491 0.490 0.489 0.488
91 0.487 0.486 0.485 0.484 0.483 0.482 0.481 0.480 0.479 0.478
92 0.476 0.475 0.474 0.473 0.472 0.471 0.470 0.469 0.468 0.467
93 0.466 0.464 0.463 0.462 0.460 0.459 0.458 0.457 0.456 0.455
94 0.454 0.452 0.451 0.450 0.448 0.447 0.446 0.444 0.443 0.442
95 0.441 0.440 0.438 0.437 0.436 0.434 0.433 0.431 0.430 0.429
96 0.427 0.426 0.424 0.423 0.422 0.420 0.418 0.417 0.416 0.414
97 0.413 0.411 0.410 0.408 0.406 0.405 0.403 0.402 0.400 0.399
98 0.397 0.395 0.393 0.392 0.390 0.388 0.386 0.384 0.382 0.380

33
D2699 – 12

Research 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Dial Indicator Reading
Number
99 0.379 0.377 0.375 0.374 0.372 0.369 0.367 0.365 0.363 0.362
100 0.360 0.357 0.356 0.354 0.351 0.348 0.346 0.345 0.342 0.339
101 0.338 0.336 0.333 0.331 0.328 0.326 0.325 0.322 0.320 0.317
102 0.315 0.313 0.312 0.310 0.307 0.305 0.303 0.301 0.299 0.297
103 0.295 0.293 0.291 0.289 0.287 0.285 0.283 0.281 0.279 0.277
104 0.275 0.273 0.272 0.271 0.269 0.267 0.266 0.264 0.262 0.261
105 0.259 0.258 0.257 0.255 0.253 0.251 0.250 0.249 0.247 0.246
106 0.245 0.243 0.242 0.241 0.239 0.238 0.237 0.236 0.234 0.233
107 0.232 0.231 0.230 0.229 0.228 0.227 0.225 0.224 0.223 0.222
108 0.221 0.220 0.219 0.218 0.217 0.216 0.215 0.214 0.213 0.212
109 0.210 0.209 0.208 0.207 0.206 0.205 0.204 0.203 0.202 0.202
110 0.200 0.199 0.198 0.198 0.197 0.196 0.195 0.194 0.193 0.192
111 0.191 0.190 0.189 0.188 0.187 0.186 0.185 0.184 0.184 0.183
112 0.182 0.181 0.180 0.179 0.178 0.177 0.176 0.175 0.174 0.173
113 0.172 0.171 0.171 0.170 0.169 0.169 0.167 0.166 0.165 0.164
114 0.163 0.163 0.162 0.161 0.160 0.159 0.158 0.157 0.156 0.155
115 0.155 0.154 0.153 0.152 0.151 0.150 0.148 0.147 0.146 0.145
116 0.144 0.143 0.142 0.141 0.140 0.138 0.137 0.136 0.135 0.134
117 0.133 0.132 0.131 0.130 0.129 0.128 0.126 0.125 0.124 0.123
118 0.122 0.121 0.120 0.119 0.118 0.117 0.115 0.114 0.113 0.112
119 0.111 0.110 0.109 0.108 0.107 0.106 0.104 0.103 0.102 0.101
120 0.100 0.099 0.098 0.097 ... ... ... ... ... ...
A
Equivalent digital counter reading = (1.012-dial indicator) 1410.
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34
D2699 – 12
TABLE A4.4 Compensation for Guide Table Cylinder Height and Changes to Intake Air Temperature for Barometric Pressures Below
29.92 in. HgA
NOTE 1—Intake air temperatures (IAT) are in degrees Celsius and Fahrenheit.
NOTE 2—This table was developed for barometric pressure in terms of inches and tenths of inches of Hg. Conversion to kPa values is only shown for
the whole number in. Hg pressure listings.
NOTE 3—The intake air temperature listed for each barometric pressure shall be used for ratings or as the reference for temperature tuning.
NOTE 4—To determine the cylinder height measure that provides standard knock intensity at a prevailing barometric pressure below 29.92 in. Hg:
ADD the listed digital counter correction to the guide table digital counter reading.
SUBTRACT the listed dial indicator correction from the guide table dial indicator reading.
NOTE 5—To convert an observed engine cylinder height measure at the prevailing barometric pressure to that of 29.92 in. Hg:
SUBTRACT the listed digital counter correction from the observed engine digital counter reading.
ADD the listed dial indicator correction to the observed engine dial indicator reading.
Barometric Pressure,
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
in. Hg (kPa)†
Digital counter correction 250 247 244 241 239 236 233 230 227 225
21.0 (71.1) Dial indicator correction 0.178 0.176 0.174 0.172 0.170 0.168 0.166 0.164 0.162 0.160
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6 15.6
IAT, °F 60 60 60 60 60 60 60 60 60 60
IAT, °C 15.6 15.6 15.6 15.6 15.6 15.6 16.1 17.2 17.8 18.9
IAT, °F 60 60 60 60 60 60 61 63 64 66

