Astm D2700-19

This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles
for the
Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.
Designation: D2700 − 19
Designation: 236/87
Standard Test Method for

Motor Octane Number of Spark-Ignition Engine Fuel1
This standard is issued under the fixed designation D2700; 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 U.S. Department of Defense.
1. Scope* 1.4 For purposes of determining conformance with all

1.1 This laboratory test method covers the quantitative specified limits in this standard, an observed value or a
determination of the knock rating of liquid spark-ignition calculated value shall be rounded “to the nearest unit” in the
engine fuel in terms of Motor octane number, including fuels last right-hand digit used in expressing the specified limit, in
that contain up to 25 % v/v of ethanol. However, this test accordance with the rounding method of Practice E29.
method may not be applicable to fuel and fuel components that 1.5 This standard does not purport to address all of the
are primarily oxygenates.2 The sample fuel is tested in a safety concerns, if any, associated with its use. It is the
standardized single cylinder, four-stroke cycle, variable com- responsibility of the user of this standard to establish appro-
pression ratio, carbureted, CFR engine run in accordance with priate safety, health, and environmental practices and deter-
a defined set of operating conditions. The octane number scale mine the applicability of regulatory limitations prior to use.
is defined by the volumetric composition of primary reference For more specific hazard statements, see Section 8, 14.4.1,
fuel blends. The sample fuel knock intensity is compared to 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3(6) and (9),
that of one or more primary reference fuel blends. The octane A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.12.4, and
number of the primary reference fuel blend that matches the X4.5.1.8.
knock intensity of the sample fuel establishes the Motor octane 1.6 This international standard was developed in accor-
number. dance with internationally recognized principles on standard-
ization established in the Decision on Principles for the
1.2 The octane number scale covers the range from 0 to 120
Development of International Standards, Guides and Recom-
octane number, but this test method has a working range from
mendations issued by the World Trade Organization Technical
40 to 120 octane number. Typical commercial fuels produced
Barriers to Trade (TBT) Committee.
for automotive spark-ignition engines rate in the 80 to 90
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Motor octane number range. Typical commercial fuels pro-

duced for aviation spark-ignition engines rate in the 98 to 102 2. Referenced Documents
Motor octane number range. Testing of gasoline blend stocks 2.1 ASTM Standards:3
or other process stream materials can produce ratings at various D1193 Specification for Reagent Water
levels throughout the Motor octane number range. D2268 Test Method for Analysis of High-Purity n-Heptane
1.3 The values of operating conditions are stated in SI units and Isooctane by Capillary Gas Chromatography
and are considered standard. The values in parentheses are the D2699 Test Method for Research Octane Number of Spark-
historical inch-pounds 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
of the extensive and expensive tooling that has been created for Spark-Ignition Engine Fuels by On-Line Direct Compari-
this equipment. son Technique
D3703 Test Method for Hydroperoxide Number of Aviation
Turbine Fuels, Gasoline and Diesel Fuels
1
This test method is under the jurisdiction of ASTM Committee D02 on
D4057 Practice for Manual Sampling of Petroleum and
Petroleum Products, Liquid Fuels, and Lubricants and is the direct responsibility of Petroleum Products
Subcommittee D02.01 on Combustion Characteristics.
Current edition approved June 1, 2019. Published July 2019. Originally approved
in 1968. Last previous edition approved in 2018 as D2700 – 18a. DOI: 10.1520/
3
D2700-19. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
2
Research octane number, determined using Test Method D2699, is a companion contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
method to provide a similar but typically higher octane rating under milder Standards volume information, refer to the standard’s Document Summary page on
operating conditions. the ASTM website.
*A Summary of Changes section appears at the end of this standard

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D2700 − 19
D4175 Terminology Relating to Petroleum Products, Liquid number accepted reference value (O.N.ARV) determined by
Fuels, and Lubricants round-robin testing under reproducibility conditions.
D4177 Practice for Automatic Sampling of Petroleum and 3.1.3 cylinder height, n—for the CFR engine, the relative
Petroleum Products vertical position of the engine cylinder with respect to the
D4814 Specification for Automotive Spark-Ignition Engine piston at top dead center (tdc) or the top machined surface of
Fuel the crankcase.
D5842 Practice for Sampling and Handling of Fuels for
Volatility Measurement 3.1.4 detonation meter, analog, n—for knock testing, the
D6299 Practice for Applying Statistical Quality Assurance signal conditioning instrumentation that accepts the electrical
and Control Charting Techniques to Evaluate Analytical signal from the detonation pickup and provides an analog
Measurement System Performance output signal to the analog knockmeter.
D6304 Test Method for Determination of Water in Petro- 3.1.4.1 Discussion—In the context of this test method, three
leum Products, Lubricating Oils, and Additives by Cou- contemporary generations of apparatus have been developed as
lometric Karl Fischer Titration detonation meters. These are (year of introduction in parenthe-
D7504 Test Method for Trace Impurities in Monocyclic sis): the 501T Detonation Meter (1969), the 501C Detonation
Aromatic Hydrocarbons by Gas Chromatography and Meter (1979), and the SSD7000 Detonation Meter (2017).6
Effective Carbon Number 3.1.5 detonation meter, digital, n—for knock testing, the
E29 Practice for Using Significant Digits in Test Data to digital signal conditioning instrumentation that accepts the
Determine Conformance with Specifications electrical signal from the detonation pickup and provides a
E344 Terminology Relating to Thermometry and Hydrom- digital output signal for display.
etry
E456 Terminology Relating to Quality and Statistics 3.1.6 detonation pickup, n—for knock testing, a
E542 Practice for Calibration of Laboratory Volumetric magnetostrictive-type transducer that threads into the engine
Apparatus cylinder and is exposed to combustion chamber pressure to
E1064 Test Method for Water in Organic Liquids by Coulo- provide an electrical signal that is proportional to the rate-of-
metric Karl Fischer Titration change of cylinder pressure.
2.2 ANSI Standard:4 3.1.7 dial indicator reading, n—for the CFR engine, a
C-39.1 Requirements for Electrical Analog Indicating In- numerical indication of cylinder height, in thousandths of an
struments inch, indexed to a basic setting at a prescribed compression
pressure when the engine is motored.
2.3 Energy Institute Standard:
IP 224/02 Determination of Low Lead Content of Light 3.1.8 digital counter reading, n—for the CFR engine, a
Petroleum Distillates by Dithizone Extraction and Colo- numerical indication of cylinder height, indexed to a basic
rimetric Method5 setting at a prescribed compression pressure when the engine is
motored.
3. Terminology 3.1.9 dynamic fuel level, n—for knock testing, test proce-
3.1 Definitions: dure in which the fuel-air ratio for maximum knock intensity
3.1.1 accepted reference value, n—a value that serves as an for sample and reference fuels is determined using the falling
agreed-upon reference for comparison, and which is derived level technique that changes carburetor fuel level from a high
as: (1) a theoretical or established value, based on scientific or rich mixture condition to a low or lean mixture condition, at
principles, (2) an assigned or certified value, based on experi- a constant rate, causing knock intensity to rise to a maximum
mental work of some national or international organization, or and then decrease, thus permitting observation of the maxi-
(3) a consensus or certified value, based on collaborative mum knockmeter reading.
experimental work under the auspices of a scientific or 3.1.10 equilibrium fuel level, n—for knock testing, test
engineering group. E456 procedure in which the fuel-air ratio for maximum knock
3.1.1.1 Discussion—In the context of this test method, intensity for sample and reference fuels is determined by
accepted reference value is understood to apply to the Motor making incremental step changes in fuel-air ratio, observing
octane number of specific reference materials determined the equilibrium knock intensity for each step, and selecting the
empirically under reproducibility conditions by the National level which produces the highest knock intensity reading.
Exchange Group or another recognized exchange testing orga-
nization. 3.1.11 firing, n—for the CFR engine, operation of the CFR
engine with fuel and ignition.
3.1.2 Check Fuel, n—for quality control testing, a spark-
ignition engine fuel of selected characteristics having an octane 3.1.12 fuel-air ratio for maximum knock intensity, n—for
knock testing, that proportion of fuel to air that produces the
4
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
6
4th Floor, New York, NY 10036, http://www.ansi.org. Supporting data have been filed at ASTM International Headquarters and may
5
Available from Energy Institute, 61 New Cavendish St., London, WIG 7AR, be obtained by requesting Research Report RR:D02-1870. Contact ASTM Customer
U.K., http://www.energyinst.org.uk. Service at [email protected].
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D2700 − 19
highest knock intensity for each fuel in the knock testing unit, identical test items in the same laboratory by the same operator
provided this occurs within specified carburetor fuel level using the same equipment within short intervals of time. E456
limits. 3.1.26.1 Discussion—In the context of this test method, a
3.1.13 guide tables, n— for knock testing, the specific short time interval between two ratings on a sample fuel is
relationship between cylinder height (compression ratio) and understood to be not less than the time to obtain at least one
octane number at standard knock intensity for specific primary rating on another sample fuel between them but not so long as
reference fuel blends tested at standard or other specified to permit any significant change in the sample fuel, test
barometric pressure. equipment, or environment.
3.1.14 knock, n—in a spark-ignition engine, abnormal 3.1.27 reproducibility conditions, n—conditions where test
combustion, often producing audible sound, caused by autoi- results are obtained with the same method on identical test
gnition of the air/fuel mixture. D4175 items in different laboratories with different operators using
different equipment. E456
3.1.15 knock intensity, n—for knock testing, a measure of
the level of knock. 3.1.28 spread, n—in knock measurement, the sensitivity of
the analog detonation meter expressed in knockmeter divisions
3.1.16 knockmeter, analog, n—for knock testing, the 0 to
per octane number. (This feature is not a necessary adjustment
100 division analog indicating meter that displays the knock
in the digital detonation meter.)
intensity signal from the analog detonation meter.
3.1.29 standard knock intensity, n—for knock testing, that
3.1.17 knockmeter, digital, n—for knock testing, the 0 to 999
level of knock established when a primary reference fuel blend
division digital indicating software meter that displays the
of specific octane number is used in the knock testing unit at
knock intensity from the digital detonation meter.
maximum knock intensity fuel-air ratio, with the cylinder
3.1.18 motoring, n—for the CFR engine, operation of the height (dial indicator or digital counter reading) set to the
CFR engine without fuel and with the ignition shut off. prescribed guide table value.
3.1.19 motor octane number, n—for spark-ignition engine 3.1.30 toluene standardization fuels, n—for knock testing,
fuel, the numerical rating of knock resistance obtained by those volumetrically proportioned blends of two or more of the
comparison of its knock intensity with that of primary refer- following: reference fuel grade toluene, n-heptane, and isooc-
ence fuels when both are tested in a standardized CFR engine tane that have prescribed rating tolerances for O.N.ARV deter-
operating under the conditions specified in this test method. mined by round-robin testing under reproducibility conditions.
3.1.20 octane number, n—for spark-ignition engine fuel, 3.2 Abbreviations:
any one of several numerical indicators of resistance to knock 3.2.1 ARV—accepted reference value
obtained by comparison with reference fuels in standardized
engine or vehicle tests. D4175 3.2.2 CFR—Cooperative Fuel Research
3.1.21 oxygenate, n—an oxygen-containing organic 3.2.3 C.R.—compression ratio
compound, 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
3.1.22 primary reference fuel blends above 100 octane, 3.2.6 MIXT—mixture temperature
n—the millilitres per U.S. gallon of tetraethyllead in isooctane
3.2.7 OA—octane analyzer
that define octane numbers above 100 in accordance with an
empirically determined relationship. 3.2.8 O.N.—octane number
3.1.23 primary reference fuels, n—for knock testing, 3.2.9 PRF—primary reference fuel
isooctane, n-heptane, volumetrically proportioned mixtures of 3.2.10 RTD—resistance thermometer device (Terminology
isooctane with n-heptane, or blends of tetraetyllead in isooc- E344), platinum type
tane that define the octane number scale. 3.2.11 TSF—toluene standardization fuel
3.1.24 primary reference fuel blends below 100 octane,
n—the volume percent of isooctane in a blend with n-heptane 4. Summary of Test Method
that defines the octane number of the blend, isooctane being
4.1 The Motor O.N. of a spark-ignition engine fuel is
assigned as 100 and n-heptane as zero octane number.
determined using a standard test engine and operating condi-
3.1.25 quality control (QC) sample, n—for use in quality tions to compare its knock characteristic with those of PRF
assurance programs to determine and monitor the precision and blends of known O.N. Compression ratio and fuel-air ratio are
stability of a measurement system, a stable and homogeneous adjusted to produce standard K.I. for the sample fuel, as
material having physical or chemical properties, or both, measured by a specific electronic detonation measurement
similar to those of typical samples tested by the analytical system. A standard K.I. guide table relates engine C.R. to O.N.
measurement system; the material is properly stored to ensure level for this specific method. The fuel-air ratio for the sample
sample integrity, and is available in sufficient quantity for fuel and each of the PRF blends is adjusted to maximize K.I.
repeated, long term testing. D6299 for each fuel.
3.1.26 repeatability conditions, n—conditions where inde- 4.1.1 The fuel-air ratio for maximum K.I. may be obtained
pendent test results are obtained with the same method on (1) by making incremental step changes in mixture strength,
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D2700 − 19
observing the equilibrium K.I. value for each step, and then Antiknock index = 0.5 Research O.N. + 0.5 Motor O.N. + 0 (2)
selecting the condition which maximizes the reading or (2) by
This is more commonly presented as:
picking the maximum K.I. as the mixture strength is changed
from either rich-to-lean or lean-to-rich at a constant rate. ~R 1 M!
Antiknock Index = (3)
2
4.2 Bracketing Procedures—The engine is calibrated to
operate at standard K.I. in accordance with the guide table. The 5.3 Motor O.N. is used for measuring the antiknock perfor-
fuel-air ratio of the sample fuel is adjusted to maximize the mance of spark-ignition engine fuels that contain oxygenates.
K.I., and then the cylinder height is adjusted so that standard 5.4 Motor O.N. is important in relation to the specifications
K.I. is achieved. Without changing cylinder height, two PRFs for spark-ignition engine fuels used in stationary and other
are selected such that, at their fuel-air ratio for maximum K.I., nonautomotive engine applications.
one knocks harder (higher K.I.) and the other softer (lower 5.5 Motor O.N. is utilized to determine, by correlation
K.I.) than the sample fuel. A second set of K.I. measurements equation, the Aviation method O.N. or performance number
for sample fuel and reference fuels is required, and the sample (lean-mixture aviation rating) of aviation spark-ignition engine
fuel O.N. is calculated by interpolation in proportion to the fuel.7
differences in average K.I. readings. A final condition requires
that the cylinder height used shall be within prescribed limits 6. Interferences
around the guide table value for the calculated O.N. Bracketing
procedure ratings may be determined using either the equilib- 6.1 Precaution—Avoid exposure of sample fuels to sunlight
rium or dynamic fuel-air ratio approach. or fluorescent lamp UV emissions to minimize induced chemi-
cal reactions that can affect octane number ratings.8
4.3 C.R. Procedure—A calibration is performed to establish 6.1.1 Exposure to these fuels to UV wavelengths shorter
standard K.I. using the cylinder height specified by the guide than 550 nm for a short period of time may significantly affect
table for the O.N. of the selected PRF. The fuel-air ratio of the octane number ratings.
sample fuel is adjusted to maximize the K.I. under equilibrium
6.2 Certain gases and fumes, which can be present in the
conditions; the cylinder height is adjusted so that standard K.I.
area where the knock testing unit is located, may have a
is achieved. The calibration is reconfirmed and the sample fuel
measurable effect on the Motor O.N. test result.
rating is repeated to establish the proper conditions a second
6.2.1 Halogenated refrigerant used in air conditioning and
time. The average cylinder height reading for the sample fuel,
refrigeration equipment can promote knock. Halogenated sol-
compensated for barometric pressure, is converted directly to
vents can have the same effect. If vapors from these materials
O.N. using the guide table. A final condition for the rating
enter the combustion chamber of the CFR engine, the Motor
requires that the sample fuel O.N. be within prescribed limits
O.N. obtained for sample fuels can be depreciated.
around that of the O.N. of the single primary reference blend
used to calibrate the engine to the guide table standard K.I. 6.3 Electrical power subject to transient voltage or fre-
condition. quency surges or distortion can alter CFR engine operating
conditions or knock measuring instrumentation performance
5. Significance and Use and thus affect the Motor O.N. obtained for sample fuels.
6.3.1 Electromagnetic emissions can cause interference
5.1 Motor O.N. correlates with commercial automotive with the analog knock meter and thus affect the Motor O.N.
spark-ignition engine antiknock performance under severe obtained for sample fuels.
conditions of operation.
5.2 Motor O.N. is used by engine manufacturers, petroleum 7. Apparatus
refiners and marketers, and in commerce as a primary specifi- 7.1 Engine Equipment9—This test method uses a single
cation measurement related to the matching of fuels and cylinder, CFR engine that consists of standard components as
engines. follows: crankcase, a cylinder/clamping sleeve assembly to
5.2.1 Empirical correlations that permit calculation of auto- provide continuously variable C.R. adjustable with the engine
motive antiknock performance are based on the general equa- operating, a thermal syphon recirculating jacket coolant
tion:
Road O.N. 5 ~ k 1 3 Research O.N. ! 1 ~ k 2 3 Motor O.N.! 1 k 3
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7
Correlation information is given in ASTM research report RR:D02–69,
(1) Aviation Gasoline Antiknock Quality by ASTM Methods D614 and D357. (Re-
placed by Test Method D2700.) Refer to the Report Section, in this test method, for
Values of k1, k2, and k3 vary with vehicles and vehicle application of the correlation relationship.
populations and are based on road-octane number determina- 8
Supporting data have been filed at ASTM International Headquarters and may
tions. be obtained by requesting Research Report RR:D02-1502. Contact ASTM Customer
Service at [email protected].
5.2.2 Motor O.N., in conjunction with Research O.N., 9
The sole source of supply of the engine equipment and instrumentation known
defines the antiknock index of automotive spark-ignition en- to the committee at this time is Waukesha Engine, Dresser, Inc., 1000 W. St. Paul
gine fuels, in accordance with Specification D4814. The Avenue, Waukesha, WI 53188. Waukesha Engine also has CFR engine authorized
sales and service organizations in selected geographical areas. If you are aware of
antiknock index of a fuel approximates the road octane ratings
alternative suppliers, please provide this information to ASTM International
for many vehicles, is posted on retail dispensing pumps in the Headquarters. Your comments will receive careful consideration at a meeting of the
United States, and is referred to in vehicle manuals. responsible technical committee,1 which you may attend.