IAT, °C 19.4 20.6 21.1 22.2 22.8 23.9 24.4 25.6 26.1 27.2
IAT, °F 67 69 70 72 73 75 76 78 79 81

IAT, °C 27.8 28.9 29.4 30.0 31.1 31.7 32.8 33.3 34.4 35.0
IAT, °F 82 84 85 86 88 89 91 92 94 95

IAT, °C 36.1 36.7 37.8 38.3 39.4 40.0 41.1 41.7 42.8 43.3
IAT, °F 97 98 100 101 103 104 106 107 109 110

IAT, °C 43.9 45.0 45.6 46.7 47.2 48.3 48.9 50.0 50.6 51.7
IAT, °F 111 113 114 116 117 119 120 122 123 125
A
To set the digital counter so that the lower counter reading is compensated to 29.92 in. Hg, position the selector knob so that the lower counter is disengaged (positions
other than 1), change the engine cylinder height so that the upper and lower counter readings differ by the value listed in this table for the prevailing barometric pressure,
and then reposition the selector knob to position 1.
Upper digital counter reading must be greater than lower compensated reading for barometric pressures numerically less than 29.92 in. Hg.
Upper digital counter reading must be less than lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.
†
Editorially corrected.
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35
D2699 – 12
TABLE A4.5 Compensation for Guide Table Cylinder Height and Changes to Intake Air Temperature for Barometric Pressures Above
29.92 in. HgA
NOTE 1—To determine the cylinder height measure that provides standard knock intensity at a prevailing barometric pressure above 29.92 in. Hg:
SUBTRACT the listed digital counter correction from the guide table digital counter reading.
ADD the listed dial indicator correction to the guide table dial indicator reading.
NOTE 2—To convert an observed engine cylinder height measure at the prevailing barometric pressure to that of 29.92 in. Hg:
ADD the listed digital counter correction to the observed engine digital counter reading.
SUBTRACT the listed dial indicator correction from the observed engine dial indicator reading.
Barometric Pressure, 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
in. Hg (kPa)†
IAT, °C 52.2 52.8 53.9 54.4 55.6 56.1 57.2 57.8 58.9 59.4
IAT, °F 126 127 129 130 132 133 135 136 138 139
A
To set the digital counter so that the lower counter reading is compensated to 29.92 in. Hg, position the selector knob so that the lower counter is disengaged (positions
other than 1), change the engine cylinder height so that the upper and lower counter readings differ by the value listed in this table for the prevailing barometric pressure,
and then reposition the selector knob to position 1.
Upper digital counter reading must be greater than lower compensated reading for barometric pressures numerically less than 29.92 in. Hg.
Upper digital counter reading must be less than lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.
†
Editorially corrected.
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APPENDIXES
(Nonmandatory Information)
X1. AUXILIARY EQUIPMENT
X1.1 Sample Fuel and Reference Fuel Delivery X1.1.2.1 Fuel Tank, without cooling jacket, is applicable for
Components—Introduction of fuel to the carburetor vertical jet reference fuels and also for sample fuels that do not require
and a means to switch from one fuel to another may be chilling. A fuel tank with cooling jacket is applicable for
accomplished in numerous ways as long as the flow of fuel sample fuels only.
through the carburetor permits the determination of the fuel-air X1.1.2.2 Float Reservoir (chamber), without cooling jacket,
ratio for maximum K.I. as dictated by any one of the test is applicable for reference fuels and also for sample fuels that
procedures. Typical assemblies are as follows: do not require chilling. A float reservoir (chamber), with
cooling jacket is applicable for sample fuels only.
X1.1.1 Carburetor Selector—Valve Assembly, 3 Bowl or 4 X1.1.3 Falling Level Reservoir Assembly—Apparatus for
Bowl designed to fasten to the carburetor vertical jet flange for systems that depend on controlled change in fuel level to vary
delivery of liquid fuel into the jet through a rotary selector- fuel-air ratio at a constant rate from a rich to lean mixture.
valve supplied by either three or four sources of fuel. The
selector-valve assembly incorporates stanchions that project NOTE X1.1—Falling level reservoir assemblies are utilized for the
bracketing—dynamic fuel level test procedure of this test method and by
outward like spokes. Each stanchion houses an interchangeable some on-line octane analyzer systems for application of Test Method
horizontal jet, supports a vertically mounted sight glass tube to D2885.
indicate the level of the particular fuel, includes an inlet
opening at the base of the sight glass for connection to the X1.1.4 Spill Carburetor Reservoir Assembly—Applicable
source container for that particular fuel, and has a drain for systems that depend on delivering a continuous flow of
sample fuel so that fuel in the vertical jet of the carburetor is
connection for fast disposal of unwanted fuel from both the
maintained at a constant level located within the range from 0.7
source container and the selector-valve passages.
to 1.7 in. referenced to the centerline of the carburetor venturi.
X1.1.2 Fuel Tank—Float Reservoir Assembly, three or four This type of apparatus requires use of an adjustable delivery
required applicable when using testing procedures that depend (horizontal) jet to vary fuel-air ratio and establish the proper
on establishing and maintaining the fuel level for the maximum setting for maximum K. I.
K.I. condition. Each assembly includes a fuel tank sight glass
NOTE X1.2—A spill carburetor assembly is utilized by some on-line
assembly and a check valve at the bottom of the tank operated
octane analyzer systems for application of Test Method D2885.
by a float to establish a constant fuel level in the float reservoir.
These assemblies are supported on carburetor posts integral X1.2 Fuel Flow Control Jet—An orifice having an internal
with a bracket (bar) that is fastened to the carburetor body. A diameter sized to restrict fuel flow to the vertical jet of the
two-lead screw and nut assembly with adjusting knob is carburetor for use with fuel delivery systems that are dependent
installed in the post and the fuel tank, float reservoir assembly on establishing a fuel level in the vertical jet that is within a
fastens to the nut so that as the screw is rotated by the knob, the specified dimension referenced to the centerline of the carbu-
assembly is raised or lowered. retor venturi.