D2700 − 19
system, a multiple fuel tank system with selector valving to 7.3.2 Volumetric Blending of Tetraethyllead—A calibrated
deliver fuel through a single jet passage and carburetor venturi, buret, pipette assembly, or other liquid dispensing apparatus
an intake air system with controlled temperature and humidity having a capacity of not more than 4.0 mL and a critically
equipment, electrical controls, and a suitable exhaust pipe. The controlled volumetric tolerance shall be used for dispensing
engine flywheel is belt connected to a special electric power- dilute tetraethyllead into 400 mL batches of isooctane. Cali-
absorption motor utilized to both start the engine and as a bration of the dispensing apparatus shall be verified in accor-
means to absorb power at constant speed when combustion is dance with Practice E542.
occurring (engine firing). The intensity of combustion knock is 7.3.3 Gravimetric Blending of Reference Fuels—Use of
measured by electronic detonation sensing and metering instru- blending systems that allow preparation of the volumetrically-
mentation. See Fig. 1 and Table 1. defined blends by gravimetric (mass) measurements based on
7.1.1 The single cylinder test engine for the determination the density of the individual components is also permitted,
of O.N. is manufactured as a complete unit by Waukesha provided the system meets the requirement for maximum
Engine Division, Dresser Industries, Inc. The Waukesha En- 0.2 % blending tolerance limits.
gine Division designation for the apparatus required for this 7.3.3.1 Calculate the mass equivalents of the
test method is Model CFR F-2 Motor Method Octane Rating volumetrically-defined blend components from the densities of
Unit. the individual components at 15.56 °C (60 °F).
7.2 Auxiliary Equipment—A number of components and 7.4 Auxiliary Apparatus:
devices have been developed to integrate the basic engine 7.4.1 Special Maintenance Tools—A number of specialty
equipment into complete laboratory or on-line octane measure- tools and measuring instruments should be utilized for easy,
ment systems. These include computer interface and software convenient, and effective maintenance of the engine and testing
systems, as well as common hardware, tubing, fasteners, equipment. Lists and descriptions of these tools and instru-
electrical and electronic items. Appendix X1 contains a listing ments are available from the manufacturer of the engine
of such items, many of which are potentially available from equipment and those organizations offering engineering and
multiple sources. In some cases, selection of specific dimen- service support for this test method.
sions or specification criteria are important to achieve proper 7.4.2 Ventilation Hoods—Handling of reference and stan-
conditions for the knock testing unit, and these are included in dardization fuels, dilute tetraethyllead, and sample fuels having
Appendix X1 when applicable. various hydrocarbon compositions is best conducted in a well
7.3 Reference and Standardization Fuel Dispensing ventilated space or in a laboratory hood where air movement
Equipment—This test method requires repeated blending of across the area is sufficient to prevent operator inhalation of
reference fuels and TSF materials in volumetric proportions. In vapors.
addition, blending of dilute tetraethyllead in isooctane may be 7.4.2.1 General purpose laboratory hoods are typically ef-
performed on-site for making rating determinations above fective for handling hydrocarbon fuel blending.10
100 O.N. Blending shall be performed accurately because 7.4.2.2 A blending hood meeting the requirements for dis-
rating error is proportional to blending error. pensing toxic material shall be utilized in testing laboratories
7.3.1 Volumetric Blending of Reference Fuels—Volumetric that choose to prepare leaded isooctane PRF blends on-site.
blending has historically been employed to prepare the re- 7.4.3 Barometer—A pressure measurement device capable
quired blends of reference fuels and TSF materials. For of measuring the absolute value of air pressure in the room
volumetric blending, a set of burets, or accurate volumetric where the testing apparatus is located with a resolution of at
apparatus, shall be used and the desired batch quantity shall be least 0.34 kPa (0.1 in. Hg) and a suggested range of 71 kPa to
collected in an appropriate container and thoroughly mixed 105 kPa (21 in. Hg to 31 in. Hg).
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before being introduced to the engine fuel system. 8. Reagents and Reference Materials
7.3.1.1 Calibrated burets or volumetric apparatus having a
capacity of 200 mL to 500 mL and a maximum volumetric 8.1 Cylinder Jacket Coolant—Water shall be used in the
tolerance of 60.2 % shall be used for preparation of reference cylinder jacket for laboratory locations where the resultant
and standardization fuel blends. Calibration shall be verified in boiling temperature shall be 100 °C 6 1.5 °C (212 °F 6 3 °F).
accordance with Practice E542. Water with commercial glycol-based antifreeze added in suf-
7.3.1.2 Calibrated burets shall be outfitted with a dispensing ficient quantity to meet the boiling temperature requirement
valve and delivery tip to accurately control dispensed volume. shall be used when laboratory altitude dictates. A commercial
The delivery tip shall be of such design that shut-off tip multifunctional water treatment material should be used in the
discharge does not exceed 0.5 mL. coolant to minimize corrosion and mineral scale that can alter
7.3.1.3 The rate of delivery from the dispensing system heat transfer and rating results.
shall not exceed 400 mL per 60 s. 8.1.1 Water shall be understood to mean reagent water
7.3.1.4 The set of burets for the reference and standardiza- conforming to Type IV, Specification D1193. (Warning—
tion fuels shall be installed in such a manner and be supplied Ethylene glycol based antifreeze is poisonous and may be
with fluids such that all components of each batch or blend are harmful or fatal if inhaled or swallowed. See Annex A1.)
dispensed at the same temperature.
7.3.1.5 See Appendix X2 for volumetric reference fuel 10
Refer to Industrial Ventilation Manual, published by the American Conference
dispensing system information. of Governmental Industrial Hygienists, Cincinnati, OH.

D2700 − 19
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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 Motor Method Test Engine Assembly

D2700 − 19
TABLE 1 General Rating Unit Characteristics and Information
Item Description
Test Engine CFR F-2 Motor 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), in. 3.250 (Standard)
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 Rings 3 ferrous, straight sided
Oil Control 1 cast iron, one piece, slotted (Type 85)
Camshaft Overlap, degrees 5
Fuel System
Carburetor Single vertical jet and fuel flow control to
permit adjustment of fuel-air ratio
Venturi Throat Diameter, in. Dependent on installation altitude
9⁄16 ; sea level to 500 m (1600 ft)
19⁄32 ; 500 m to 1000 m (3300 ft)
3⁄4 ; over 1000 m (3300 ft)
Ignition Electronically triggered condenser discharge

through coil to spark plug
Ignition Timing Variable as cylinder height (C.R.) is changed
Intake Air Humidity Controlled within specified limited range
Knock Measurement System
Detonation Pickup Pressure-sensitive, magnetostrictive core rod
and coil
Detonation meter Integrated electronic filter with adjustable gain
and zero offset
8.2 Engine Crankcase Lubricating Oil—An SAE 30 viscos- (Warning—n-heptane is flammable and its vapors are harmful.
ity grade oil meeting the current API service classification for Vapors may cause flash fire. See Annex A1.)
spark-ignition engines shall be used. It shall contain a detergent 8.3.3 80 octane PRF blend prepared using reference fuel
additive and have a kinematic viscosity from grade isooctane and n-heptane shall contain 80 6 0.1 % by
9.3 mm2 per s (cSt) to 12.5 mm2 per s (cSt) at 100 °C (212 °F) volume isooctane.12 (Warning—80 octane PRF is flammable
and a viscosity index of not less than 85. Oils containing and its vapors are harmful. Vapors may cause flash fire. See
viscosity index improvers shall not be used. Multigraded oils Annex A1.)
shall not be used. (Warning—Lubricating oil is combustible 8.3.4 Refer to Annex A3 for octane numbers of various
and its vapor is harmful. See Annex A1.) blends of 80 octane PRF and either n -heptane (see Table A3.1)
8.3 Primary Reference Fuels, isooctane and normal heptane or isooctane (see Table A3.2).
classified as reference fuel grade shall meet the specifications 8.4 Dilute Tetraethyllead, 13 (commonly referred to as TEL
that follow: (Warning—PRF is flammable and its vapors are Dilute Volume Basis) is a prepared solution of aviation mix
harmful. Vapors may cause flash fire. See Annex A1.) tetraethyllead antiknock compound in a hydrocarbon diluent of
8.3.1 Isooctane (2,2,4-trimethylpentane) shall be no less 70 % (V/V) xylene, 30 % (V/V) n-heptane. (Warning—Dilute
than 99.75 % by volume pure, contain no more than 0.10 % by tetraethyllead is poisonous and flammable. It may be harmful
volume n-heptane, and contain no more than 0.5 mg ⁄L or fatal if inhaled, swallowed, or absorbed through the skin.
(0.002 g ⁄U.S. gal) of lead.11 (Warning—Isooctane is flam- May cause flash fire. See Annex A1.)
mable and its vapors are harmful. Vapors may cause flash fire. 8.4.1 The fluid shall contain 18.23 6 0.05 % (m ⁄m) tetra-
See Annex A1.) ethyllead and have a relative density 15.6/15.6 °C (60 ⁄60 °F)
8.3.2 n-heptane shall be no less than 99.75 % by volume
pure, contain no more than 0.10 % by volume isooctane, and
contain no more than 0.5 mg/L (0.002 g/U.S. gal) of lead.11 12
The supplier verifies that the blend contains by volume, 80 % isooctane, 20 %
n-heptane using capillary gas chromatography and analytical calculations.
13
Dilute tetraethyllead is available from Ethyl Corporation, 330 S. Fourth St.,
11
Hydrocarbon composition shall be determined in accordance with Test Method Richmond, VA 23219-4304; or from The Associated Octel Company, Ltd., 23
D2268. Lead contamination shall be determined in accordance with IP 224/02. Berkeley Square, London, England W1X 6DT.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

D2700 − 19
of 0.957 to 0.967. The typical composition of the fluid, 10. Basic Engine and Instrument Settings and Standard
excluding the tetraethyllead, is as follows: Operating Conditions
Typical Concentration,
Ingredient % (m/m)
10.1 Installation of Engine Equipment and
Instrumentation—Installation of the engine and instrumenta-
Ethylene dibromide (scavenger) 10.6 tion requires placement of the engine on a suitable foundation
Diluent:
xylene 52.5
and hook-up of all utilities. Engineering and technical support
n-heptane 17.8 for this function is required, and the user shall be responsible
Dye, antioxidant and inerts 0.87 to comply with all local and national codes and installation
8.4.2 Add dilute tetraethyllead, in mL quantities, to a requirements.
400 mL volume of isooctane to prepare PRF blends used for 10.1.1 Proper operation of the CFR engine requires assem-
ratings over 100 O.N. The composition of the dilute fluid is bly of a number of engine components and adjustment of a
such that when 2.0 mL are added to 400 mL of iso octane, the series of engine variables to prescribed specifications. Some of
blend shall contain the equivalent of 2.0 mL of lead/U.S. gal these settings are established by component specifications,
(0.56 g of lead/L). others are established at the time of engine assembly or after
8.4.3 Refer to Annex A3 for octane numbers of blends of overhaul, and still others are engine running conditions that
tetraethyllead isooctane (see Table A3.3). must be observed or determined by the operator during the
8.4.4 An alternative to blending with dilute tetraethyllead is testing process.
to prepare leaded PRF from isooctane+6.0 mL TEL per U. S.
10.2 Conditions Based on Component Specifications:
gallon and isooctane (see Table A3.4).
10.2.1 Engine Speed—900 r ⁄min 6 9 r ⁄min, when the en-
8.5 Toluene, Reference Fuel Grade shall be no less than gine is firing, with a maximum variation of 9 r/min occurring
99.5 % by volume pure. Peroxide number shall not exceed during a rating. Engine speed, while firing, shall not be more
5 mg per kg (ppm). Water content shall not exceed 200 mg per than 3 r/min greater than when it is motoring without combus-
kg.14 (Warning—Toluene is flammable and its vapors are tion.
harmful. Vapors may cause flash fire. See Annex A1.)
10.2.2 Indexing Flywheel to Top-Dead-Center (tdc)—With
NOTE 1—Experience has shown that Toluene exposed to atmospheric the piston at the highest point of travel in the cylinder, set the
moisture (humidity) can absorb water. Test Methods D6304 or E1064 may flywheel pointer mark in alignment with the 0° mark on the
be utilized to measure the water content of the Toluene. Options to help flywheel in accordance with the instructions of the manufac-
manage or control the Toluene moisture levels include installing an inline
air filter/dryer on the drum vent, installing a nitrogen purge on the drum, turer.
and the use of dryer desiccant beads, etc. 10.2.3 Valve Timing—The engine uses a four-stroke cycle
8.5.1 Antioxidant shall be added by the supplier at a treat with two crankshaft revolutions for each complete combustion
rate suitable for good long term stability as empirically cycle. The two critical valve events are those that occur near
determined with the assistance of the antioxidant supplier. tdc; intake valve opening and exhaust valve closing. See
Annex A2 for camshaft timing and valve lift measurement
8.6 Check Fuels are in-house typical spark-ignition engine procedures.
fuels having selected O.N. values, low volatility, and good long
10.2.3.1 Intake valve opening shall occur 10.0° 6 2.5°
term stability. (Warning—Check Fuel is flammable and its
after-top-dead-center (atdc) with closing at 34° after-bottom-
vapors are harmful. Vapors may cause flash fire. See Annex
dead-center (abdc) on one revolution of the crankshaft and
A1.)
flywheel.
9. Sampling 10.2.3.2 Exhaust valve opening shall occur 40° before-
bottom-dead-center (bbdc) on the second revolution of the
9.1 Samples shall be collected in accordance with Practices crankshaft or flywheel, with closing at 15.0° 6 2.5° atdc on the
D4057, D4177, and D5842. next revolution of the crankshaft and flywheel.
9.2 Sample Temperature—Samples shall be cooled to a 10.2.4 Valve Lift—Intake and exhaust cam lobe contours,
temperature of 2 °C to 10 °C (35 °F to 50 °F), in the container while different in shape, shall have a contour rise of 6.248 mm
in which they are received, before the container is opened. to 6.350 mm (0.246 in. to 0.250 in.) from the base circle to the
top of the lobe. The resulting valve lift shall be
9.3 Protection from Light—Collect and store sample fuels in
6.045 mm 6 0.05 mm (0.238 in. 6 0.002 in.). See Annex A2
an opaque container, such as a dark brown glass bottle, metal
for camshaft timing and valve lift measurement procedures.
can, or a minimally reactive plastic container to minimize
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
exposure to UV emissions from sources such as sunlight or 10.2.5 Intake Valve Shroud—The intake valve has a 180°
fluorescent lamps. shroud or protrusion just inside the valve face to direct the
incoming fuel-air charge and increase the turbulence within the
combustion chamber. This valve stem is drilled for a pin, which
14
is restrained in a valve guide slot, to prevent the valve from
Toluene purity is determined by subtracting the sum of the hydrocarbon
rotating and thus maintain the direction of swirl. The valve
impurities and water content from 100 %. Determine the hydrocarbon impurities by
Test Method D7504. Determine water content by Test Method D6304 or E1064. shall be assembled in the cylinder, with the pin aligned in the
Peroxide Number shall be determined in accordance with Test Method D3703. valve guide, so that the shroud is toward the spark plug side of

D2700 − 19
the combustion chamber and the swirl is directed in a coun- 10.3.7.2 Temperature measurement systems used to estab-
terclockwise direction if it could be observed from the top of lish the Intake Mixture Temperature in this test method shall
the cylinder. exhibit the same temperature indicating characteristics and
10.2.6 Carburetor Venturi—The venturi throat size is de- accuracy as the ASTM 86C (86F) thermometer installed at the
pendent on the altitude of the location where the CFR engine orifice provided using the manufacturer’s prescribed fitting.
is installed. Select the proper venturi in accordance with Table 10.3.7.3 To ensure the correct temperature is indicated the
2. temperature measurement system shall be installed in accor-
10.2.6.1 For CFR engines located at altitudes close to where dance with the instructions provided for this specific applica-
venturi size is designated to change, select whichever venturi tion.
size results in minimum bias when rating TSF blends in 10.3.8 Intake Air Humidity—0.00356 kg to 0.00712 kg wa-
accordance with the requirements of Section 12. ter per kg (25 grains to 50 grains of water per lb) of dry air.
10.3 Assembly Settings and Operating Conditions:
NOTE 2—The humidity specification is based upon the original ice
10.3.1 Direction of Engine Rotation—Clockwise rotation of tower. If air conditioning equipment is used, it may not supply air within
the crankshaft when observed from the front of the engine. the specification if the ambient relative humidity is excessively high or too
10.3.2 Valve Clearances: low. The equipment manufacturers should be consulted to verify the
10.3.2.1 Engine Running and Hot—The clearance for both effective working range.
intake and exhaust valves shall be set to 0.20 mm 6 0.025 mm 10.3.9 Cylinder Jacket Coolant Level:
(0.008 in. 6 0.001 in.), measured under standard operating
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
10.3.9.1 Engine Stopped and Cold—Treated water/coolant
conditions with the engine running at equilibrium conditions added to the cooling condenser: Cylinder jacket to a level just
on a 90 O.N. PRF blend. observable in the bottom of the condenser sight glass will
10.3.3 Oil Pressure—172 kPa to 207 kPa (25 psi to 30 psi). typically provide the controlling engine running and hot
See Annex A2, for the procedure to adjust crankcase lubricat- operating level.
ing oil pressure. 10.3.9.2 Engine Running and Hot—Coolant level in the
10.3.4 Oil Temperature—57 °C 6 8 °C (135 °F 6 15 °F). condenser sight glass shall be within 61 cm (60.4 in.) of the
10.3.5 Cylinder Jacket Coolant Temperature— LEVEL HOT mark on the coolant condenser.
100 °C 6 1.5 °C (212 °F 6 3 °F) constant within 60.5 °C
10.3.10 Engine Crankcase Lubricating Oil Level:
(61 °F) when CR or KI results used for octane determination
on each fuel are recorded. 10.3.10.1 Engine Stopped and Cold—Oil added to the
10.3.6 Intake Air Temperature—38 °C 6 2.8 °C crankcase so that the level is near the top of the sight glass will
(100 °F 6 5 °F). typically provide the controlling engine running and hot
10.3.6.1 Temperature measurement systems used to estab- operating level.
lish the Intake Air Temperature in this test method shall exhibit 10.3.10.2 Engine Running and Hot—Oil level shall be
the same temperature indicating characteristics and accuracy as approximately mid-position in the crankcase oil sight glass.
the ASTM Type 83C (83F) thermometer installed at the orifice 10.3.11 Crankcase Internal Pressure—As measured by a
provided using the manufacturer’s prescribed fitting. gauge, pressure sensor, or manometer connected to an opening
10.3.6.2 To ensure the correct temperature is indicated the to the inside of the crankcase through a snubber orifice to
temperature measurement system shall be installed in accor- minimize pulsations, the pressure shall be less than zero (a
dance with the instructions provided for this specific applica- vacuum) and is typically from 25 mm to 150 mm (1 in. to 6 in.)
tion. of water less than atmospheric pressure. Vacuum shall not
10.3.7 Intake Mixture Temperature—149 °C 6 1 °C exceed 255 mm (10 in.) of water.
(300 °F 6 2 °F) maintained within 1 °C (62 °F) when CR or 10.3.12 Exhaust Back Pressure—As measured by a gauge or
KI results used for octane determination on each fuel are manometer connected to an opening in the exhaust surge tank
collected. If intake MIXT tuning is used to qualify the engine or main exhaust stack through a snubber orifice to minimize
as fit-for-use, the temperature selected shall be between 141 °C pulsations, the static pressure should be as low as possible, but
(285 °F) and 163 °C (325 °F) and this temperature shall then be shall not create a vacuum nor exceed 255 mm (10 in.) of water
maintained within 61 °C (62 °F) when the CR or KI results differential in excess of atmospheric pressure.
used for octane determination on each fuel are recorded. 10.3.13 Exhaust and Crankcase Breather System
10.3.7.1 The intake MIXT required to qualify the engine in Resonance—The exhaust and crankcase breather piping sys-
each TSF blend O.N. range shall also be used for rating all tems shall have internal volumes and be of such length that gas
sample fuels in that O.N. range during an operating period. resonance does not result. See Appendix X3 for a suitable
procedure to determine if resonance exists.
TABLE 2 Carburetor Venturi Size for Various Laboratory
Elevations 10.3.14 Belt Tension—The belts connecting the flywheel to
Venturi Throat
the absorption motor shall be tightened, after an initial break-
Altitude at Engine Location, Typical Barometric Pressure in, so that with the engine stopped, a 2.25 kg (5 lb) weight
Diameter,
ft (m) Range, in. Hg (kPa)
in. (mm) suspended from one belt halfway between the flywheel and
Sea level to 1600 (500) ⁄
9 16 (14.3) 31.0 to 28.0 (105.0 to 94.8) motor pulley shall depress the belt approximately 12.5 mm
1600 to 3300 (500 to 1000) 19 32 ⁄
(15.1) 29.0 to 26.0 (98.2 to 88.0)
Higher than 3300 (1000) 3⁄4 (19.1) 27.0 and less (91.4 and less)
(0.5 in.).
10.3.15 Basic Rocker Arm Carrier Adjustment:

D2700 − 19
10.3.15.1 Basic Rocker-Arm Carrier Support Setting—For TABLE 3 Variation in Spark Timing As Cylinder Height is
exposed valve train applications, each rocker arm carrier Changed
support shall be threaded into the cylinder so that the distance Cylinder Height Cylinder Height
Digital Counter Reading Dial Indicator Reading Spark Timing, °btdc
between the machined surface of the cylinder and the underside (Uncompensated) (Uncompensated)
of the fork is 31 mm (1 7⁄32 in.). For enclosed valve train 264 0.825 26
applications, each rocker arm carrier support shall be threaded 337 0.773 25
into the cylinder so that the distance between the top machined 410 0.721 24
484 0.669 23
surface of the valve tray and the underside of the fork is 19 mm 556 0.617 22
(3⁄4 in.). 630 0.565 21
10.3.15.2 Basic Rocker Arm Carrier Setting—With the cyl- 704 0.513 20
777 0.461 19
inder positioned so that the distance between the underside of 851 0.408 18
the cylinder and the top of the clamping sleeve is approxi- 925 0.356 17
mately 16 mm (5⁄8 in.), the rocker arm carrier shall be set 998 0.304 16
1072 0.252 15
horizontal before tightening the bolts that fasten the long 1145 0.200 14
carrier support to the clamping sleeve.
10.3.15.3 Basic Rocker Arm Setting—With the engine on
tdc on the compression stroke, and the rocker arm carrier set at
the basic setting, set the valve adjusting screw to approxi- the basic compression pressure prescribed by the relationships
mately the mid-position in each rocker arm. Then adjust the of Fig. 2, for the appropriate carburetor venturi and the
length of the push rods so that the rocker arms shall be in the prevailing barometric pressure.
horizontal position. 10.3.18.1 Index the cylinder height measurement device(s)
10.3.16 Basic Spark Setting—26° btdc at a critical cylinder to the appropriate value uncompensated for barometric
height, uncompensated for barometric pressure and indicated pressure, as follows:
as a digital counter reading of 264 or a dial indicator reading of Digital Counter Reading of 930
0.825 in. Dial Indicator Reading of 0.352 in.
10.3.16.1 The digital timing indicator currently supplied 10.3.18.2 Refer to Annex A2 for a detailed cylinder height
with CFR engine units, or the graduated spark quadrant indexing procedure.
formerly supplied, shall be in proper working order and 10.3.19 Fuel-Air Ratio—The fuel-air ratio (mixture propor-
calibrated so that the time of ignition is correctly displayed tion) for each sample fuel and PRF involved in the determina-
with reference to the engine crankshaft. tion of an O.N. result shall be that which maximizes the K.I.
10.3.16.2 Basic Ignition Timer Control Arm Setting—Adjust 10.3.19.1 Fuel-air ratio is a function of the effective fuel
and set the length of the ignition control rod so that the level in the vertical jet of the standard carburetor assembly and
centerline of the ignition control arm shall be horizontal at the is typically indicated as the fuel level in the appropriate
specified cylinder height uncompensated for barometric pres- carburetor sight glass.
sure. 10.3.19.2 The fuel level that produces maximum K.I. shall
10.3.16.3 Ignition Timer Basic Transducer to Rotor Vane be from 0.7 in. to 1.7 in., referenced to the centerline of the
Gap Setting—0.08 mm to 0.13 mm (0.003 in. to 0.005 in.). venturi. If necessary, change the carburetor horizontal jet size
10.3.16.4 Basic Spark Setting—With the engine running and (or equivalent restrictive orifice device) to satisfy the fuel level
firing, position the ignition timer in the ignition timer control requirement.
arm so that ignition occurs at 26° btdc as displayed on the 10.3.19.3 The bracketing–dynamic equilibrium procedure
digital timing indicator or spark quadrant. Tighten the control requires a falling level reservoir assembly to vary fuel-air ratio
arm knurled clamping screw. at a constant rate from a rich to lean mixture. The cross
10.3.16.5 Automatic Change Spark Timing Adjustment—As sectional area of the reservoir determines the rate at which the
cylinder height is adjusted during the determination of O.N., fuel level falls. Within the range that establishes a fuel level for
the spark timing is automatically changed and shall provide the maximum K.I. in the carburetor vertical jet between 0.7 in. and
characteristic given in Table 3. 1.7 in. referenced to the centerline of the carburetor venturi, the
10.3.17 Spark Plug—Champion D16, or equivalent. cross sectional area of the reservoir shall be constant and not
10.3.17.1 Gap—0.51 mm 6 0.13 mm (0.020 in. 6 0.005 less than 3830 mm2 (5.9 in.2).
in.). 10.3.20 Carburetor Cooling—Circulate coolant through the
10.3.18 Basic Cylinder Height Setting—Thoroughly warm coolant passages of the carburetor whenever there is evidence
up the engine under essentially standard operating conditions. of premature vaporization in the fuel delivery passages. Re-
Shut the unit down, and check that the ignition is turned off and lease of hydrocarbon vapors from the sample fuel can result in
fuel cannot enter the combustion chamber. Install a calibrated uneven engine operation or erratic K.I. reading and is usually
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
compression pressure gauge assembly on the engine, motor the indicated by bubble formation or abnormal fluctuation of the
engine, and adjust the cylinder height so that the unit produces fuel level in the sight glass.

10
Order Number: 02299721
D2700 − 19
FIG. 2 Actual Compression Pressure for Setting Cylinder Height
10.3.20.1 Coolant—Water or a water/antifreeze mixture. on 3, and the meter reading and spread controls in their
10.3.20.2 Coolant Temperature—The liquid coolant deliv- nominal operating positions, set the needle of the knockmeter
ered to the carburetor coolant exchangers shall be cold enough to read zero using the detonation meter zero adjusting screw on
to prevent excessive vaporization but not colder than 0.6 °C the 501T and 501C meters (which is to the left of the meter
(33 °F) or warmer than 10 °C (50 °F).15 switch on these detonation meters and covered by a knurled
10.3.21 Analog Instrumentation: cap) or by depressing the zero button on the SSD7000.
10.3.21.1 Analog Knockmeter Reading Limits—The opera- 10.3.22 Digital Instrumentation:
tional range for K.I. readings on the analog knockmeter shall 10.3.22.1 Digital Knock Meter Reading Limits—The opera-
be from 20 K.I. to 80. K.I. is a nonlinear characteristic below tional range for K.I. readings on the digital knockmeter shall be
20 and the analog knockmeter has the potential to be nonlinear from 0 K.I. to 999 K.I. and is linear throughout this range.
above 80. 10.3.22.2 Digital Detonation Meter Spread and Time Con-
10.3.21.2 Analog Detonation Meter Spread and Time Con- stant Settings—Experience has shown that these variables can
stant Settings—Optimize these variables to maximize spread be left constant, and default values can be used. the default
commensurate with reasonable K.I. signal stability. Refer to value for Spread on the Digital Detonation Meter can be left at
Procedure sections and Annex A2 for further details. 0, and the default value for Time Constant on the Digital
10.3.21.3 Analog Knockmeter Needle Mechanical Zero Detonation Meter can be left at 38.
Adjustment—With the detonation meter power switch in the NOTE 3—The Digital Knockmeter does not have a zero adjustment, as
OFF position, and the meter switch in the ZERO position, set it is a software-based device.
the knockmeter needle to zero using the adjusting screw
provided on the knockmeter face. 11. Test Variable Characteristics
10.3.21.4 Analog Detonation Meter Zero Adjustment—With 11.1 Cylinder Height Relationship to Octane Number—
the detonation meter power switch in the ON position, the Cylinder height, an indication of C.R., has a significant effect
meter setting in the ZERO position, the time constant setting on fuels and their knocking characteristics. Every fuel has a
critical C.R. at which knock begins to occur. As C.R. is
15
increased above this critical threshold, the degree of knock, or
be obtained by requesting Research Report RR:D02-1006. Contact ASTM Customer severity of knock, increases. The Motor method of test com-
Service at [email protected]. pares sample fuels to PRF blends at a selected knock level
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

D2700 − 19
termed standard K.I. Guide tables of cylinder height versus differential set, the two counters can be engaged to move
O.N. have been empirically determined using PRF blends.16 together with the lower counter indicating the measure of
They are based on the concept that the K.I. at all O.N. values cylinder height compensated to standard barometric pressure.
is constant as detected by the knock measuring instrumenta- 11.2.1.1 Digital counter readings decrease as cylinder height
tion. Because this test method utilizes three different carburetor is raised and increase as cylinder height is lowered.
venturi sizes, tables specific to each venturi size have been 11.2.1.2 To index the digital counter unit, position the
established. Fig. 3 illustrates the slightly nonlinear relationship selector knob to any setting other than 1, change the cylinder
between Motor O.N. and cylinder height expressed as digital height in the proper direction to compensate for the prevailing
counter reading. Specific guide tables in terms of both digital barometric pressure as given in Annex A4 (see Tables A4.9 and
counter reading and dial indicator reading for each of the three A4.10) so that the lower indicating counter is offset from the
carburetor venturi sizes are in Annex A4 (see Table A4.1 and upper indicating counter by the amount of the compensation.
Table A4.8). 11.2.1.3 For barometric pressures lower than 760 mm
11.2 Barometric Pressure Compensation of Cylinder (29.92 in.) of Hg, the lower indicating counter shall be less
Height—O.N. values determined by this test method are than the upper counter. For barometric pressures higher than
referenced to standard barometric pressure of 760 mm 760 mm (29.92 in.) of Hg, the lower indicating counter shall be
(29.92 in.) of Hg. Changes in barometric pressure affect the higher than the upper counter.
level of knock because the density of the air consumed by the 11.2.1.4 After adjusting to the correct counter readings,
engine is altered. To compensate for a prevailing barometric reposition the selector knob to 1 so that both indicating
pressure that is different from standard, the cylinder height is counters change when cylinder height changes are made.
offset so that the K.I. will match that of an engine at standard Check that the proper differential prevails as changes in
barometric pressure. For lower than standard barometric pres- cylinder height are made.
sure conditions, the cylinder height is changed to increase the 11.2.1.5 The lower indicating counter represents the mea-
engine C.R. and thus the knocking level. For higher than sure of cylinder height at standard barometric pressure and is
standard barometric pressure conditions, the cylinder height is utilized for all comparisons with the values in the guide tables.
changed to lower C.R. The changes in either digital counter 11.2.2 Dial Indicator Applications—The dial indicator is
reading or dial indicator reading to compensate for barometric installed in a bracket on the side of the cylinder clamping
pressure are listed in Annex A4 (see Tables A4.9 and A4.10). sleeve so that the movable spindle contacts an anvil screw,
11.2.1 Digital Counter Applications—The digital counter positioned in a bracket mounted on the cylinder. As the
has two indicating counters. The top counter is directly cylinder is raised or lowered, the dial indicator reading
connected to the worm shaft, which rotates the worm wheel measures the cylinder height in thousandths of an inch of
that raises or lowers the cylinder in the clamping sleeve. It is travel. When indexed, the dial indicator reading is a measure of
the uncompensated digital counter reading. The lower counter cylinder height for engines operating at standard barometric
can be disengaged from the upper counter for the purpose of pressure. If the prevailing barometric pressure is other than
off-setting its reading and thus establish the differential or 760 mm (29.92 in.) of Hg, correct the actual dial indicator
compensation for prevailing barometric pressure. With the reading so that it is compensated to standard barometric
pressure. Compensated dial indicator readings apply whenever
the reading is pertinent during the rating of sample fuels or
16
Detonation meter guide tables were generated by setting the cylinder height to when calibrating the engine using PRF blends.
the value for the former bouncing pin instrumentation value at 85 O.N. and then 11.2.2.1 Dial indicator readings decrease as cylinder height
using that K.I. as the reference for determining the cylinder height required for PRF
is lowered and increase as cylinder height is raised.
blends over the range from 40 to 100 O.N.
11.3 Engine Calibration at the Guide Table Cylinder
Height—Calibrate the engine to produce standard K.I. at an
O.N. level where sample fuels are expected to rate.
11.3.1 Prepare a PRF blend of the selected O.N. and
introduce it to the engine.
11.3.2 Set the cylinder height to the appropriate guide table
value (compensated for barometric pressure) for the O.N. of
the PRF blend.
11.3.3 Determine the fuel level for maximum K.I.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
11.3.4 Adjust the meter reading dial of the detonation meter

so that the knockmeter reading is 50 6 2 divisions.
11.4 Fuel-Air Ratio Characteristic—With the engine oper-
ating at a cylinder height that causes knock, variation of the
fuel-air mixture has a characteristic effect, typical for all fuels.
The peaking or maximizing knock characteristic is illustrated
in Fig. 4. This test method specifies that each sample fuel and
PRF shall be operated at the mixture condition that produces
FIG. 3 Motor O.N. Versus Digital Counter Reading Characteristic the maximum K.I. The CFR engine carburetor, utilizing a