36
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D2699 – 12
X1.2.1 Horizontal Jet—Specify hole size for method and setting effectively changes the fuel level at which the fuel-air
operating conditions. ratio for maximum K.I. occurs for a specific fuel.
X1.2.2 Carburetor Adjustable Horizontal Jet Assembly—
Alternative equipment for a hole-size jet. Install a tapered X1.3 Cooling System Requirements—The cooling coil in
needle, screw adjustable, with or without a graduated scale, so the condenser should be supplied with clean water at a
that the needle enters a standard horizontal jet, which is drilled minimum rate of 5.7 L (1.5 gal) per minute, a maximum
to approximately a 0.050-in. diameter. Adjustment of the temperature of 24°C (75°F), with a minimum pressure of 276
needle permits changing the flow characteristics of fuel deliv- kPa (40 psi).
ered to the vertical jet of the carburetor. A change in needle
X2. VOLUMETRIC REFERENCE FUEL BLENDING APPARATUS AND PROCEDURES
X2.1 Background—PRFs and TSF are supplied in bulk shown in Fig. X2.3. The most important feature of such a valve
containers of (0.019 or 0.208 m3) 5 and 55 U.S. gal capacity, assembly is the dispensing fitting that is formed so that only a
and for laboratory safety reasons, these quantities are typically very minimum of drip can occur if the collection container is
stored in a special fuel storage room or outside of the engine inadvertently touched against the orifice tip.
laboratory.
X2.4 System Installation and Operation—User experience
X2.2 Delivery from Storage—Delivery of reference fuel with reference fuel systems has pointed out a number of
material from the bulk storage container to a dispensing important aspects that support the following recommendations:
apparatus in the engine laboratory may be handled in any of
several ways. The equipment and procedures required for X2.4.1 Install a separate buret for each reference and
delivery of the reference fuel materials are the responsibility of standardization fuel.
the user of this test method. X2.4.2 Mount burets vertically at an elevation that permits
horizontal sighting of all calibration marks.
X2.3 Dispensing Equipment—A common means of accu- X2.4.3 To minimize blending error, the dispensing system,
rately measuring reference fuel blend volumes applies a including the buret and delivery valve, shall include a restric-
matched set of calibrated glass burets, one for each of the four tion, external to the buret, to limit the flow to no more than 400
fuels that are the blend constituents. Fuel is dispensed either mL/min.
through an internal glass stopcock or a separate valve. X2.4.4 Mount burets in a manner than ensures freedom
X2.3.1 Burets of glass with an automatic zero top fitting from vibration.
provide accurate, efficient, and convenient measurement. Two X2.4.5 Store bulk reference fuel containers and provide
styles are commercially available; single burets having gradu- appropriate tubing for delivery of the fuels to the dispensing
ations from 0 to 100 %, and a two-buret combination with the burets in accordance with the instructions of the manufacturer
graduated section of each measuring just 50 % of the batch and in compliance with all local codes and regulations.
amount. X2.4.5.1 Equip bulk reference fuel containers with vacuum/
X2.3.1.1 Single Buret Style—A glass buret with an auto- pressure relief fittings to maintain container internal pressure
matic zero and overflow dome as illustrated in Fig. X2.1. close to atmospheric pressure and minimize container vapor
Burets of this style are commonly fabricated in 300-, 400-, or space breathing to the atmosphere.
500-mL capacities. Specifications for a typical 500-mL buret X2.4.5.2 Connect bulk fuel containers to dispensing burets
are given in Table X2.1. using stainless steel or other opaque tubing that will not react
X2.3.1.2 Two Buret Style—Typical burets of both types are with the reference fuel.
illustrated in Fig. X2.2. Specifications for these burets appli- X2.4.5.3 Avoid the use of gravity flow delivery of reference
cable for a blend volume of 400 mL are given in Table X2.2. or standardization fuel to burets.
(1) One type consists of an automatic zero and overflow X2.4.6 Thoroughly clean burets thoroughly on a regular
dome, a glass half-capacity bulb, and a straight graduated basis to minimize hang-up or clinging on the inner surface of
section. This buret is calibrated from 0 to 50 % on one side of the buret that can lead to blending errors.
the straight section and 50 to 100 % on the other side of the X2.4.7 Avoid filling burets until a blend is required in order
--`,,```,,,,````-`-`,,`,,`,`,,`---
straight section. to minimize any tendency for deterioration of the fuel by

(2) The second type consists of an automatic zero and exposure to light.
overflow dome and just a straight graduated section, calibrated
on one side from 0 to 50 % and on the other side from 50 to X2.5 Procedure for Use of Buret System:
100 %. X2.5.1 To fill the buret, set the valve or stopcock to FILL
X2.3.2 Separate Dispensing Valves—It is common practice position so that fuel rises in the buret until it overflows at the
to utilize burets that do not have a dispensing stopcock. Bottom automatic zero. Stop filling by setting the valve to OFF
delivery from the buret is from a straight tubing bib which is position. Check that any bubbles are purged at the zero tip and
connected by plastic tubing to a three-way valve similar to that refill the tip, if necessary.

37
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D2699 – 12
X2.5.2 To dispense fuel, set the valve to DISPENSE posi- X2.5.3 Before drawing a measured volume, make certain
tion so that fuel is delivered to the collection container. Stop that the tip of the dispensing tube is full. When the measured
dispensing by setting the valve to OFF position while carefully volume has been collected, be certain not to drain any fuel
noting the level of the fuel in the calibrated section of the buret from the tip of the dispensing tube as this will cause an error.
and locating the bottom of the liquid meniscus at the desired
volume percent mark.
--`,,```,,,,````-`-`,,`,,`,`,,`---
FIG. X2.1 Typical Reference Material Dispensing Apparatus- Single Buret Style
TABLE X2.1 Typical Single Buret Style Specifications

Buret capacity mL 500
Automatic zero Yes
Graduations:
Major marks % 5
Minor marks % 1
Internal diameter of graduated tube:
Minimum mm 32
Maximum mm 34
Scale length, 5 to 100 %:
Minimum mm 523
Maximum mm 591
Length, top of overflow bulb to 5 % mark (nominal) mm 100/120
Overall length (including tip):
Minimum mm 650
Scale error (maximum) % 60.1