12
D2700 − 19
mixture is changed by adjustment of the needle valve.
Typically, the constant fuel level selected is near the 1.0 level,
which satisfies the fuel level specification and also provides
good fuel vaporization.
11.4.3 Dynamic or Falling Level System—A fuel reservoir,
filled to a higher level than that required for maximum K.I.,
delivers fuel through either a fixed bore or adjustable horizon-
tal jet. With the engine firing, the fuel level falls as fuel is
consumed. Fuel level changes automatically at a specifically
selected constant rate that is established by the cross-sectional
area of the fuel reservoir and associated sight glass assembly.
Maximum K.I. is recorded as the fuel level passes through the
critical level.
11.4.4 OA-Fixed Horizontal Jet-Variable Fuel Volume—
FIG. 4 Typical Effect of Fuel-Air Ratio on Knock Intensity Fuel-air ratio adjustments are made by changing the amount of
fuel delivered to the vertical jet. This is accomplished by
single vertical jet, provides a simple means to monitor a varying the fuel delivery at a rate which ensures the K.I.
measure of fuel-air ratio using a sight glass that indicates the reaches equilibrium with each change. Maximum K.I. is
fuel level in the vertical jet. Fig. 5 illustrates the relationships recorded as the fuel-air ratio passes through the critical region,
of the components. Low fuel levels relate to lean mixtures and either from a lean to rich, or a rich to lean condition.
higher levels to rich mixtures. Fuel level changes are made to
determine the level that produces the maximum knocking 12. Engine Standardization
condition. To maintain good fuel vaporization, a restrictive 12.1 Unit Compliance—Operate the properly commissioned
orifice or horizontal jet is utilized so that the maximum knock knock test unit at temperature equilibrium and in compliance
condition occurs for fuel levels between 0.7 in. and 1.7 in. with the basic engine and instrument settings and standard
referenced to the centerline of the carburetor venturi. The operating conditions prescribed for this test method.
mechanics for varying the fuel mixture can be accomplished 12.1.1 Operate the engine on fuel for approximately 1 h to
using various approaches. ensure that all critical variables are stable. During the final
11.4.1 Fixed Horizontal Jet–Variable Fuel Level System— 10 min of this warm-up period, operate the engine at a typical
Fuel level adjustments are made by raising or lowering the float K.I. level.
reservoir in incremental steps. Selection of a horizontal jet
having the appropriate hole size establishes the fuel level at 12.2 Fit-for-Use Qualification for Each Operating Period:
which a typical sample fuel achieves maximum knock. 12.2.1 Every sample fuel O.N. determination shall be per-
11.4.2 Fixed Fuel Level–Variable Orifice System—A fuel formed using an engine that has been qualified as fit-for-use by
reservoir, in which the fuel can be maintained at a prescribed rating the appropriate TSF blend.
constant level, supplies an adjustable orifice (special long- 12.2.2 Qualify the engine using the appropriate TSF blends
tapered needle valve) used in place of the horizontal jet. Fuel in accordance with the following conditions:
12.2.2.1 At least once during each 12 h period of rating.
12.2.2.2 After an engine has been shut down for more than
2 h.
12.2.2.3 After an engine has been operated at non-knocking
conditions for more than 2 h.
12.2.2.4 After a barometric pressure change of more than
0.68 kPa (0.2 in. Hg) from that reading made at the time of the
previous TSF blend rating for the specific O.N. range.
12.2.2.5 All TSF blends shall be unchilled and rated without
carburetor cooling.
NOTE 4—Carburetor cooling refers to those parts of the engine that are
cooled with a circulating fluid including the vertical jet cooling passage,
carburetor bowl, and float chamber.
12.2.3 When either bracketing procedure is utilized to
determine the TSF blend rating, establish standard K.I. using a
PRF blend whose whole O.N. is closest to that of the O.N.
· Air flow through venturi is constant accepted reference value of the selected TSF blend.
· Raising fuel level richens F/A mixture 12.2.4 When the bracketing procedure is utilized to deter-
· Fuel level for maximum K.I. depends on horizontal jet size and fuel level
· Fuel level for maximum K.I. must be between 0.7 and 1.7
mine the TSF blend rating, set the cylinder height, compen-
· Larger hole size in horizontal jet will lower maximum K.I. fuel level. sated for the prevailing barometric pressure, to the guide table
FIG. 5 CFR Engine Carburetor Assembly value for the O.N.ARV of the selected TSF blend.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

13
D2700 − 19
12.2.5 When the compression ratio procedure is utilized to 12.3.5.3 If the temperature tuned TSF blend rating is more
determine the TSF blend rating, first establish standard K.I. than 60.1 O.N. from the O.N.ARV in Table 4, the engine shall
using the PRF blend whose whole O.N. is closest to that of the not be used for rating sample fuels having O.N. values within
O.N.ARV of the selected TSF blend. the applicable range until the cause is determined and cor-
12.3 Fit-for-Use Procedure 76.4 to 94.7 O.N.: rected.
12.3.1 Select the appropriate TSF blend(s) from Table 4 that 12.4 Fit-for-Use Procedure—Below 76.4 and Above 94.7
are applicable for the O.N.s of the sample fuel ratings tested or O.N.:
to be tested during the operating period. 12.4.1 Select the appropriate TSF blend(s) from Table 5 that
12.3.2 Rate the TSF blend using the standard intake MIXT are applicable for the O.N. values of the sample fuel ratings
of 149 °C (300 °F). tested or to be tested during the operating period.
12.3.2.1 It is permissible to start fit-for-use testing for a new 12.4.2 The rating tolerances of Table 5 are determined by
operating period using approximately the same MIXT tuning multiplying the standard deviation of the data that established
adjustment applied for the previous operating period, if both the O.N.ARV of the TSF blend and a statistical tolerance limit
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 MIXT 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 5.
12.3.3 If the untuned TSF blend rating is within the untuned 12.4.3 Rate the TSF blend using the standard intake MIXT
rating tolerances of Table 4 for that TSF blend, the engine is fit of 149 °C (300 °F). Temperature tuning is not permitted for
for use to rate sample fuels within the applicable O.N. range. these O.N. levels.
Intake MIXT tuning is not required. 12.4.4 If the TSF blend rating is within the rating tolerance,
12.3.4 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 4 for that TSF blend, it is within the applicable range for that TSF blend.
permissible to adjust the intake MIXT slightly to obtain the 12.4.5 If the TSF blend rating is outside the rating tolerance,
O.N.ARV for that specific TSF blend. conduct a comprehensive examination to determine the cause
12.3.5 If the untuned TSF blend rating is outside the and required corrections. It is expected that some engines will
untuned rating tolerance of Table 4, adjust the intake MIXT, rate outside the rating tolerance, at one or more of the O.N.
within prescribed limits, to obtain the O.N.ARV for that specific levels, under standard operating conditions. Control records or
TSF blend. charts of these TSF blend ratings can be helpful to demonstrate
12.3.5.1 The tuned intake MIXT shall be no lower than the ongoing performance characteristic of the unit.
141 °C (285 °F) nor higher than 163 °C (325 °F).
13. Checking Engine Performance
NOTE 5—When using the analog detonation meter, a TSF blend rating
change of 0.1 O.N. requires an intake mixture temperature adjustment of 13.1 Check Fuels:
approximately 1 °C (2 °F). Increasing the temperature decreases the O.N. 13.1.1 While engine standardization is dependent solely on
NOTE 6—When using the digital detonation meter, a TSF blend rating TSF blend determinations, rating Check Fuels can be done to
change of 0.1 O.N. requires an intake mixture temperature adjustment of determine the accuracy (lack of bias) of the engine.
approximately 0.5 °C (1 °F). Increasing the temperature decreases the
O.N.
13.1.1.1 Test Check Fuel(s).
13.1.1.2 Compare the octane rating obtained for the Check
12.3.5.2 If the temperature tuned TSF blend rating is within Fuel to the Check Fuel O.N.ARV.
6 0.1 O.N. of the O.N.ARV in Table 4, the engine is fit for use 13.1.1.3 Specifics for control chart set up and interpretation
to rate sample fuels within the applicable O.N. range. of the delta between the rating and the ARV value can be found
in Practice D6299.
TABLE 4 TSF Blend O.N.ARV, Untuned Rating Tolerances and
Sample Fuel Octane Number Range of UseA TABLE 5 TSF Blend O.N.ARV, Rating Tolerances and Sample Fuel
TSF Blend Untuned TSF Blend Composition, vol % Use for Sample Octane Number Range of UseA
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
M.O.N. Rating Fuel M.O.N. TSF Blend TSF Blend Composition, vol % Use for Sample
Toluene Isooctane Heptane Rating
ARV Tolerance Range M.O.N. Fuel M.O.N.
Tolerance Toluene Isooctane Heptane
78.2B ±0.3 70 0 30 76.4–79.9 ARV Range
81.5C ±0.3 74 0 26 79.6–83.5 58.0 ±1.1 50 0 50 Below 62.3
85.2C ±0.3 74 5 21 83.2–87.1 66.9 ±1.1 58 0 42 62.2–71.0
88.7C ±0.3 74 10 16 86.8–90.8 74.8 ±1.0 66 0 34 70.7–76.7
92.6D ±0.4 74 15 11 90.5–94.7 ... ... ... ... ... ...
A 96.6 ±1.2 74 20 6 94.4–98.4
Request Research Reports RR:D02-1208 and RR:D02-1354 for M.O.N. ac-
99.8B ±0.9 74 24 2 98.1–100.0
cepted reference value (ARV) data.
B 100.8 ±1.3 74 26 0 Above 100.0
M.O.N. accepted reference value determined by the National Exchange Group
A
and Institute of Petroleum in 1988/1989. Request Research Report RR:D02-1208 for M.O.N. accepted reference value
C
M.O.N. accepted reference values determined by TCD93 worldwide program in data.
B
1993. M.O.N. accepted reference value determined by the National Exchange Group in
D
M.O.N. accepted reference values determined by National Exchange Group in 1986. M.O.N. accepted reference value for all other blends determined by the
1986. National Exchange Group and Institute of Petroleum in 1988/1989.

14
D2700 − 19
13.1.1.4 If an out-of-statistical control situation is detected, times and observing that there are no bubbles in the clear
examine the engine system operation for assignable cause(s). plastic tubing between the float reservoir and the sight glass.
13.2 Quality Control (QC Testing)—Users should conduct a (Warning—Sample fuel is extremely flammable and its vapors
regular statistical quality control program to monitor the engine are harmful if inhaled. Vapors may cause flash fire. See Annex
is in statistical control over time. A1.)
13.2.1 This test method suggests validating the engine 14.4.2 Operate the engine on sample fuel.
system by the rating of a QC sample. 14.4.3 Make a preliminary adjustment of the cylinder
13.2.2 The QC sample is a typical spark ignition engine fuel height.
having a motor octane number within the normal operating 14.4.3.1 For the analog detonation meter, adjust the cylinder
range of the engine. height to cause a mid-scale knockmeter reading.
13.2.2.1 Users are encouraged to assess the normal operat- 14.4.3.2 For the digital detonation meter, it is not necessary
ing range and determine if multiple QC samples are required to establish a mid-scale knockmeter reading.
based upon the M.O.N. range of the samples typically rated. NOTE 7—The digital detonation meter will typically exhibit peak to
13.2.3 Use appropriate control charts or other statistically peak voltages between 0.2 V and 0.3 V at standard knock intensity for
equivalent techniques to assess the MON value. Control charts O.N. < 100. For samples with O.N. > 100, the digital detonation meter will
often used for this application are Individuals and Moving typically exhibit peak to peak voltages between 0.08 V and 0.18 V.
Range (I/MR). 14.4.4 Determine the fuel level for maximum K.I. One
13.2.4 Specifics for control chart set up and interpretation approach is to first lower the fuel level (float reservoir
can be found in Practice D6299. assembly) and then raise it in small increments (0.1 sight glass
13.2.5 5 If an out-of-statistical control situation is detected, divisions or less) until the knockmeter reading peaks and
examine the engine system operation for assignable cause(s). begins to fall off. Reset the float reservoir to the fuel level that
produces the maximum knockmeter reading.
PROCEDURE A 14.4.5 Make a second adjustment of the cylinder height.
14.4.5.1 For the analog detonation meter, adjust the cylinder
14. Bracketing—Equilibrium Fuel Level height so that the knockmeter reading is 50 6 2 divisions. (No
14.1 Check that all engine operating conditions are in adjustment of the digital detonation meter is necessary).
compliance and equilibrated with the engine running on a 14.4.5.2 For the analog detonation meter, when testing TSF
typical fuel at approximately standard K.I. blends (for which the rating is conducted at the guide table
14.2 Perform engine fit-for-use testing utilizing a TSF blend cylinder height setting for the ARV of the blend), it is
applicable for the O.N. range in which sample fuels are permissible to adjust the detonation meter settings to obtain a
expected to rate. If TSF blend temperature tuning is to be used, knockmeter reading of 50 6 2 divisions. (No adjustment of the
determine the proper intake MIXT required. Perform this digital detonation meter is necessary).
rating in the same manner described below for a sample fuel 14.4.6 Record the knockmeter reading. (For the digital
except that the TSF blend shall be rated without carburetor panel, refer to manufacturer’s operation manual for the appro-
cooling. priate computer command to record knockmeter readings.)
14.4.7 Observe the cylinder height reading, compensated to
14.3 Establish standard K.I. by engine calibration using a standard barometric pressure, and using the appropriate guide
PRF blend having an O.N. close to that of the sample fuels to table, determine the estimated O.N. of the fuel sample.
be rated.
14.3.1 Set the cylinder height to the barometric pressure 14.5 Reference Fuel No. 1:
compensated value for the O.N. of the selected PRF. 14.5.1 Prepare a fresh batch of a PRF blend that has an O.N.
14.3.2 When using the analog knockmeter, determine the estimated to be close to that of the sample fuel.
fuel level for maximum K.I. and then adjust the detonation 14.5.2 Introduce Reference Fuel No. 1 to the engine and, if
meter METER READING setting to produce a knockmeter applicable, purge the fuel lines in the same manner as noted for
reading of 50 6 2 divisions. (No adjustment of the digital the sample fuel.
detonation meter is necessary.) 14.5.3 Position the fuel-selector valve to operate the engine
14.3.3 When using the analog knockmeter, check that deto- on Reference Fuel No. 1 and perform the step-wise adjust-
nation meter spread is maximized commensurate with satisfac- ments required for determining the fuel level for maximum K.I.
tory knockmeter stability. (No adjustment of the digital deto- 14.5.4 Record the equilibrium knockmeter reading for Ref-
nation meter is necessary.) erence Fuel No. 1.
14.3.4 Analog detonation meter spread set at 12 K.I. to 14.6 Reference Fuel No. 2:
14 K.I. divisions per O.N. at the 90 O.N. level will typically 14.6.1 Select another PRF blend that can be expected to
provide suitably optimized spread settings for the range result in a knockmeter reading that causes the readings for the
80 O.N. to 103 O.N. without resetting. Refer to Annex A2. two reference fuels to bracket that of the sample fuel.
14.4 Sample Fuel: 14.6.2 The maximum permissible difference between the
14.4.1 Introduce the sample fuel to the carburetor, purge the two reference fuels is dependent on the O.N. of the sample
fuel system, and if applicable, the sight glass and float reservoir fuel. Refer to Table 6.
by opening and then closing the sight glass drain valve several 14.6.3 Prepare a fresh batch of the second PRF blend.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