38
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D2699 – 12
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FIG. X2.2 Typical Reference Material Dispensing Apparatus-Two Buret Style
TABLE X2.2 Typical Two Buret Style Specifications
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Buret Without Half-Capacity Bulb
Automatic zero Yes
Graduations:
Left side % 0 to 50
Right side % 50 to 100
Minimum mm 21.2
Maximum mm 22.5
Scale length:
Minimum, 5 to 50 % and 55 to 100 % mm 450
Maximum, 5 to 55 % and 55 to 100 % mm 495
Length, bottom of overflow bulb to lower end:
Minimum mm 595
Maximum mm 605
Buret With Half-Capacity Bulb
Automatic zero Yes
Outside diameter of half-capacity bulb (approximate) mm 81
Graduations on straight section:
Left side % 0 to 50
Right side % 50 to 100
Minimum mm 21.5
Maximum mm 22.5
Scale length:
Minimum, 5 to 50 and 55 to 100 % mm 500
Maximum, 5 to 50 and 55 to 100 % mm 550
Length, bottom of half-capacity bulb to lower end:
Minimum mm 620
Maximum mm 630

39
D2699 – 12
FIG. X2.3 Typical Fill/Dispense Valve
X3. OPERATING TECHNIQUES—ADJUSTMENT OF VARIABLES
X3.1 Adjusting Compression Ratio—Compression ratio that causes a maximum knock condition. This applies to both
varies when the cylinder is moved up and down in the sample fuels and reference fuel blends. Fuel-air ratio is
clamping sleeve by means of a worm-gear drive, which is adjusted by raising or lowering the fuel level in the carburetor
operated either by a hand crank or by an instrument panel vertical jet. For the typical float reservoir equipped engine, fuel
controlled gearmotor. level in the sight glass is adjusted by turning the screw knob at
X3.1.1 When the unit is equipped with a hand crank, the the bottom of the float reservoir assembly. To ensure satisfac-
cylinder clamping sleeve cam lever must be loosened before tory fuel atomization, it is required that the fuel level for
cranking in either direction. To increase C.R., (lower the maximum knock be between 0.7 and 1.7 on the sight glass. If
cylinder in the sleeve), rotate the crank in a counterclockwise this is not the case, the horizontal metering jet (in the passage
direction. To decrease C.R., rotate the crank in a clockwise between the sight glass and selector-valve) must be changed to
direction. After each change of cylinder position, move the cam a different size. If the fuel level is too high, a larger orifice
lever so that the cam flat contacts the clamping washers to horizontal jet is needed, and vice versa.
tighten the clamping sleeve, thereby applying a repeatable X3.2.2 Use of the falling level principle, which uses a bowl
pressure on the clamping sleeve. The cam lever setting should of specific cross-sectional area to deliver fuel to the horizontal
maintain constant cylinder clamp tightness regardless of the jet, accomplishes the same function. As the charge of fuel is
angular position of the crank after a change. Typically, with the consumed, the level automatically falls and the maximum
cam in the locked position, 10 lbf-ft torque on the cam stud knockmeter reading can be observed. Fuel-air ratio changes
nuts is adequate, but torque should never exceed 25 lbf-ft to can also be accomplished by maintaining a constant fuel level
avoid cylinder distortion. to an adjustable valve installed instead of the fixed orifice
X3.1.2 Units equipped with a motorized C.R. change motor horizontal jet. Opening the adjusting valve richens the mixture
do not require loosening of the cylinder clamp when a C.R. and vice versa.
change is made. The gearmotor is equipped with a brake that
prevents worm shaft rotation unless the motor is operated. A X3.3 Preparations Before Starting the Engine:
solenoid releases the brake when the motor is actuated in either X3.3.1 Check the jacket coolant level in the condenser sight
direction. Although the cam lever is unnecessary for units glass.
equipped with the motor changer, the clamping sleeve bolt and X3.3.2 Check the engine crankcase lubricating oil level in
nut combination must be tightened slightly to prevent vibration the crankcase oil sight glass.
of the cylinder in the sleeve. A torque setting of approximately
X3.3.3 Turn on the crankcase oil heater or oil heat tempera-
5 lbf-ft on the clamp nuts is typically effective.
ture controller. Normally, if the temperature controller is left on
X3.1.3 Measurement of cylinder height is accomplished
at a setting of approximately eight, the oil will stay near the
using either a dial indicator assembly mounted on the cylinder
proper operating temperature.
and clamping sleeve or through use of the digital counter that
X3.3.4 Check the engine crankcase breather assembly to
is driven by the worm shaft to provide a reading for each
ensure it is clean and operable.
cylinder position. These devices require indexing to a specific
cylinder position each time a unit is reassembled. The dial X3.3.5 If an ice tower is used, fill the tower with ice. The
indicator and digital counter readings are thus related to engine depth of ice in the tower should not be allowed to be less than
C.R. 920 mm (approximately 36 in.). If an intake air refrigeration
unit is used, turn the switch on.
X3.2 Fuel-Air Ratio Adjustment: X3.3.6 Adjust the cylinder height to ensure that the C.R. is
X3.2.1 All O.N. determinations require that the knockmeter low enough that severe knock is avoided when the engine is
reading of significance be that which occurs at the fuel-air ratio firing.
--`,,```,,,,````-`-`,,`,,`,`,,`---