15
D2700 − 19
TABLE 6 Permissible Bracketing PRF Blends meter, the average of the last two sample fuel knockmeter
O.N. Range of Sample Fuel Permissible PRF Blends readings is between 45 and 55. (Condition (2) is not applicable
40 to 72 Maximum Permissible O.N. Difference of 4.0 for the digital detonation meter.)
72 to 80 Maximum Permissible O.N. Difference of 2.4
80 to 100 Maximum Permissible O.N. Difference of 2.0 14.8 Checking Guide Table Compliance:
100.0 to 100.7 Use only 100.0 and 100.7 O.N. PRF blends
100.7 to 101.3 Use only 100.7 and 101.3 O.N. PRF blends
14.8.1 Check that the cylinder height, compensated for
101.3 to 102.5 Use only 101.3 and 102.5 O.N. PRF blends barometric pressure, used for the rating is within the prescribed
102.5 to 103.5 Use only 102.5 and 103.5 O.N. PRF blends limits of the applicable guide table value of cylinder height for
103.5 to 108.6 Use only PRF blends 0.2 mL TEL/gal apart
108.6 to 115.5 Use only PRF blends 0.5 mL TEL/gal apart
the sample fuel O.N. At all O.N. levels, the digital counter
115.5 to 120.3 Use only PRF blends 1.0 mL TEL/gal apart reading shall be within 620 of the guide table value. The dial
indicator reading shall be within 60.014 in. of the guide table
value.
14.6.4 Introduce Reference Fuel No. 2 to the engine and, if 14.8.2 If the cylinder height of the sample fuel rating is
applicable, purge the fuel lines in the same manner as noted for outside the guide table limit, repeat the rating after readjust-
the sample fuel. ment of the detonation meter to obtain standard K.I. using a
14.6.5 Position the fuel-selector valve to operate the engine PRF blend whose O.N. is close to that of the sample fuel.
on Reference Fuel No. 2 and perform the required step-wise 14.9 Special Instructions for Sample Fuel Ratings Above
adjustments for determining the fuel level for maximum K.I. 100 O.N.:
14.6.6 If the knockmeter reading for the sample fuel is 14.9.1 Knock characteristics become more erratic and un-
bracketed by those of the two PRF blends, continue the test; stable at octane levels above 100 for several reasons. Careful
otherwise try another PRF blend(s) until the bracketing re- attention to the setting and adjustment of all variables is
quirement is satisfied. required to ensure that the rating is representative of the sample
14.6.7 Record the equilibrium knockmeter reading for Ref- fuel quality.
erence Fuel No. 2. 14.9.2 When using the analog knockmeter, if the sample
14.7 Repeat Readings: fuel rating will be above 100 O.N., it is necessary to establish
14.7.1 Perform the necessary steps to obtain repeat knock- standard K.I. using an isooctane plus TEL PRF blend before
meter readings on the sample fuel, Reference Fuel No. 2, and sample fuel testing can continue. This may require more than
finally Reference Fuel No. 1. For each fuel, be certain that the one trial to select the appropriate leaded PRF (one of the two
fuel level used is that for maximum K.I. and allow operation to that bracket the sample fuel) and proper cylinder height. It will
reach equilibrium before recording the knockmeter readings. also necessitate adjustment of the detonation meter METER
The fuel switching for the complete rating shall be as illus- READING setting to obtain a knockmeter reading of approxi-
trated in Fig. 6. mately 50 divisions. If the rating is between 100.0 O.N. and
14.7.2 Refer to Section 18 for detailed interpolation and 100.7 O.N., use the isooctane plus 0.05 mL TEL PRF to
calculation procedure. establish standard K.I. At the higher O.N. levels, either of the
14.7.3 The two knockmeter readings for the sample fuel and specified leaded PRF blends for the particular O.N. range may
two for each of the PRF blends constitute a rating provided (1) be used for this purpose.
the difference between the rating calculated from the first and 14.9.2.1 When using the digital knockmeter, if the sample
second series of readings is no greater than 0.3 O.N., and, when fuel rating will be above 100 O.N., it is necessary to establish
using the analog detonation meter, (2) the average of the standard K.I. using an isooctane plus TEL PRF blend before
sample fuel knockmeter readings is between 45 and 55. sample fuel testing can continue. This may require more than
(Condition (2) is not applicable for the digital detonation one trial to select the appropriate leaded PRF (one of the two
meter.) that bracket the sample fuel) and proper cylinder height. The
14.7.4 If the first and second series of knockmeter readings digital detonation meter will typically exhibit peak to peak
do not meet the criteria, a third series of readings may be voltages of 0.08 to 0.18 when testing fuels with O.N. > 100. If
obtained. The fuel switching order for this set shall be sample the rating is between 100.0 O.N. and 100.7 O.N., use the
fuel, Reference Fuel No. 1, and finally Reference Fuel No. 2. isooctane plus 0.05 mL TEL PRF to establish standard K.I. At
The second and third series of knockmeter readings shall then the higher O.N. levels, either of the specified leaded PRF
constitute a rating provided the difference between the rating blends for the particular O.N. range may be used for this
calculated from the second and third series of readings is no purpose.
greater than 0.3 O.N., and, when using the analog detonation 14.9.3 Refer to Table 6 when selecting the PRF blends for
sample fuels that rate above 100 O.N. Use only the specified
PRF pairs for sample fuels that rate in the O.N. ranges 100.0 to
100.7; 100.7 to 101.3; 101.3 to 102.5; and 102.5 to 103.5.
14.9.4 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.)
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

16
D2700 − 19
14.10 In cases of dispute between results from the different 15.5.3 When applying this falling level technique, stop the
procedures within this method, Procedure A shall be used as sequence by switching to another fuel when the K.I. reading
the referee procedure. The designation of Procedure A as the passes its maximum value and decreases approximately ten
referee is not a tacit endorsement or recognition that this divisions. Closely monitor each falling fuel level sequence to
procedure is technically better than the other procedures. ensure the engine is always supplied with fuel and that
knocking conditions prevail for a high proportion of rating time
PROCEDURE B to maintain operating temperature conditions.
15. Bracketing—Dynamic Fuel Level: 15.5.4 When using the analog detonation meter, if the K.I.
15.1 Applicable O.N. Rating Range—This procedure shall reading falls outside 30 to 70, adjust the cylinder height to
only apply for ratings within the range from 80. O.N. to 100. bring the engine close to the standard K.I. condition.
O.N. 15.5.5 When using the digital detonation meter and rating
fuels with O.N. < 100, if the peak to peak voltage falls outside
15.2 Check that all engine operating conditions are in
the range of 0.20 to 0.40, adjust the cylinder height to bring the
compliance and equilibrated with the engine running on a
engine close to the standard K.I. condition. (The digital
typical fuel at approximately standard K.I.
detonation meter will typically exhibit peak to peak voltages of
15.3 Perform engine fit-for-use testing utilizing a TSF blend 0.08 to 0.18 when testing fuels with O.N. > 100.)
applicable for the O.N. range in which sample fuels are
expected to rate. If TSF blend temperature tuning is to be used, NOTE 8—Proficiency in making this initial adjustment of cylinder
height is achieved with experience.
determine the proper intake MIXT required. Perform this
rating in the same manner described below for a sample fuel 15.5.6 Refill the fuel reservoir to the appropriate rich
except that the TSF blend shall be rated without carburetor mixture sight glass level for each successive repetition of the
cooling. trial-and-error process.
15.4 Establish standard K.I. by engine calibration using a 15.5.7 When using the analog detonation meter, after the
PRF blend having an O.N. close to that of the sample fuels to cylinder height is approximately determined, it may be neces-
be rated. sary to make a final adjustment to ensure that (1) the fuel level
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
15.4.1 Set the cylinder height to the barometric pressure for maximum K.I. occurs at a sight glass level within the
compensated value for the O.N. of the midpoint of the PRF critical range from 0.7 in. to 1.7 in. and (2) the maximum K.I.
bracket. reading is between 30 and 70 divisions. (Condition (2) is not
15.4.2 When using the analog knockmeter, determine the necessary when using the digital detonation meter.
fuel level for maximum K.I. and then adjust the detonation 15.5.8 Record the maximum K.I. reading, or if a K.I.
meter METER READING setting to produce a knockmeter recorder is being used, mark the trace to indicate the sample
reading of 50 6 20 divisions. (No adjustment of the digital identification and highlight the maximum reading.
detonation meter is necessary.) 15.5.9 Observe the cylinder height reading, compensated to
15.4.3 When using the analog knockmeter, check that deto- standard barometric pressure, and using the appropriate guide
nation meter spread is maximized commensurate with satisfac- table, determine the estimated O.N. of the sample fuel.
tory knockmeter stability. (No adjustment of the digital deto-
nation meter is necessary.) 15.6 Reference Fuel No. 1:
15.4.4 When using the analog detonation meter, spread set 15.6.1 Prepare a fresh batch of a PRF blend that has an O.N.
at 12 K.I. to 14 K.I. divisions per O.N. at the 90 O.N. level will estimated to be close to that of the sample fuel.
typically provide suitably optimized spread settings for the 15.6.2 Introduce Reference Fuel No. 1 to one of the unused
range 80 O.N. to 100 O.N. without resetting. Refer to Annex fuel reservoirs, taking care to purge the fuel line, sight glass,
A2. (No adjustment of the digital detonation meter is neces- and fuel reservoir in the same manner as noted for the sample
sary.) fuel.
15.5 Sample Fuel: 15.6.3 Position the fuel-selector valve to operate the engine
15.5.1 Introduce the sample fuel to an empty fuel reservoir. on Reference Fuel No. 1 and record, or mark the recorder
Purge the fuel line, sight glass, and fuel reservoir by opening tracing, to indicate the maximum K.I. reading that occurs as the
and then closing the sight glass drain valve several times and fuel level falls. Care shall be taken to observe that the
observing that there are no bubbles in the clear plastic tubing maximum K.I. condition occurs at a fuel level within the
between the fuel reservoir and the sight glass. Top off the level specified 0.7 in. to 1.7 in. range.
so that the fuel level is at approximately 0.4 in the sight glass.
15.7 Reference Fuel No. 2:
Where experience demonstrates the critical maximum K.I.
occurs near a specific fuel level, filling to a level 0.3 above the 15.7.1 Select another PRF blend that can be expected to
typical level is acceptable. (Warning—Sample fuel is ex- result in a maximum K.I. reading that causes the readings for
tremely flammable and its vapors are harmful if inhaled. the two reference fuels to bracket that of the sample fuel.
Vapors may cause flash fire. See Annex A1.) 15.7.2 The maximum permissible difference between the
15.5.2 Position the fuel-selector valve to operate the engine two reference fuels is dependent on the O.N. of the sample
on the sample fuel and observe that the fuel level begins to fall fuel. Refer to Table 6.
in the sight glass. 15.7.3 Prepare a fresh batch of the selected PRF blend.

17
D2700 − 19
15.7.4 Introduce Reference Fuel No. 2 to one of the unused PROCEDURE C
fuel reservoirs, taking care to purge the fuel line, sight glass,
and fuel reservoir in the same manner as noted for the sample 16. Compression Ratio
fuel.
16.1 Cylinder Height Measurement—This procedure shall
15.7.5 Position the fuel-selector valve to operate the engine be used only if the CFR engine is equipped with a digital
on Reference Fuel No. 2 and record, or mark the recorder counter for measurement of cylinder height in order to maxi-
tracing, to indicate the maximum K.I. reading which occurs as mize the resolution of the measurement of this primary
the fuel level falls. Care shall be taken to observe that the variable.
maximum K.I. condition occurs at a fuel level within the
specified 0.7 in. to 1.7 in. range. 16.2 Applicable O.N. Rating Range—This procedure shall
only apply for ratings within the range from 80. O.N. to
15.7.6 If the maximum K.I. reading for the sample fuel is
100. O.N.
bracketed by those of the two reference fuel blends, continue
the rating; otherwise try another reference fuel blend(s) until 16.3 Check that all engine operating conditions are in
the bracketing requirement is satisfied. compliance and equilibrated with the engine running on a
typical fuel at approximately standard K.I.
15.8 Repeat Readings:
15.8.1 Perform the necessary steps to obtain repeat K.I. 16.4 Perform engine fit-for-use testing utilizing a TSF blend
readings on the sample fuel, Reference Fuel No. 2, and finally applicable for the O.N. range in which sample fuels are
Reference Fuel No. 1. The fuel switching for the complete expected to rate. If TSF blend temperature tuning is to be used,
rating shall be as illustrated in Fig. 6. determine the proper intake MIXT required. This rating shall
15.8.2 Refer to Section 18 for detailed interpolation and be performed in the same manner described below for a sample
calculation procedure. fuel, except that the TSF blend shall be rated without carbu-
retor cooling.
15.8.3 The two maximum K.I. readings for the sample fuel
and two for each of the PRF blends constitute a rating provided 16.5 Establish standard K.I. by engine calibration using a
(1) the difference between the rating calculated from the first PRF blend having an O.N. close to that of the sample fuels to
and second series of readings is no greater than 0.3 O.N., and be rated.
the (2) average of the sample fuel K.I. readings is between 30 16.5.1 Set the cylinder height to the barometric pressure
and 70. (Condition (2) is not applicable for the digital detona- compensated value for the O.N. of the selected PRF.
tion meter.) 16.5.2 Determine the fuel level for maximum K.I., adjust
15.8.4 If the first and second series of K.I. readings do not the detonation meter METER READING setting to produce a
meet the criteria, a third series of readings may be obtained. knockmeter reading of 50 6 2 divisions, and record this value.
The fuel switching order for this set shall be sample fuel, 16.5.3 Check that detonation meter spread is maximized
Reference Fuel No. 1, and finally Reference Fuel No. 2. The commensurate with satisfactory knockmeter stability.
second and third series of maximum K.I. readings shall then 16.5.4 Detonation meter spread set to 12 K.I. to 14 K.I.
constitute a rating provided the difference between the rating divisions per O.N. at the 90 O.N. level will typically provide
calculated from the second and third series of readings is no suitably optimized spread settings for the range 80 O.N. to
greater than 0.3 O.N., and the average of the last two sample 100 O.N. without resetting. Refer to Annex A2.
fuel K.I. readings is between 30 and 70. (Condition (2) is not
applicable for the digital detonation meter.) 16.6 Sample Fuel:
16.6.1 Introduce the sample fuel to the carburetor, purge the
15.9 Checking Guide Table Compliance: fuel system, and if applicable, the sight glass and float reservoir
15.9.1 Check that the cylinder height, compensated for by opening and then closing the sight glass drain value several
barometric pressure, used for the rating is within the prescribed times and observing that there are no bubbles in the clear
limits of the applicable guide table value of cylinder height for plastic tubing between the float reservoir and the sight glass.
the sample fuel O.N. At all O.N. levels, the digital counter (Warning—Sample fuel is extremely flammable and its vapors
reading shall be within 620 of the guide table value. The dial are harmful if inhaled. Vapors may cause flash fire. See Annex
indicator reading shall be within 60.014 in. of the guide table A1.)
value. 16.6.2 Operate the engine on sample fuel. If the engine
15.9.2 If the cylinder height of the sample fuel rating is knock changes drastically and results in either a very low or
outside the guide table limit, repeat the rating after readjust- very high knockmeter reading, adjust cylinder height in the
ment of the detonation meter to obtain standard K.I. using a proper direction to reestablish a mid-scale knockmeter reading.
PRF blend whose O.N. is close to that of the sample fuel. This shift in O.N. level may require establishing standard K.I.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

18
D2700 − 19
with a different PRF blend whose O.N. can be estimated from TABLE 7 Maximum Sample Fuel O.N. Difference from Calibration
the guide table for the cylinder height reading that has just been PRF
determined. Maximum O.N. Difference Sample Fuel
Sample Fuel O.N.
from PRF
16.6.3 Adjust the cylinder height to cause a mid-scale 80 to 90 2.0
knockmeter reading for the sample fuel. 90 to 100 1.0
16.6.4 Determine the fuel level for maximum K.I. One
approach is to first lower the fuel level (float reservoir
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
produces the maximum knockmeter reading. 16.9 Testing Sample Fuels of Similar O.N.:
16.6.5 Adjust the cylinder height so that the knockmeter 16.9.1 If the O.N. values of several sample fuels are known
reading is within 62 divisions of the standard K.I. reading to be similar, it is permissible to determine standard K.I. using
recorded for the applicable PRF blend. an appropriate PRF, rate each of the sample fuels, and then
16.6.6 Allow equilibrium to occur, and if necessary, make check that the standard K.I. for the PRF is within 61 division
any slight adjustment in cylinder height to obtain a valid of the initial value.
standard K.I. reading. Do not extend the operating time beyond 16.9.2 A check of standard K.I. shall, in any event, be made
approximately 5 min as measured from the time at which the after every fourth sample fuel measurement.
fuel level setting is finalized. PROCEDURE D
16.6.7 Upset engine equilibrium by opening the sight glass
drain valve momentarily to cause the fuel level to fall and any 17. Bracketing–OA
trapped vapor bubbles to be removed. After closing the drain 17.1 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. O.N. to 103.5 O.N.
previous value. If the knockmeter reading does not repeat
within 61 division, readjust the cylinder height to obtain the 17.2 Check that all engine operating conditions are in
standard K.I. value for the applicable PRF blend and when compliance and equilibrated with the engine running on a
equilibrium is achieved, repeat the fuel level upset check for typical fuel at approximately standard K.I.
repeatability of readings. 17.3 Perform engine fit-for-use testing utilizing a TSF blend
16.6.8 Read and record the compensated digital computer applicable for the O.N. range in which sample fuels are
reading. expected to rate. If TSF blend temperature tuning is to be used,
16.6.9 Convert the compensated digital counter reading to determine the proper MIXT required. Perform this rating in the
O.N. using the appropriate guide table. same manner described below for a sample fuel except that the
TSF blend shall be rated without carburetor cooling.
16.7 Repeat Reading:
16.7.1 Check standard K.I. by operation on the PRF blend at 17.4 Sample Fuel:
the compensated digital counter reading for the O.N. of this 17.4.1 Spread is optimized by the computer control system.
blend. If the knockmeter reading is within 63 divisions of the 17.4.2 Select two PRF blends that will bracket the expected
original reading, record the value and switch back to the octane number of the sample. One PRF should have an octane
sample fuel. If the knockmeter reading is outside the 63 number that is greater than the sample and one should have an
division limit, standard K.I. must be reset before again rating octane number less than the sample, such that the PRFs bracket
the sample fuel. the expected octane of the sample.
16.7.2 Check the sample fuel by adjusting the cylinder 17.4.3 The maximum permissible difference between the
height so that the knockmeter reading is within 62 divisions of two reference fuels is dependent on the O.N. of the sample
the standard K.I. reading recorded for the PRF blend and fuel. Refer to Table 6.
convert the compensated digital counter reading to O.N. using 17.5 Set the cylinder height between the barometric pres-
the appropriate guide table. sure compensated value for the O.N. of the selected PRFs.
16.7.3 The average of the two sample fuel O.N. results 17.6 Introduce the sample fuel and PRF blends to the
constitutes a rating provided the difference between them is no carburetor, purge the fuel system, and if applicable, the sight
greater than 0.3 O.N. glass and float reservoir by opening and then closing the drain
16.8 Checking PRF Limit Compliance: valve several times and observing that there are no bubbles in
16.8.1 The average O.N. of the sample fuel is acceptable if the plastic tubing between the float reservoir, the sight glass
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
it does not differ from the O.N. of the PRF used to establish and the fuel selector valve. (Warning—Sample fuel is ex-
standard K.I., by more than the value in Table 7. tremely flammable and its vapors are harmful if inhaled.
16.8.2 When the O.N. difference between the sample fuel Vapors may cause flash fire. See Annex A1.)
and the PRF exceeds the limits in Table 7, check standard K.I. 17.7 Octane Measurement:
using a new PRF whose O.N. is within the indicated limits. If 17.7.1 Provide initial pump settings for the determination of
the new PRF knockmeter reading, at the cylinder height for its maximum knock. The OA will search for maximum knock
O.N., is within 50 6 1 divisions, the previously determined from these initial settings. Care should be taken to ensure