40
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
D2699 – 12
X3.3.7 Lightly tap the fuel selector-valve knob in a down- X3.4.8.5 Cooling water is discharged from the unit at a
ward direction using a screwdriver handle or other similar tool. steady rate.
This will ensure the plug is not seized in the valve body when X3.4.9 As a final check before using the engine for rating,
it is necessary to rotate the valve. (Warning—Avoid attempt- perform the following:
ing to rotate the selector-valve knob if it resists turning. X3.4.9.1 Check valve clearances, hot and running, and
Rotation can score the plug and valve body and cause fuel make any necessary adjustments.
leakage.) X3.4.9.2 Check spark timing.
X3.3.8 Fill one of the fuel tanks with the selected warm-up X3.4.9.3 Switch to a PRF blend of appropriate O.N., set the
fuel, and purge any air bubbles from the tubing and sight glass. cylinder height to the guide table value, compensated for
Adjust the fuel level so that the engine will operate at barometric pressure, adjust the carburetor fuel level to obtain
approximately the fuel-air ratio for maximum K.I. maximum knockmeter reading, and set the detonation meter
X3.3.9 Open the cooling water valve or check that cooling METER READING and SPREAD dials to provide satisfactory
--`,,```,,,,````-`-`,,`,,`,`,,`---
water will be available for the coolant condenser when the spread with the knockmeter reading at 50.
engine is started. X3.5 Stopping the Engine:
X3.3.10 Check that the ignition switch is turned off.
X3.5.1 To stop the engine, turn the ignition switch to OFF
X3.3.11 Manually rotate the engine crankshaft three or four
and position the stop/run/start switch to STOP.
complete revolutions to ensure that all parts move freely.
X3.5.2 Drain all fuel from the engine carburetor.
Complete the cranking so that the flywheel is positioned at tdc
X3.5.3 Using the hand crank, manually rotate the crankshaft
on the compression stroke to minimize the load on the
to position it at tdc on the compression stroke so that the intake
synchronous—reluctance motor when the engine is started.
and exhaust valves are closed. This will minimize possible
valve warpage or corrosion in the combustion chamber be-
X3.4 Starting the Engine—It is assumed that the engine has tween operating periods.
been commissioned and is in operable condition and that X3.5.4 Turn off the cooling water to the coolant condenser.
electrical circuits and cooling water are available on demand.
X3.4.1 Check that the fuel-selector valve is positioned X3.6 Checking Exhaust and Crankcase Breather Systems
between two bowl marks so that fuel will not enter the for Resonance:
carburetor initially. X3.6.1 Resonance in the piping systems can occur when the
X3.4.2 Position the off-run-start switch to start and hold it in configuration creates a critical length/volume relationship. A
start position for a few seconds to allow oil pressure to rise resonant condition affects the primary pressure within the
sufficiently to actuate the engine run circuitry so that the engine system and can affect critical operating conditions.
continues to operate when the start switch is released to the run X3.6.2 Exhaust system resonance may be checked by pro-
position. viding either a 3⁄4-in. or larger gate or ball valve at the exhaust
X3.4.3 Check that the temperature controller for the air/ surge tank or close to the engine exhaust port. Opening the
mixture heater(s) is on and functioning. valve should drastically change the exhaust discharge configu-
X3.4.4 Rotate the fuel selector-valve to deliver the warm-up ration while the engine is operating at standard conditions if
fuel to the combustion chamber. resonance is occurring.
X3.6.2.1 Operate the engine at standard conditions on a
X3.4.5 Turn on the ignition switch so that the engine begins
typical sample or reference fuel and allow sufficient time for
to fire.
the knockmeter reading to stabilize. Observe the knockmeter
X3.4.6 As the engine begins to warm up, adjust the cylinder
reading.
height to produce a very light knock sound. As warm-up
X3.6.2.2 Open the valve or affect the change in exhaust
progresses, the knock level will increase.
piping while the engine continues to operate.
X3.4.7 Oil the rocker arm assembly using SAE 30 Grade X3.6.2.3 If the knockmeter reading is not affected, reso-
engine crankcase lubricating oil. nance does not occur and the piping system is satisfactory.
X3.4.8 During the warm-up period, observe the following X3.6.2.4 If the knockmeter reading is affected when the
conditions: valve is opened, resonance may be a factor and typically a
X3.4.8.1 Oil pressure is steady and within specification. change in the length of the exhaust discharge pipe will correct
X3.4.8.2 Crankcase pressure indicates a slight vacuum. the condition.
X3.4.8.3 Temperatures come to equilibrium within specifi- X3.6.3 Crankcase breather system resonance typically
cation. causes the crankcase pressure to be positive. Resonance in the
X3.4.8.4 The cylinder jacket coolant water rises in the discharge piping is not a problem as long as the operating
condenser sight glass until it is at the LEVEL HOT mark. engine creates a crankcase vacuum.

41
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D2699 – 12
X4. MAINTENANCE TECHNIQUES
X4.1 Importance of Maintenance—The need for proper X4.3.1 Disassemble the complete cylinder/clamping sleeve
maintenance of the knock testing unit cannot be overempha- assembly from the engine crankcase. Components to be re-
sized if reliable O.N. ratings of sample fuels are to be obtained. moved include:
The care used in the inspection, adjustment, and especially the X4.3.1.1 Detonation pickup, spark plug, all thermometers
overhaul of the combustion chamber components is a major and temperature sensors.
factor in achieving these aims. X4.3.1.2 C.R. gearmotor assembly from the clamping
sleeve. If a dial indicator is in use, remove it from the cylinder.
X4.2 Types of Maintenance: X4.3.1.3 All intake air system components, the carburetor,
X4.2.1 Daily Checks—Those checks associated with the and the carburetor heat shield.
preparations before starting the engine as detailed in Appendix X4.3.1.4 Cooling water lines at the coolant condenser and
X3. the exhaust pipe.
X4.2.2 Top Overhaul, generally accepted term used to X4.3.1.5 Disconnect the applicable exhaust system compo-
describe valve reconditioning, the cleaning of the combustion nents from the cylinder exhaust port.
chamber, piston, and piston rings, and the cleaning of the X4.3.1.6 Coolant condenser and water return pipe from the
coolant jacket passages and the coolant condenser. Some other cylinder assembly.
parts may also be given attention during a top overhaul, X4.3.1.7 Disconnect the spark advance bracket, if it is on
depending on need. the unit.
X4.2.3 Crankcase/Unit Inspection—Encompasses crank- X4.3.1.8 Loosen the long rocker arm support bolts that
case cleaning, mechanical component wear checks, alarm fasten the support to the clamping sleeve. Remove the valve
function checks, power absorption motor inspection, belt half-balls. Remove the push rods.
tension adjustment, instrumentation checks, and so forth. NOTE X4.1—Marking of push rods as intake and exhaust ensures they
X4.2.3.1 The recommended interval between crankcase/unit will be reassembled in the same positions.
inspections is every 2000 h of operation or biannually, which- X4.3.1.9 Cylinder and clamping sleeve as an assembly after
ever comes first. Model CFR-48 crankcases can be completely removal of the five clamping sleeve stud nuts.
--`,,```,,,,````-`-`,,`,,`,`,,`---
restored by the manufacturer. (Warning—Deactivate the en- X4.3.1.10 Piston from connecting rod.
gine unit before performing any maintenance. Shut off electri- X4.3.2 Separate the cylinder from the clamping sleeve as
cal power at the main disconnect, lock out, if possible. Place a follows:
WARNING notice on the unit panel indicating repairs are in X4.3.2.1 Remove the two bolts from the long rocker arm
process and that no attempt is to be made to start the engine. support and separate the support from the clamping sleeve.
Shut off coolant water to the unit.) X4.3.2.2 Remove the water inlet pipe assembly from the
X4.2.4 Auxiliary Equipment Maintenance—Volumetric cylinder.
glassware such as reference fuel blending burets should be X4.3.2.3 Remove the cylinder from the clamping sleeve.
chemically cleaned on a regular basis to ensure accurate X4.3.3 Disassemble the valve tapers, retainer and rotator
volumetric measurement. assembly, springs, and valves from the cylinder. Remove the
X4.2.4.1 Quarterly cleaning of volumetric apparatus is rec- roll pin from the intake valve stem to remove this valve.
ommended. X4.3.4 Component Cleaning—All combustion deposits,
X4.2.5 Carbon Blasting—Combustion chamber deposits gasket material, rust, and so forth should be removed from
can be effectively removed by carbon blasting without removal components.
of the cylinder from the engine. Performed on a regular basis X4.3.4.1 Commercial chemical cleaning solutions may be
between top overhauls, this technique effectively extends the used in accordance with manufacturer’s instructions as long as
period of time between these mechanical overhauls.23 they do not etch or affect the surface finish of the machined
X4.2.5.1 Blasting is done through the intake and exhaust surfaces. Except for the detonation pickup and temperature
ports and the spark plug hole. The return line for removal of the sensors, use of ultrasonic bath equipment has been demon-
deposits and spent blasting material is attached to the hole for strated to be effective and the heating of some cleaning
the detonation pickup. solutions can also be beneficial. (Warning—Chemical clean-
X4.2.5.2 Complete blasting procedure instructions are in- ing solutions are poisonous and may be harmful or fatal if
cluded with the carbon blasting kit and all phases of the inhaled or swallowed. See Annex A1.)
procedure should be carried out for effective results. X4.3.4.2 Scraping, brass wire brushes (manually or power
driven), and fine steel wool have been found to be effective
X4.3 Top Overhaul Procedures: cleaning aids.
X4.3.4.3 Complete any cleaning sequence by rinsing of all
parts with a solvent.
23
A carbon blaster kit specific for CFR engine units is available from Waukesha
X4.3.5 Cylinder:
Engine Division, Dresser Industries, Inc., 1000 St. Paul Avenue, Waukesha, WI X4.3.5.1 Check the cylinder bore diameter at the top,
53188. middle, and bottom areas of ring travel in two planes, which