19
D2700 − 19
initial pump settings will produce adequate knock to allow 18.2 Calculate the O.N. by interpolation of these average
maximum knock determination. Experience with the OA will knockmeter readings proportioned to the O.N. values of the
help in setting initial pump settings. bracketing PRF blends in accordance with the example shown
17.7.1.1 The fuels shall be measured in the following in Fig. 8 and Eq 4:
sequence PRF, PRF and then the sample fuel.
17.7.2 Initiate octane determination sequence.
17.7.2.1 Review maximum knock curves and confirm they
O.N. S 5 O.N. LRF 1 S K.I. LRF 2 K.I. S
D
K.I. LRF 2 K.I. HRF
~ O.N. HRF 2 O.N. LRF !
(4)
rise through maximum knock and fall as shown in Fig. 7, if
they do not identify cause and repeat the analysis. where:
17.7.2.2 If the reading for the sample fuel is bracketed by O.N. S = octane number of the sample fuel,
those of the two PRF blends, continue with next set of O.N.LRF = octane number of the low PRF,
determinations; otherwise try another PRF blend(s) until the O.N.HRF = octane number of the high PRF,
bracketing requirement is satisfied. K.I.S = knock intensity (knockmeter reading) of the
17.7.3 Refer to 18 for the detailed interpolation and calcu- sample fuel,
lation procedure. K.I.LRF = knock intensity of the low PRF, and
17.7.4 The average of the first and second determinations K.I.HRF = knock intensity of the high PRF.
for the sample fuel constitute a rating provided (1) the
difference between the rating calculated from the first and 19. Report
second series of determinations is no greater than 0.3 O.N. and 19.1 Motor Octane Number of Spark-Ignition Engine Fuels:
(2) the OA demonstrates stability in the determination of 19.1.1 Report the calculated bracketing procedure or the
maximum knock. C.R. procedure result as Motor O.N.
17.7.5 If the first and second series of octane determinations 19.1.1.1 For ratings below 72.0 O.N., report the value to the
do not meet the criteria, obtain a third series of determinations. nearest integer. When the calculated O.N. ends with a 0.50,
17.7.6 The average of the second and third determinations round off to the nearest even number; for example, round 67.50
for the sample fuel constitute a rating provided the difference and 68.50 to 68 O.N.
between the rating calculated from the second and third series 19.1.1.2 For ratings from 72.0 through 103.5 O.N., report
of determinations is no greater than 0.3 O.N. the value to the nearest tenth. When the calculated O.N. ends
17.8 Checking Guide Table Compliance: with exactly 5 in the second decimal place, round to the nearest
17.8.1 Check that the cylinder height, compensated for even tenth number; for example, round 89.55 and 89.65 to 89.6
barometric pressure, used for the rating is within the prescribed O.N.
limits of the applicable guide table value of cylinder height for 19.1.1.3 For ratings above 103.5 O.N., report the value to
the sample fuel O.N. At all O.N. levels, the digital counter the nearest integer. When the calculated O.N. ends with a 0.50,
reading shall be within 620 of the guide table value. The dial round off to the nearest even number; for example, round
indicator reading shall be within 60.014 in. of the guide table 105.50 and 106.50 to 106 O.N.
value. 19.1.2 Report which procedure is used to determine the
17.8.2 If the cylinder height for the sample fuel rating is O.N.: bracketing—equilibrium fuel level, bracketing—
outside the guide table limit, repeat the rating after readjust- dynamic fuel level, or compression ratio.
ment of the cylinder height to ensure compliance with the 19.1.3 Report the engine room barometric pressure at the
guide table value to the sample octane. time of the rating.
19.1.4 Report the intake MIXT used.
18. Calculation of O.N.—Bracketing Procedures
18.1 Calculate the average knockmeter readings for the
sample fuel and each of the PRF blends.
NOTE 1—Circled values and the dashed lines represent the differences
between the respective K.I. readings and O.N. values.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`
FIG. 7 Example of OA Knock Curve FIG. 8 Example of Octane Number Calculations

20
D2700 − 19
19.2 Motor Octane Number and Aviation Method Rating of 20. Precision and Bias
Aviation Spark-Ignition Engine Fuel: 20.1 Bracketing—Equilibrium Fuel Level Procedure A and
19.2.1 Report the calculated rating result as Motor O.N. C.R. Procedure C.17,18
rounded to the nearest tenth. 20.1.1 80.0 to 90.0 Motor O.N. Range—The precision of
19.2.1.1 Report the engine room barometric pressure at the this test method for Motor O.N.s between 80.0 and 90.0 based
time of the rating. on statistical examination of interlaboratory test results by the
19.2.1.2 Report the intake MIXT used. bracketing—equilibrium fuel level or compression ratio pro-
cedures is as follows:
19.2.2 If it is desired to also report the Aviation method
20.1.1.1 Repeatability—The difference between two test
rating of the fuel, use the Motor O.N., rounded to the nearest
results, obtained on identical test samples under repeatability
tenth, and Table 8 to obtain the Aviation method rating. Round
conditions would, in the long run, in the normal and correct
the converted value to the nearest tenth using the same
operation of the test method, exceed 0.2 O.N. only in one case
rounding practice previously described. Report both the Motor
in twenty.
O.N. and the corresponding Aviation method rating.
20.1.1.2 Reproducibility—The difference between two
19.2.2.1 Report Aviation method ratings that are 100.0 or single and independent results obtained on identical test
less as O.N. samples under reproducibility conditions would, in the long
19.2.2.2 Report Aviation method ratings that are higher than run, in the normal and correct operation of the test method,
100.0 as performance number (P.N.). exceed 0.9 O.N. only in one case in twenty.
20.1.1.3 The above repeatability is based on the replicate
O.N. results obtained by the ASTM Motor National Exchange
Group (NEG) participating in cooperative testing programs
TABLE 8 Conversion of Motor O.N. to Aviation Method from 1983 through 1987 and 1994. Between 80 and 90 Motor
RatingA,B,C O.N., the repeatability standard deviation is 0.09, unaffected by
Motor octane level. This average standard deviation has been multi-
Octane 0.0 0.2 0.4 0.6 0.8
Number
plied by 2.772 to obtain the limit value.
75 73.59 73.81 74.04 74.27 74.49 20.1.1.4 The above reproducibility is based on the com-
76 74.72 74.95 75.17 75.40 75.63 bined NEG monthly sample testing program data from 1988
77 75.85 76.08 76.30 76.53 76.75
78 76.98 77.20 77.43 77.65 77.88
through 1994, the Institute of Petroleum monthly sample data
79 78.10 78.33 78.55 78.77 79.00 from 1988 through 1994, and the Institut Francais du Petrole
80 79.22 79.44 79.67 79.89 80.11 monthly sample data from 1991 through 1994. The combina-
81 80.33 80.55 80.78 81.00 81.22
82 81.44 81.66 81.88 82.10 82.32
tion of the large number of sample sets and the fact that each
83 82.55 82.77 82.99 83.21 83.43 sample fuel was tested by more than 30 laboratories, provides
84 83.65 83.86 84.08 84.30 84.52 a comprehensive picture of the precision achievable using this
85 84.74 84.96 85.18 85.40 85.61
86 85.83 86.05 86.27 86.48 86.70
test method. Analyzed graphically, the respective sample fuel
87 86.92 87.13 87.35 87.57 87.78 standard deviations were plotted versus O.N. The variation in
88 88.00 88.22 88.43 88.65 88.86 precision with respect to O.N. level, for the range of these data,
89 89.08 89.29 89.51 89.72 89.94
90 90.15 90.37 90.58 90.79 91.01 is best expressed by a linear regression of the values. Between
91 91.22 91.43 91.65 91.86 92.07 80 and 90 Motor O.N., the reproducibility standard deviation is
92 92.29 92.50 92.71 92.92 93.13 0.34 unaffected by octane level. This average standard devia-
93 93.35 93.56 93.77 93.98 94.19
94 94.40 94.61 94.82 95.04 95.25 tion has been multiplied by 2.772 to obtain the limit value.
95 95.46 95.67 95.88 96.09 96.29 20.1.1.5 Sample fuels containing oxygenate (alcohols or
96 96.50 96.71 96.92 97.13 97.34 ethers), in the concentrations typical of commercial spark-
97 97.55 97.76 97.96 98.17 98.38
98 98.57 98.74 98.91 99.08 99.25 ignition engine fuels, have been included in the exchange
99 99.43 99.60 99.77 99.95 100.54 programs and the precision for these sample fuels is statisti-
100 101.07 101.60 102.14 102.67 103.21 cally indistinguishable from non-oxygenated fuels in the Motor
101 103.74 104.27 104.81 105.34 105.88
102 106.41 106.94 107.48 108.01 108.55 O.N. range from 80.0 to 90.0.
103 109.08 109.61 110.15 110.68 111.22 20.1.1.6 The equivalence of this test method when per-
104 111.75 112.28 112.82 113.35 113.89 formed at barometric pressures less than 94.8 kPa (28.0 in. of
105 114.42 114.95 115.49 116.02 116.56
106 117.09 117.62 118.16 118.69 119.23 Hg) has not been determined. Reproducibility for the 80.0 O.N.
107 119.76 120.29 120.83 121.36 121.90 to 90.0 O.N. range at altitude locations, based on ASTM Rocky
108 122.43 122.96 123.50 124.03 124.57 Mountain Regional Group interlaboratory test results, would,
109 125.10 125.63 126.17 126.70 127.24
110 127.77 128.30 128.84 129.37 129.91
A
This table converts Motor octane numbers to Aviation method ratings equivalent 17
to those of now-discontinued Method D614, Test for Knock Characteristics of Supporting data (a listing of the data and the analyses used to establish the
Aviation Fuels by the Aviation Method. precision statements) have been filed at ASTM International Headquarters and may
B
Correlation information is given in RR:D02–69, “Aviation Gasoline Antiknock be obtained by requesting Research Report RR:D02-1383. Contact ASTM Customer
ASTM Methods D614 and D357.” (Replaced by Test Method D2700.) Service at [email protected].
18
C
Aviation ratings above the line are in terms of octane number and ratings below Supporting data have been filed at ASTM International Headquarters and may
the line are in terms of performance number. be obtained by requesting Research Report RR:D02-1731. Contact ASTM Customer
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

21
D2700 − 19
in the long run, in the normal operation of the test method, 20.3 Bracketing–OA Procedure D:
exceed approximately 1.4 O.N. only in one case in twenty. 20.3.1 The data for the bracketing–OA procedure is from a
20.1.2 Below 80.0 Motor O.N. Range: limited round robin using both the Waukesha Engine Custom
20.1.2.1 Precision cannot be stated for the range below 80.0 CFR Control Octane Analyzers and Phillips KEAS Systems.20
Motor O.N. because current data are not available. The available information includes a statistical study that
20.1.3 90 to 102.0 Motor O.N. Range: comparatively tested eleven gasoline samples and three TSF
20.1.3.1 Precision cannot be stated for the 90.0 to 102.0 blends, by both the bracketing–OA procedure and the brack-
Motor O.N. range because sufficient current data are not eting–equilibrium fuel level procedure.
available. 20.3.1.1 Repeatability—Results produced by the OA equip-
20.1.4 102 to 103 Motor O.N. Range—The precision of this ment and procedure are equivalent to those produced by the
test method at the 102 to 103 Motor O.N. level based on equilibrium-bracketing procedure.
statistical examination of interlaboratory test results is as 20.3.1.2 Reproducibility—Results produced by the OA
follows: equipment and procedure are equivalent to those produced by
20.1.4.1 Repeatability—The difference between two test the equilibrium-bracketing procedure.
results, obtained on identical test samples under repeatability 20.3.1.3 Bias—There is a statistically significant bias be-
conditions would, in the long run, in the normal and correct tween the bracketing–OA procedure and the bracketing-
operation of the test method, exceed 0.6 O.N. only in one case equilibrium fuel level procedure in the 82 to 88 O.N. range.
in twenty. The magnitude is less than the repeatability of the bracketing-
20.1.4.2 Reproducibility—The difference between two equilibrium procedure. The regression equation is as follows:
single and independent results obtained on identical test
MON bracketing 2 5 0.9592 3 MON bracketing 2 13.5378
samples under reproducibility conditions would, in the long equilibrium OA
run, in the normal and correct operation of the test method, (5)
exceed 2.0 O.N. only in one case in twenty. 20.4 The previous precision estimates were obtained on
20.1.4.3 The above repeatability and reproducibility values fuels containing oxygenated components in concentrations
are based on replicate O.N. results obtained by from 12 to 15 typically present as ethanol (up to 10 volume %). An inter-
laboratories participating in the ASTM Aviation National laboratory study was conducted in 2010-11 to investigate the
Exchange Group (NEG) during the period from 1988 through precision of fuels containing 15 volume % ethanol to 25
1994. The repeatability and reproducibility pooled variances volume % ethanol (see RR:D02-175821). Twelve fuels with
for the 21 samples that rated within this range were deter- concentrations from 15 % to 25% v/v ethanol were tested by 12
mined. The resulting average standard deviations have been laboratories; the octane results were in the range of 85.4 to 90.4
multiplied by 2.772 to obtain the respective limit values. M.O.N., and all four of the test procedures (A, B, C, and D)
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
20.1.5 Above 103.0 Motor O.N. Range: were utilized for the testing program, which resulted in the
20.1.5.1 Precision cannot be stated for the range above following precision estimates.
103.0 Motor O.N. because current data are not available. 20.4.1 Repeatability—The difference between two test
20.2 Bracketing—Dynamic Fuel Level Procedure B: results, obtained on identical test samples under repeatability
20.2.1 The amount of data for the bracketing–dynamic fuel conditions would, in the long run, in the normal and correct
level procedure is limited.19 The available information includes operation of the test method, exceed 0.4 O.N. only in one case
a statistical study involving single ratings by seven laboratories in twenty.
that comparatively tested four gasoline samples and three TSF 20.4.2 Reproducibility—The difference between two single
blends, in the 80.0 to 90.0 Motor O.N. range, by both the and independent results obtained on identical test samples
bracketing dynamic fuel level procedure and the bracketing— under reproducibility conditions would, in the long run, in the
equilibrium fuel level procedure. A second phase examined normal and correct operation of the test method, exceed 1.1
repeatability using duplicate bracketing—dynamic fuel level O.N. only in one case in twenty.
procedure ratings by each of four laboratories on eight sample 20.5 Standard Deviation—Examination of interlaboratory
fuels. test results for Motor O.N. was initiated in 1933 with the
20.2.1.1 Repeatability of the bracketing–dynamic fuel level formation of the National Exchange Group that regularly tests
procedure is similar to that of the bracketing—equilibrium fuel at least one sample per month. These historical data have
level procedure as inferred from the statistical analysis of the demonstrated that the variability (standard deviation) of the test
limited duplicate ratings data set. method changes with O.N. as shown in Fig. 9. The curve for
20.2.1.2 Reproducibility of the bracketing–dynamic fuel this figure is based on ASTM National Exchange Group data
level procedure is indistinguishable from that of the from 1966 through 1987.
bracketing—equilibrium fuel level procedure based on the
statistical analysis of the limited data from the round-robin
study. 20
be obtained by requesting Research Report RR:D02-1549. Contact ASTM Customer
19 21
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. Contact ASTM Customer be obtained by requesting Research Report RR:D02-1758. Contact ASTM Customer
Service at [email protected]. Service at [email protected].

22
D2700 − 19
20.6 Bias—The procedures in this test method for Motor
O.N. of spark-ignition engine fuel have no bias because the
value of Motor O.N. can be defined only in terms of this test
method.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
FIG. 9 Variation of Reproducibility Standard Deviation With Mo-
tor Octane Number

23
D2700 − 19
21. Keywords
21.1 aviation rating; guide table; isooctane; knock intensity;
motor octane number; n-heptane; spark-ignition engine fuel
performance; toluene standardization fuel
ANNEXES
(Mandatory Information)
A1. HAZARDS INFORMATION
A1.1 Introduction A1.3.1.6 Iso octane

A1.1.1 In the performance of this test method there are A1.3.1.7 Leaded isooctane PRF
hazards to personnel. These are indicated in the text. The A1.3.1.8 N-heptane
classification of the hazard or Warning is noted with the A1.3.1.9 Oxygenate
appropriate key words of definition. For more detailed infor- A1.3.1.10 PRF
mation regarding the hazards, refer to the appropriate Material A1.3.1.11 PRF blend
Safety Data Sheet (MSDS) for each of the applicable sub- A1.3.1.12 Reference fuel
stances to establish risks, proper handling, and safety precau- A1.3.1.13 Sample fuel
tions. A1.3.1.14 Spark-ignition engine fuel
A1.3.1.15 TSF
A1.2 (Warning—Combustible. Vapor Harmful.) A1.3.1.16 TSF blend
A1.2.1 Applicable Substances: A1.3.1.17 Xylene
A1.2.1.1 Engine crankcase lubricating oil.
A1.4 (Warning—Poison. May be harmful or fatal if inhaled
A1.3 (Warning—Flammable. Vapors are harmful if in- or swallowed.)
haled. Vapors may cause flash fire.) A1.4.1 Applicable Substances:
A1.3.1 Applicable Substances: A1.4.1.1 Antifreeze mixture
A1.3.1.1 Aviation gasoline A1.4.1.2 Aviation mix tetraethyllead antiknock compound
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
A1.3.1.2 Aviation spark-ignition engine fuel A1.4.1.3 Dilute tetraethyllead

A1.3.1.3 80 octane PRF blend A1.4.1.4 Glycol based antifreeze
A1.3.1.4 Check Fuel A1.4.1.5 Halogenated refrigerant
A1.3.1.5 Fuel blend A1.4.1.6 Halogenated solvents
A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS
A2.1 Camshaft Timing and Valve Lift Measurement—The change of the cam profile is minimal. The following procedure
camshaft for the Model CFR-48 crankcase has intake and uses a point higher up on the contour of the lobes where
exhaust cam lobes both ground to produce a valve lift of maximum lift velocity occurs. Thus, all timing events are
0.238 in. Each lobe is designed to include a quieting ramp at referenced to the flywheel crank angle degree readings, which
the beginning and end of the contour change from the base occur at a rise of 0.054 in. off the cam lobe base circle. Timing
circle diameter. These quieting ramps are flat spots in the of the camshaft can be judged by the measurement of the intake
contour which occur at 0.008 in. to 0.010 in. rise from the base valve opening event which along with the exhaust valve
circle of the lobe and that extend for typically 4° to 6° of crank closing event are the so-called “top end” events that are most
angle rotation. Actual valve lift does not take place until valve critical. Fig. A2.1 illustrates both the intake and exhaust lobe
clearance is overcome and this is essentially coincident with profiles and their relationship in the 720° of rotation of the
the flat spot of the quieting ramp. The maximum height of the flywheel during one combustion cycle.
lobe from the base circle is typically 0.248 in. A2.1.2 Timing Check Procedure:
A2.1.1 Measurement Principle—It is difficult to define the A2.1.2.1 Measurement is best made when the cylinder
actual point at which a valve should open or close because the assembly is removed from the crankcase although it is possible
event takes place on the quieting ramp where the rate-of- with the cylinder and valve mechanism in place.