42
//^:^^#^~^^"
D2699 – 12
are 90° apart. Replace the cylinder if the internal diameter at X4.3.6.4 Ring-to-land clearances should be checked, using
the area of maximum wear is more than 0.006 in. larger than a feeler gage, after the rings are assembled on the piston.
the unworn skirt internal diameter. Replace the cylinder if the Replace the piston if the clearances exceed the tolerance limits.
bore is out-of-round in excess of 0.0025 in. X4.3.6.5 Replace the piston pin if scoring or wear marks are
X4.3.5.2 Cylinders rebored to 0.010, 0.020, and 0.030 in. observed on the pin.
larger than the original 3.250-in. diameter are permitted and the X4.3.7 Clamping Sleeve:
same wear limits apply based on the unworn skirt diameter of X4.3.7.1 Check that the internal bore of the sleeve is within
the rebore. tolerance.
X4.3.5.3 Valve Guides—Replace a guide when the internal X4.3.7.2 Check that the counterbore for the worm wheel is
diameter exceeds the wear limit. Replacement requires special within tolerance.
tools. X4.3.7.3 Insert the worm wheel in the clamping sleeve and
X4.3.5.4 Valves—Replace if stem is badly scuffed or stem check that the distance between the worm wheel face and that
diameter is less than the replacement limit. Reface to 45° using of the bottom of the sleeve is within tolerance.
a valve refacing (grinding) machine so that face run-out is less
X4.3.7.4 Inspect the worm shaft ball and thrust bearings and
than 0.0015 in. Replace the valve if grinding has created a
replace as required.
margin of less than 1⁄32 in.
X4.3.8 Cylinder Guide Plate:
X4.3.5.5 Valve Seats—Reface seats using a valve seat
grinding machine or a valve seat cutter kit. Use a 45° seat angle X4.3.8.1 Inspect the wear surface that contacts the worm
and subsequently lap the valve to the seat. Alternatively, an wheel. Replace the guide plate if there is wear or scoring.
interference angle approach may be utilized by refacing the X4.3.9 Condenser and Cooling System:
seat at both 46° and 15° so that the intersecting line becomes X4.3.9.1 Inspect the inner surfaces of the condenser and the
the contact surface with a 45° faced valve. When an interfer- baffle tube for rust or scale deposits, wipe out the cavity, and
ence angle approach is utilized, lapping may be performed but rinse with hot water prior to assembly.
extreme care must be taken to exert very light pressure to X4.3.9.2 Inspect the cooling coil, clean surface deposits,
prevent creating a groove in the valve face. and observe that the coils are slightly separated from each other
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X4.3.5.6 Valve to Valve Seat Match-up—Check the valve to to maximize the cooling surface exposed to coolant steam.
seat contact. Lapped valve seat width must not exceed 0.070 in. X4.3.9.3 Chemical cleaning of coolant system surfaces
as viewed on the valve. The top edge of the contact line or area should take place whenever significant deposits are observed or
shall be at least 0.030 in. from the top edge of the faced portion at least at every third top overhaul. One approach is to
of the valve. introduce a commercial cooling system cleaner in the cooling
X4.3.5.7 Valve Rotators—Inspect the races which should system after reassembly of the engine. By running the engine
rotate freely so that, when the engine is operating, the valve for intermittent periods, the solution can be heated to 80 to
rotates at approximately 1 to 2 rpm. 90°C (180 to 200°F). The solution should be kept at this
X4.3.5.8 Valve Reassembling—Install valves in the cylinder temperature for approximately 30 min and drained. The system
with felt lubrication washers, springs, retainer (intake), rotator should then be flushed with clean hot water before recharging
assembly (exhaust) and tapers. Carefully install the intake with a rust inhibited coolant water. (Warning—Chemical
valve with the opening of the shroud facing the pickup hole cleaning solutions are poisonous and may be harmful or fatal if
before inserting the roll pin into the valve stem through the slot inhaled or swallowed. See Annex A1.)
in the valve guide. Install valve springs with closely wound X4.3.10 Reassembly Procedures:
coils next to the cylinder oil tray. X4.3.10.1 Install the piston, piston pin, and pin retainers on
X4.3.5.9 Rocker Arm Assembly: the connecting rod. Lubricate the rings with SAE 30 Grade
(1) Inspect each rocker for excessive bearing wear or engine crankcase oil.
wobble on the rocker shaft. X4.3.10.2 Reassemble the cylinder in the clamping sleeve
(2) Inspect the rocker adjusting screws for galled ball ends so that the skirt of the cylinder extends at least 6 mm (1⁄4 in.)
and also for damaged Phillips screwdriver slots. past the bottom of the sleeve. Check that the proper number of
(3) Inspect the rocker ball sockets for wear or galling. worm shaft shims are used so that the worm shaft end play is
(4) Replace any worn or out of specification parts. minimal (typically 1⁄8 turn of the shaft).
X4.3.6 Piston and Rings: X4.3.10.3 Connect the long rocker arm support to the
X4.3.6.1 Replace the piston if there is evidence of scoring clamping sleeve.
or a wear pattern. X4.3.10.4 Assemble the cylinder guide plate with its gas-
X4.3.6.2 Replacement of all rings at the time of every kets on the crankcase.
overhaul is typical. A chrome-plated top compression ring may X4.3.10.5 Rigidly support the piston above the crankcase
be reused for several overhaul periods. and guide plate. Install the cylinder/clamping sleeve assembly
X4.3.6.3 Ring gaps should be checked by feeler gage with over the piston so that it is seated on the crankcase. Care should
the ring inserted in the skirt end of the cylinder. The piston be taken not to break any of the rings as they enter the
should be used to square the ring in the bore about 1 in. beyond chamfered bore. (Use of a ring compressor tool over the piston
the chamfer. Rings should be replaced if the gap exceeds the rings is advisable despite the cylinder chamfer.) Manually
replacement limit. rotate the crankshaft through several revolutions so that the
--`,,```,,,,````-`-`,,`,,`,`,,`---

43
D2699 – 12
cylinder is centered. Tighten and torque the cylinder stud nuts X4.5.1.2 Drain the crankcase lubricating oil and clean the
as specified in Table A2.1. crankcase sump using a petroleum based solvent.
X4.3.10.6 Manually rotate the crankshaft so that the piston X4.5.1.3 Disassemble the oil suction screen assembly and
is at top-dead-center on the compression stroke as indicated by clean the components.
the flywheel pointer. X4.5.1.4 Disassemble the crankcase breather body from the
X4.3.10.7 Install the marked push rods and the valve crankcase door and clean the internal passage and baffles.
half-balls. Reposition the long rocker arm support as required, X4.5.1.5 Disassemble the connecting rod from the crank-
tighten the support bolts, and check that the rocker carrier and shaft. Inspect the big end bearing shells and replace if wear is
rocker arms are level. indicated. Reassemble the connecting rod and torque the cap
X4.3.10.8 Set the valve clearances to 0.075 mm (0.004 in.) bolts as specified in Annex A2, Table A2.1.
for the intake valve and 0.330 mm (0.014 in.) for the exhaust
X4.5.1.6 Disassemble the valve lifters from the top of the
valve.
crankcase, clean, inspect, and if necessary, replace worn
X4.3.10.9 Connect the appropriate exhaust system compo-
assembly components.
nents to the cylinder exhaust port.
X4.3.10.10 Install the water inlet pipe, water return pipe, the X4.5.1.7 Approximate the rear main bearing clearance by
coolant condenser, and the cooling water lines. dial indicator measurement of the movement of the crankcase
X4.3.10.11 Install the C.R. gearmotor assembly and the dial edge of the flywheel outer surface. Measure with the flywheel
indicator assembly, if used. at rest and then with the flywheel lifted using an appropriate
X4.3.10.12 Install the carburetor heat shield, carburetor, and lever. If the difference in the measurements exceeds 0.15 mm
all intake air system components. (0.006 in.), crankcase rebuilding is recommended.
X4.3.11 Crankcase Breather: X4.5.1.8 Disassemble the oil pressure control valve assem-
X4.3.11.1 Disconnect the breather pipe and remove the bly, solvent clean, inspect for worn components, and replace as
breather assembly from the engine crankcase. required. (Warning—In addition to other precautions, avoid
X4.3.11.2 Unscrew the cap from the body, remove the over tightening the four control valve body fastening bolts to
plastic cup, and clean the emulsion deposits from all of the prevent valve body distortion and restriction of the plunger
pieces. movement.)
X4.3.11.3 Inspect the cup, and if the surface of the open X4.5.1.9 Inspect the outer crankcase surfaces for indications
edge is rounded rather than square, replace the cup. of oil seal leakage which may require extensive maintenance or
crankcase rebuilding.
--`,,```,,,,````-`-`,,`,,`,`,,`---
X4.3.11.4 Rinse the components using a petroleum based

solvent or kerosine and reassemble them on the engine. X4.5.2 Power Absorption Motor—Inspect the power ab-
(Warning—Petroleum based solvent is flammable and its sorption motor annually as follows:
vapors are harmful if inhaled. Vapors may cause flash fire. See X4.5.2.1 Turn off all the electrical power circuits to the
Annex A1.) (Warning—Kerosine is combustible and its va- engine and unit.
pors are harmful. See Annex A1.) X4.5.2.2 Check the condition and tension of the drive belts.
X4.3.12 Crankcase Oil Change: Replace belts as required and adjust the motor position to
X4.3.12.1 Drain the used oil and add new SAE 30 Grade achieve proper belt tension.
engine crankcase lubricating oil. X4.5.2.3 Remove dust and dirt from the end bell openings
X4.3.12.2 It is recommended that the crankcase lubricating using low pressure compressed air.
oil be changed at intervals of approximately 50 h of engine
X4.5.3 Safety Cutoff Checks:
operation and at the time of each top overhaul.
X4.3.12.3 It is recommended that the oil filter cartridge be X4.5.3.1 High Coolant Temperature Switch—After shutting
changed at the time of every other oil change. off the cooling water to the condenser coil, the engine should
stop within 1 min. Check and adjust the thermal switch set
X4.4 Engine Starting Preparations: point as required.
X4.4.1 See Appendix X3. X4.5.3.2 Low Oil Pressure Switch—When starting the en-
gine, release of the momentary start switch before the oil
X4.5 Crankcase/Unit Inspection: pressure reaches approximately 20 psi (138 kPa), should result
X4.5.1 Crankcase—Inspect the crankcase periodically as in unit shut down.
follows: X4.5.3.3 Electrical Interlock—Disconnecting either the
X4.5.1.1 Turn off the electrical power circuits to the engine single phase or three phase power at the appropriate supply
and unit. switch should cause unit shut down.
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44
D2699 – 12
SUMMARY OF CHANGES
Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
//^:^^#^~^^"^@"^"^#$:@#~"#:$@:*":$:"*~~:^^~:^~"^":~^~\\
(D2699–11´1) that may impact the use of this standard. (Approved April 1, 2012.)
(1) Added Specification E1 to Referenced Documents and (2) Added 10.3.6.2.

standard text.
(D2699–10) that may impact the use of this standard. (Approved May 1, 2011.)
(1) Added guidance in 6.3.1 about the effects of EMI. (3) Added cooling water supply requirements to X1.3.
(2) Added Note 1 to bring the user’s attention to potential (4) Revised 10.3.16 and added 10.3.16.1 to include technical
limitations when using air conditioning equipment to supply air information indicating the type of spark plug that should be
to the Octane test unit. used.
(D2699–09´1) that may impact the use of this standard. (Approved Oct. 1, 2010.)
(1) Removed cold valve clearance information from Section (2) Added new digital detonation meter throughout.
10.
ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.
This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
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make your views known to the ASTM Committee on Standards, at the address shown below.
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COPYRIGHT/).
--`,,```,,,,````-`-`,,`,,`,`,,`--

45

Research Octane Number of Spark-Ignition Engine Fuel: Standard Test Method For

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Research Octane Number of Spark-Ignition Engine Fuel: Standard Test Method For

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Designation: D2699 – 12

Standard Test Method for

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

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the level of knock.

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4.1.1 The fuel-air ratio for maximum K.I. may be obtained

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A—Air humidifier tube G—Oil Filter

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they are received, before the container is opened.

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10.3.20.1 Analog Knockmeter Reading Limits—The opera-

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FIG. 4 Typical Effect of Fuel-Air Ratio on Knock Intensity

the PRF blend.

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14.7 Reference Fuel No. 2:

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15.6.7 Upset engine equilibrium by opening the sight glass

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19.1.1.7 The equivalence of this test method when per-

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A1. HAZARDS INFORMATION

A1.1 Introduction A1.3.1.5 Leaded isooctane PRF,

A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS

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value. Experience has demonstrated that cylinder height index-

(1) Collect and have ready, a calibrated compression pres-

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pression pressure with the engine operating at each of two

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FIG. A2.5 Block Diagram of Knock Measurement System

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A2.6 Adjusting Crankcase Lubricating Oil Pressure—The

A3. REFERENCE FUEL BLENDING TABLES

A3.1 See Tables A3.1-A3.3.

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NOTE—Dilute tetraethyllead (mL TEL/gal basis) is prepared so that

0.05 100.7 1.4 110.5

where: T = mL TEL per U.S. gal in isooctane.

A4. GUIDE TABLES OF CONSTANT KNOCK INTENSITY

A4.1 See Tables A4.1-A4.5.

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TABLE A4.1 Continued

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