24
D2700 − 19
FIG. A2.1 Camshaft Timing Diagram
A2.1.2.2 Assemble a dial indicator on the deck of the A2.1.3.2 Read the dial indicator and compare it to the
crankcase so that it can be positioned to indicate the lift of the specification which is 0.246 in. to 0.250 in. If the rise is less
intake valve lifter. than 0.243 in. from the base circle of the cam, wear of the lobe
A2.1.2.3 The dial indicator must have a minimum travel of occurred and camshaft replacement is indicated.
0.250 in. and read to 0.001 in. A2.1.3.3 Valve lift for the exhaust cam lobe should also be
A2.1.2.4 Position the flywheel to tdc on the compression checked by repeating the procedure with the dial indicator
stroke and set the dial indicator to zero. positioned over that valve lifter. The lift specification is the
A2.1.2.5 Rotate the flywheel in the normal direction until same as for the intake valve lifter.
the valve lifter rises, causing movement of the dial indicator.
A2.1.2.6 Continue flywheel rotation until the dial indicator A2.2 Basic Cylinder Height Indexing:
reading is 0.054 in. A2.2.1 Measurement Principles—C.R. is a significant vari-
A2.1.2.7 Read the flywheel crank angle and compare it to able in relation to knock in internal combustion engines and is
the specification that is 30°. a basic parameter for the knock testing methods. The CFR
A2.1.2.8 If the observed crank angle is within 30° 6 2°, the engine cylinder and clamping sleeve mechanism provide a
timing is satisfactory. Otherwise, the camshaft needs retiming means to change C.R. by moving the cylinder up or down with
either by shifting the cam gear with respect to the crankshaft or respect to the crankcase. As a convenient alternative to
by relocating the cam gear on its shaft using one of the other determination of the actual C.R., the vertical position of the
three keyways. Changing the point of mesh of the cam gear cylinder can be measured and provides an indication that is
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

25
D2700 − 19
FIG. A2.2 C.R. Digital Counter
provides compensated values for knock test units operated at

other than standard 101.0 kPa (29.92 in. Hg) barometric
pressure conditions. Digital counter reading changes in direct
proportion to C.R. and a digital counter reading change of one
digit is equal to 0.0007 in. movement of the cylinder height.
A2.2.1.2 Dial Indicator Assembly—See Fig. A2.3. The dial
indicator is fastened to the cylinder clamping sleeve by a
bracket. An adjusting screw with a flat circular anvil that
contacts the spindle of the dial indicator is supported in a
second bracket which is fastened to the engine cylinder. The
adjusting screw provides the means to set the dial indicator to
the proper reading when the device is being indexed and is then
locked in place by a lock nut tightened against the bracket. Dial
indicator readings change in inverse proportion with respect to
C.R.; increasing in value when the cylinder is raised in the
clamping sleeve. Cylinder height movement is indicated to the
nearest 0.001 in. There is currently no commercial offset
mechanism to provide directly compensated dial indicator
readings for knock test units operated at other than standard
101.0 kPa (29.92 in. Hg) barometric pressure conditions.
A2.2.2 Establishing Basic Cylinder Height—The cylinder
height measurement instruments must be indexed to a stan-
dardized value after every top overhaul or equipment change
that affects the combustion chamber. Originally, the clearance
volume of the combustion chamber was set by introducing a
specified volume of water to fill the clearance volume to the top
of the pickup hole and then setting the indicator to a specific
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 FIG. A2.3 Cylinder Height Dial Indicator
prevailing barometric pressure. Fig. 2, indicates the compres-
sion pressure that must be produced at standard operating
conditions with the CFR engine motoring. The cylinder height
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
instrument is then set to the basic value. For C.R. digital

26
D2700 − 19
counter assemblies, the basic digital counter reading is 930. For (5) Drain all fuel from the carburetor.
dial indicator assemblies, the basic reading is 0.352 in. (6) Remove the detonation pickup cable connector, un-
A2.2.3 Basic Cylinder Height Indexing Procedure: screw the detonation pickup from the cylinder, and install the
A2.2.3.1 Operate the knock test unit for sufficient time to compression pressure gauge assembly. (Warning—Avoid con-
reach temperature equilibrium, on a typical sample fuel, at tact with the detonation pickup because it is extremely hot and
standard operating conditions with an intake MIXT regulated can cause serious burns.)
to 149 °C 6 1 °C (300 °F 6 2 °F). (Warning—In addition to (7) Check that the ignition switch is off and that all fuel has
other precautions, users of the C.R. digital counter assembly been drained from the carburetor.
are urged to set the upper and lower digital counters so that (8) Restart the engine and operate in a motoring mode only.
they both display the same value to ensure that indexing will be (9) Observe the compression pressure gauge reading and
based on an uncompensated reading.) adjust the cylinder height so that the expected compression
A2.2.3.2 Cylinder height indexing requires the determina- pressure is indicated. Release the pressure once or twice using
tion of compression pressure using the compression pressure the deflator valve and make any required change in cylinder
gauge assembly specified as critical instrumentation. The height so that the expected compression pressure is obtained.
gauge assembly shall have been calibrated in accordance with (Warning—In addition to other precautions, read the compres-
the instructions provided by the manufacturer. See Fig. A2.4. sion pressure gauge in whatever position it faces without
A2.2.3.3 The following steps shall be performed as quickly twisting the gauge and hose, which can distort the readings.)
as possible to ensure that the pressure readings represent hot (10) Users of the C.R. digital counter assembly must
engine conditions. reconnect the flexible cable to the unit and tighten the set-screw
(1) Collect and have ready a calibrated compression pres- while being careful not to change the digital counter readings
sure gauge assembly and the tools required to remove the from 930.
detonation pickup and install the gauge assembly in the (11) Users of the dial indicator assembly must loosen the
combustion chamber pickup hole. lock nut, set the adjusting screw so that the dial indicator
reading is 0.352 in., and then tighten the lock nut. Several
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
(2) Users of the C.R. digital counter assembly shall discon-
nect the flexible cable by loosening the set-screw and slipping respects of the adjustment may be required to obtain the
the cable connector off the digital counter unit and manually set 0.352 in. reading when the lock nut is retightened.
the upper and lower digital counter readings so that both read (12) Shut the engine down, remove the compression pres-
930 sure gauge assembly, install the detonation pickup with a new
(3) Determine the prevailing barometric pressure and using gasket, and tighten the pickup to the torque setting specified in
Fig. 2, read the compression pressure expected for cylinder Table A2.1.
height instrument indexing A2.3 Checking Compression Pressures—Checking com-
(4) Shut the engine down by turning the fuel off, turning pression pressure with the engine operating at each of two
the ignition switch off, and then positioning the engine power different C.R. conditions can be a useful indication of combus-
switch to off. tion chamber and valve condition. The C.R. values selected for
making the motor method checks are those for 81.1 and 105
O.N. levels.
A2.3.1 Operate the knock test unit for sufficient time to
reach temperature equilibrium, on a typical sample fuel having
an O.N. in the mid-80 O.N. range, at standard operating
conditions and with the intake MIXT regulated to
149 °C 6 1 °C (300 °F 6 2 °F).
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.
FIG. A2.4 Compression Pressure Gauge Assembly

27
D2700 − 19
A2.3.2 Collect and have ready a calibrated compression operating at standard K.I. Adjustment of the detonation meter
pressure gauge assembly and the tools required to remove the to cause the knockmeter to read 50 6 2 divisions, establishes
detonation pickup and install the gauge assembly in the the required numerical display of this standardized knock
combustion chamber pickup hole. condition.
A2.3.3 Shut the engine down by turning the fuel off, turning A2.4.1 The procedure for setting standard K.I. at any
the ignition switch off and then positioning the engine power selected O.N. level is as follows:
switch to off. A2.4.1.1 Prepare a PRF blend for the O.N. selected and
A2.3.4 Drain all fuel from the carburetor. introduce it to a fuel tank and position the fuel selector-valve to
operate the engine on this fuel.
A2.3.5 Remove the detonation pickup cable connector, A2.4.1.2 Using the appropriate guide table from Annex A4,
unscrew the detonation pickup from the cylinder, and install and the proper compensation for other than standard baromet-
the compression pressure gauge assembly. (Warning—Avoid ric pressure (compensation tables in Annex A4), determine the
contact with the detonation pickup because it is extremely hot cylinder height (digital counter or dial indicator reading), and
and can cause serious burns.) adjust the cylinder height to this value.
A2.3.6 Check that the ignition switch is off and that all fuel A2.4.1.3 Determine the fuel-air ratio for maximum K.I.
has been drained from the carburetor. A2.4.1.4 Adjust the detonation meter METER READING
A2.3.7 Restart the engine and operate in a motoring mode setting so that the knockmeter reading averages 50 6 2
only. divisions.
A2.3.8 Determine the compression pressures at the cylinder A2.5 Setting Overall Knock Measurement System Param-
height settings for the two O.N. levels in accordance with Table eters:
A2.2. A2.5.1 Principles of Knock Measurement—The knock mea-
A2.3.8.1 Use cylinder height settings compensated for baro- surement system incorporates the detonation pickup, detona-
metric pressure in accordance with the compensation tables in tion meter, and the indicating knockmeter as illustrated in Fig.
Annex A4. A2.5. The rate-of-change of combustion chamber pressure
A2.3.8.2 Observe the compression pressure and record the signal produced by the detonation pickup is modulated by the
readings. detonation meter input filter circuit to create a signal which will
A2.3.8.3 If the compression pressures are not within the simulate the octane rating characteristics of the original bounc-
limits, repeat the basic cylinder indexing procedure, and if ing pin instrumentation. Further conditioning of this signal by
necessary, perform the maintenance required to obtain the the detonation meter circuitry subtracts away the portion that
proper compression characteristic. represents normal or knock-free operation, amplifies and
A2.4 Setting Standard Knock Intensity—O.N. ratings, re- stretches the remaining knock pulse, integrates multiple cycles
gardless of octane level or barometric pressure, are presumed of the knock pulse to average the engine characteristic, and
to be determined at approximately the same degree of knock, finally produces a dc output signal proportional to knock for
which is termed standard K.I. Every engine follows a natural display by the knockmeter.
track or characteristic of cylinder height variation with changes A2.5.2 Spread Characteristic—Detonation meter spread or
in O.N. that is based on the assumed standard K.I. The average sensitivity (K.I. divisions per O.N.) is a function of the
of the values determined for numerous engines defines the detonation meter SPREAD setting. Regardless of the spread
guide table of standard K.I. for this method. The basic setting, setting, however, K.I. divisions per O.N. varies as O.N. level is
established when the detonation meter was first accepted, changed because of the engine operating characteristics and the
duplicated the cylinder height at 85 O.N., which had been used nature of the O.N. scale. The effect of spread variation with
for the original bouncing pin. “Setting the engine on the guide O.N. level for a selected spread setting is illustrated in Fig.
table,” a term that has been used historically, denotes operating A2.6. In the 95 O.N. to 100 O.N. range, the maximum amount
the engine on a PRF blend of known O.N., under standard of spread achievable can be greater than desired because K.I.
conditions, with the cylinder height set to the value specified reading may become too unstable for satisfactory observation
by the appropriate guide table. If the fuel-air ratio is then (excessive signal-to-noise ratio). However, as the figure
adjusted to the maximum knock condition, the engine will be demonstrates, a workable spread setting can be selected to
permit rating over a wide O.N. range. Use of a spread set to
TABLE A2.2 Specifications for Checking Compression Pressures
approximately 12 to 14 for the 90 O.N. level typically achieves
this condition and reduces the frequency of making spread
Octane number 81.1 105
Compensated digital counter setting setting changes when testing sample fuels in the commercial
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
For 9⁄16 venturi 578 1008 fuel O.N. range. When testing samples at levels below 80 O.N.,
For 19⁄32 venturi 515 965 spread naturally decreases and spread setting changes are
For 3⁄4 venturi 461 912
Compensated dial indicator setting, in. desirable to maximize sensitivity for optimum measurement
For 9⁄16 venturi 0.602 0.297 resolution at these lower O.N. levels. Spread can also naturally
For 19⁄32 venturi 0.647 0.328 decrease as O.N. is increased above 100. Resetting the spread
For 3⁄4 venturi 0.685 0.365
Compression pressure, psi 120 ± 2 194 ± 4 becomes necessary, in this case, not only to gain measurement
resolution but more importantly, to ensure that the electronic

28
D2700 − 19
FIG. A2.5 Block Diagram of Knock Measurement System

--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
FIG. A2.6 Typical Detonation Meter Spread Characteristic
conditioning of the detonation meter circuitry removes the A2.5.4 Setting Spread, SSD7000 Meter—Setting spread at
portion of the measured signal that represents normal combus- any selected O.N. level involves adjustment of the detonation
tion. At these high O.N. levels, it is important that the retained meter Meter and Spread controls. See Fig. A2.8. The current
signal represent the knock function and not a “knockless settings for either control is shown in the digital display.
knock” measurement. Change spread as follows:
A2.5.3 Setting Spread, 501C Meter—Setting spread at any A2.5.4.1 Operate the engine on the PRF blend for the
selected O.N. level involves adjustment of the detonation meter selected O.N. level at standard operating conditions.
SPREAD and METER READING controls. Each control has A2.5.4.2 To increase spread, increase the knockmeter read-
independent coarse and fine adjustment dials as illustrated in ing to 80 or more by pressing the Spread “+” button and then
Fig. A2.7. The control ratio of the coarse dial (10 point switch) reduce the knockmeter reading to 50 6 3 by pressing the Meter
to the fine dial is 10:1 for both SPREAD and METER “–” button.
READING controls. Change spread as follows: A2.5.4.3 To decrease spread, decrease the knockmeter read-
A2.5.3.1 Operate the engine on the PRF blend for the ing to 20 or less by pressing the Spread “–” button and then
selected O.N. level at standard operating conditions. increase the knockmeter reading to 50 6 3 by pressing the
A2.5.3.2 To increase spread, increase the knockmeter read- Meter “+” button.
ing to 80 or more by adjusting the fine spread dial clockwise
and then reduce the knockmeter reading to 50 6 3 by adjusting A2.5.5 Measuring Spread—Spread is measured using either
the fine meter reading dial counterclockwise. a two PRF technique or a one PRF technique. In every case,
A2.5.3.3 To decrease spread, decrease the knockmeter read- adjust the PRF fuel-air ratio to produce maximum K.I.
ing to 20 or less by adjusting the fine spread dial counterclock- A2.5.5.1 The two PRF technique measures the change in
wise and then increase the knockmeter reading to 50 6 3 by K.I. divisions that occurs when the engine, operating at the
adjusting the fine meter reading dial clockwise. guide table C.R. or cylinder height for the O.N. of one PRF, is
A2.5.3.4 If at any point during the spread adjustment switched to the second PRF that is either 1.0 O.N. higher or
procedure, adequate range of adjustment is not possible using lower than the first PRF.
the fine controls, the coarse dial for that function should be A2.5.5.2 The single PRF technique measures the change in
moved so that proper range is available using the fine dial. K.I. divisions that occurs when the engine is first operated at

29
D2700 − 19
FIG. A2.7 501C Detonation Meter—Front Panel
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
FIG. A2.8 SSD7000 Detonation Meter—Front Panel
the guide table C.R. for the O.N. of the PRF and then at the FIG. A2.9 Oil Pressure Control Valve Assembly
C.R. equivalent to one O.N., either higher or lower than that of
the PRF. A2.6.3 Loosen the gasketed locknut so that the adjusting
screw is free.
A2.6 Adjusting Crankcase Lubricating Oil Pressure—The
A2.6.4 While observing the engine oil pressure gauge, set
oil pressure of the lubricating oil in the engine crankcase
the adjusting screw to obtain the specified 172 kPa to 207 kPa
gallery is dependent on the setting of the pressure control valve
(25 psi to 30 psi) pressure.
located at the lower left side of the engine crankcase when
viewed from in front of the engine. See Fig. A2.9. A2.6.5 Tighten the gasketed locknut while observing that
the pressure remains within limits.
A2.6.1 Adjust the oil pressure with the engine hot and
running. A2.6.6 Reinstall the gasket and acorn nut.
A2.6.2 Remove the acorn nut and gasket from the oil A2.7 Engine Torque Tightening Specifications—See Table
pressure control valve assembly. A2.1.

30
D2700 − 19
A3. REFERENCE FUEL BLENDING TABLES
A3.1 See Tables A3.1-A3.4.
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 Iso octane
Blends of 80 PRF and IsooctaneA
Octane Number Percent 80 Percent Isooctane
PRF
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).

31
D2700 − 19
TABLE A3.3 Octane Numbers for Blends of Tetraethyllead in Iso
octaneA
NOTE 1—Dilute tetraethyllead (mL TEL/gallon 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.
NOTE 2—Blend component volumes shall be ±1 % (example 100 ± 1,
400 ± 4).
mL TEL per mL TEL per
Octane NumberA Octane Number
U.S. Gallon U.S. Gallon
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
0.7 106.7 4.5 118.3
0.8 107.4 5.0 119.1
0.9 108.0 5.5 119.7
1.0 108.6 6.0 120.3
A
O.N. s a b o v e 100d 5 100

28.28 s T d
1
1.01 0.736 s T d 1 f 1.0 1 1.472 s T d 2 0.035216 s T d 2 g 0.5
where:
T = mL TEL per U.S. gallon in isooctane.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

32
D2700 − 19
TABLE A3.4 Octane Numbers for Blends of Isooctane+6.0 mL
TEL per U. S. GallonA
NOTE 1—Blend component volumes shall be ±1 % (example 120 ± 1,
476 ± 5).
mL Isooctane+6.0 mL mL TEL Octane
mL TEL per U.S. Isooctane per U.S. gallon Number
gallon
0 480 0.00 100.0
4 476 0.05 100.7
8 472 0.10 101.3
16 464 0.20 102.5
24 456 0.30 103.5
40 440 0.50 105.3
56 424 0.70 106.7
72 408 0.90 108.0
80 400 1.00 108.6
96 384 1.20 109.6
112 368 1.40 110.5
120 360 1.50 111.0
128 352 1.60 111.4
144 336 1.80 112.1
160 320 2.00 112.8
176 304 2.20 113.4
192 288 2.40 114.0
200 280 2.50 114.3
208 272 2.60 114.5
224 256 2.80 115.0
240 240 3.00 115.5
256 224 3.20 116.0
272 208 3.40 116.4
280 200 3.50 116.6
288 192 3.60 116.8
304 176 3.80 117.2
320 160 4.00 117.5
336 144 4.20 117.9
352 128 4.40 118.2
360 120 4.50 118.3
368 112 4.60 118.5
384 96 4.80 118.8
400 80 5.00 119.1
416 64 5.20 119.3
432 48 5.40 119.6
440 40 5.50 119.7
448 32 5.60 119.9
464 16 5.80 120.1
480 0 6.00 120.3
A
28.28s T d
O.N. s above 100d 5 1001
1.010.736s T d 1 f 1.0 1 1.472 s T d 2 0.035216 s T d 2 g 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-A4.10.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

33
D2700 − 19
TABLE A4.1 Guide Table for Standard Knock Intensity at Standard Barometric PressureA —9⁄16 in. Venturi
Digital Counter Readings for Motor Octane Numbers
NOTE 1—See Tables A4.9 and A4.10 for digital counter reading compensation for the applicable barometric pressure range between 104.7 kPa (31.0
in. Hg) and 94.8 kPa (28.0 in. Hg).
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Readings
40 171 171 172 172 173 174 175 175 176 176
41 176 177 178 178 179 179 180 180 181 182
42 182 183 184 185 185 186 186 187 188 188
43 189 189 190 190 191 192 192 193 194 195
44 195 196 196 197 197 198 199 199 200 201
45 202 202 203 203 204 204 205 206 207 207
46 208 209 209 210 211 212 212 213 213 214
47 214 215 216 217 218 219 219 220 220 221
48 221 222 223 224 225 226 226 227 227 228
49 228 229 230 231 232 233 233 234 234 235
50 235 236 237 238 239 240 241 242 243 243
51 244 244 245 245 246 247 248 249 250 250
52 251 252 252 253 254 255 256 257 257 258
53 259 259 260 261 262 263 264 265 265 266
54 266 267 268 269 270 271 272 273 274 274
55 275 275 276 277 278 279 280 281 282 282
56 283 283 284 285 286 287 288 289 290 291
57 292 292 293 294 295 296 297 298 299 299
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
58 300 301 302 303 304 305 306 306 307 307
59 308 309 310 311 312 313 314 315 316 316
60 317 318 319 320 321 322 323 324 325 326
61 327 328 329 329 330 331 332 333 334 335
62 336 337 337 338 339 340 341 342 343 344
63 345 346 347 348 349 350 351 352 353 354
64 355 356 357 357 358 359 360 361 362 363
65 364 365 366 367 368 369 370 371 372 373
66 374 375 376 377 378 379 380 381 382 383
67 384 385 386 388 389 390 391 392 393 394
68 395 396 397 398 399 400 401 402 403 405
69 406 407 408 409 410 412 413 414 415 416
70 417 419 420 421 422 423 424 426 427 428
71 429 430 431 433 434 436 437 438 439 440
72 441 443 444 445 446 447 448 450 451 453
73 454 455 457 458 460 461 462 463 464 465
74 467 468 470 471 472 474 475 477 478 479
75 481 482 484 485 486 488 489 491 492 494
76 495 496 498 499 501 502 503 505 506 508
77 509 510 512 513 515 517 519 520 522 524
78 526 527 529 531 533 534 536 537 539 540
79 542 544 546 548 550 551 553 554 556 558
80 560 562 564 565 567 568 570 571 573 575
81 577 578 580 582 584 585 587 589 591 592
82 594 596 598 599 601 603 605 606 608 610
83 612 613 615 617 619 620 622 623 625 627
84 629 631 633 635 637 639 641 643 644 646
85 648 650 652 654 656 658 660 662 664 666
86 668 670 672 674 675 677 679 681 683 685
87 688 690 692 694 695 698 699 702 704 706
88 708 709 712 714 716 718 721 722 725 726
89 728 730 732 735 736 739 740 743 745 746
90 749 750 753 754 757 759 761 763 764 767
91 769 771 773 776 777 780 781 783 785 787
92 790 791 794 795 798 800 801 804 805 808
93 809 812 814 816 818 819 822 824 826 828
94 831 832 835 836 838 840 842 845 846 849
95 850 852 855 856 859 860 863 864 866 869
96 870 873 874 876 879 880 881 884 886 888
97 890 891 894 895 897 900 901 904 905 907

34
D2700 − 19
TABLE A4.1 Continued
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Readings
98 910 911 912 915 917 918 921 922 924 926
99 928 929 931 934 935 936 939 941 942 945
100 948 949 950 952 953 955 956 957 959 960
101 960 962 963 965 966 967 969 970 972 973
102 974 976 977 979 980 980 981 983 984 986
103 987 988 988 990 991 991 993 993 994 994
104 995 997 998 1000 1001 1003 1004 1005 1006 1007
105 1008 1010 1011 1012 1014 1015 1016 1017 1018 1019
106 1020 1021 1022 1024 1025 1026 1027 1028 1029 1030
107 1031 1032 1033 1034 1035 1036 1037 1038 1039 1040
108 1041 1041 1042 1043 1044 1045 1046 1046 1047 1048
109 1049 1050 1051 1052 1053 1053 1054 1055 1056 1057
110 1058 1058 1059 1060 1061 1062 1063 1063 1064 1065
111 1066 1067 1068 1069 1069 1070 1071 1072 1073 1073
112 1074 1075 1076 1077 1078 1079 1080 1080 1081 1082
113 1083 1084 1084 1085 1086 1087 1088 1089 1090 1091
114 1092 1093 1093 1094 1095 1096 1097 1097 1098 1099
115 1100 1101 1101 1103 1103 1104 1105 1105 1107 1107
116 1108 1110 1110 1111 1111 1112 1114 1114 1115 1115
117 1117 1118 1118 1120 1120 1121 1122 1122 1124 1124
118 1125 1125 1127 1128 1128 1129 1129 1131 1131 1132
119 1132 1134 1134 1135 1136 1136 1138 1139 1141 1141
120 1142 1142 1144 1145 ... ... ... ... ... ...
A
digital counter reading

Equation dial indicator reading = 1.012 2
1410
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

35
D2700 − 19
TABLE A4.2 Guide Table for Standard Knock Intensity at Standard Barometric Pressure—9⁄16 in. Venturi
Motor Octane Numbers for Digital Counter Readings
Digital 0 1 2 3 4 5 6 7 8 9
Counter
Setting Motor Octane Number
170 40.0 40.1 40.3 40.4 40.5 40.7 40.9 41.1 41.3 41.5
180 41.7 41.8 42.0 42.1 42.2 42.4 42.6 42.7 42.9 43.1
190 43.3 43.4 43.6 43.7 43.8 44.0 44.2 44.4 44.5 44.7
200 44.8 44.9 45.1 45.3 45.5 45.6 45.8 45.9 46.0 46.2
210 46.3 46.4 46.6 46.8 46.9 47.1 47.2 47.3 47.4 47.6
220 47.8 48.0 48.1 48.2 48.3 48.5 48.6 48.8 48.9 49.1
230 49.2 49.3 49.4 49.6 49.8 49.9 50.1 50.2 50.3 50.4
240 50.5 50.6 50.8 50.9 51.1 51.3 51.4 51.5 51.6 51.8
250 51.9 52.0 52.2 52.3 52.4 52.5 52.6 52.8 52.9 53.0
260 53.2 53.3 53.4 53.5 53.6 53.8 53.9 54.1 54.2 54.3
270 54.4 54.5 54.6 54.7 54.9 55.0 55.2 55.3 55.4 55.5
280 55.6 55.7 55.9 56.1 56.2 56.3 56.4 56.5 56.6 56.7
290 56.8 56.9 57.1 57.2 57.3 57.4 57.5 57.6 57.7 57.9
300 58.0 58.1 58.2 58.3 58.4 58.6 58.7 58.8 58.9 59.0
310 59.2 59.3 59.4 59.5 59.6 59.7 59.8 60.0 60.0 60.2
320 60.3 60.4 60.5 60.6 60.7 60.8 60.9 61.0 61.1 61.3
330 61.4 61.5 61.6 61.7 61.8 61.9 62.0 62.1 62.3 62.4
340 62.5 62.6 62.7 62.8 62.9 63.0 63.1 63.2 63.3 63.4
350 63.5 63.6 63.7 63.8 63.9 64.0 64.1 64.3 64.4 64.5
360 64.6 64.7 64.8 64.9 65.0 65.1 65.2 65.3 65.4 65.5
370 65.6 65.7 65.8 65.9 66.0 66.1 66.2 66.3 66.4 66.5
380 66.6 66.7 66.8 66.9 67.0 67.1 67.2 67.2 67.3 67.4
390 67.5 67.6 67.7 67.8 67.9 68.0 68.1 68.2 68.3 68.4
400 68.5 68.6 68.7 68.8 68.8 68.9 69.0 69.1 69.2 69.3
410 69.4 69.4 69.5 69.6 69.7 69.8 69.9 70.0 70.0 70.1
420 70.2 70.3 70.4 70.5 70.6 70.7 70.7 70.8 70.9 71.0
430 71.1 71.2 71.2 71.3 71.4 71.5 71.5 71.6 71.7 71.8
440 71.9 72.0 72.0 72.1 72.2 72.3 72.4 72.5 72.6 72.6
450 72.7 72.8 72.8 72.9 73.0 73.1 73.2 73.2 73.3 73.4
460 73.4 73.5 73.6 73.7 73.8 73.9 73.9 74.0 74.1 74.2
470 74.2 74.3 74.4 74.4 74.5 74.6 74.7 74.7 74.8 74.9
480 74.9 75.0 75.1 75.2 75.2 75.3 75.4 75.4 75.5 75.6
490 75.6 75.7 75.8 75.9 75.9 76.0 76.1 76.1 76.2 76.3
500 76.4 76.4 76.5 76.6 76.6 76.7 76.8 76.8 76.9 77.0
510 77.1 77.1 77.2 77.3 77.3 77.4 77.4 77.5 77.6 77.6
520 77.7 77.7 77.8 77.8 77.9 78.0 78.0 78.1 78.1 78.2
530 78.3 78.3 78.4 78.4 78.5 78.6 78.6 78.7 78.7 78.8
540 78.9 78.9 79.0 79.0 79.1 79.1 79.2 79.3 79.3 79.4
550 79.4 79.5 79.5 79.6 79.7 79.7 79.8 79.8 79.9 80.0
560 80.0 80.1 80.1 80.2 80.2 80.3 80.4 80.4 80.5 80.5
570 80.6 80.7 80.7 80.8 80.8 80.9 80.9 81.0 81.1 81.1
580 81.2 81.2 81.3 81.4 81.4 81.5 81.5 81.6 81.6 81.7
590 81.8 81.8 81.9 81.9 82.0 82.0 82.1 82.2 82.2 82.3
600 82.3 82.4 82.4 82.5 82.6 82.6 82.7 82.7 82.8 82.8
610 82.9 83.0 83.0 83.1 83.1 83.2 83.2 83.3 83.4 83.4
620 83.5 83.5 83.6 83.7 83.7 83.8 83.8 83.9 83.9 84.0
630 84.0 84.1 84.2 84.2 84.3 84.3 84.4 84.4 84.5 84.5
640 84.6 84.6 84.7 84.7 84.8 84.8 84.9 84.9 85.0 85.0
650 85.1 85.1 85.2 85.2 85.3 85.3 85.4 85.4 85.5 85.5
660 85.6 85.6 85.7 85.7 85.8 85.8 85.9 86.0 86.0 86.1
670 86.1 86.2 86.2 86.3 86.3 86.4 86.4 86.5 86.5 86.6
680 86.6 86.7 86.7 86.8 86.8 86.9 86.9 87.0 87.0 87.1
690 87.1 87.2 87.2 87.3 87.3 87.4 87.4 87.5 87.5 87.6
700 87.6 87.7 87.7 87.8 87.8 87.9 87.9 88.0 88.0 88.1
710 88.1 88.2 88.2 88.2 88.3 88.3 88.4 88.4 88.5 88.5
720 88.6 88.6 88.7 88.7 88.8 88.8 88.9 88.9 89.0 89.0
730 89.1 89.1 89.2 89.2 89.3 89.3 89.4 89.4 89.5 89.5
740 89.6 89.6 89.7 89.7 89.8 89.8 89.9 89.9 90.0 90.0
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

36
D2700 − 19
Digital 0 1 2 3 4 5 6 7 8 9
Counter
Setting Motor Octane Number
750 90.1 90.1 90.2 90.2 90.3 90.3 90.4 90.4 90.5 90.5
760 90.6 90.6 90.7 90.7 90.8 90.8 90.9 90.9 91.0 91.0
770 91.1 91.1 91.2 91.2 91.2 91.3 91.3 91.4 91.4 91.5
780 91.5 91.6 91.6 91.7 91.7 91.8 91.8 91.9 91.9 92.0
790 92.0 92.1 92.1 92.2 92.2 92.3 92.3 92.4 92.4 92.5
800 92.5 92.6 92.6 92.7 92.7 92.8 92.8 92.9 92.9 93.0
810 93.0 93.1 93.1 93.2 93.2 93.3 93.3 93.4 93.4 93.5
820 93.5 93.6 93.6 93.7 93.7 93.8 93.8 93.9 93.9 94.0
830 94.0 94.0 94.1 94.1 94.2 94.2 94.3 94.3 94.4 94.4
840 94.5 94.5 94.6 94.6 94.7 94.7 94.8 94.8 94.9 94.9
850 95.0 95.0 95.1 95.1 95.2 95.2 95.3 95.3 95.4 95.4
860 95.5 95.5 95.6 95.6 95.7 95.7 95.8 95.8 95.9 95.9
870 96.0 96.0 96.1 96.1 96.2 96.2 96.3 96.3 96.4 96.4
880 96.5 96.6 96.6 96.7 96.7 96.8 96.8 96.9 96.9 97.0
890 97.0 97.1 97.1 97.2 97.2 97.3 97.3 97.4 97.4 97.5
900 97.5 97.6 97.6 97.7 97.7 97.8 97.8 97.9 97.9 98.0
910 98.0 98.1 98.2 98.2 98.3 98.3 98.4 98.4 98.5 98.5
920 98.6 98.6 98.7 98.8 98.8 98.9 98.9 99.0 99.0 99.1
930 99.1 99.2 99.2 99.3 99.3 99.4 99.5 99.5 99.6 99.6
940 99.7 99.7 99.8 99.8 99.9 99.9 99.9 100.0 100.0 100.1
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
950 100.2 100.2 100.3 100.4 100.4 100.5 100.6 100.7 100.7 100.8
960 100.9 101.0 101.1 101.2 101.2 101.3 101.4 101.5 101.6 101.6
970 101.7 101.8 101.8 101.9 102.0 102.0 102.1 102.2 102.2 102.3
980 102.4 102.6 102.6 102.7 102.8 102.8 102.9 103.0 103.2 103.3
990 103.3 103.4 103.6 103.6 103.8 104.0 104.0 104.1 104.2 104.2
1000 104.3 104.4 104.4 104.5 104.6 104.7 104.8 104.9 105.0 105.0
1010 105.1 105.2 105.3 105.3 105.4 105.5 105.6 105.7 105.8 105.9
1020 106.0 106.1 106.2 106.2 106.3 106.4 106.5 106.6 106.7 106.8
1030 106.9 107.0 107.1 107.2 107.3 107.4 107.5 107.6 107.7 107.8
1040 107.9 108.0 108.2 108.3 108.4 108.5 108.6 108.8 108.9 109.0
1050 109.2 109.2 109.3 109.4 109.6 109.7 109.8 109.9 110.0 110.2
1060 110.3 110.4 110.5 110.6 110.8 110.9 111.0 111.1 111.2 111.4
1070 111.5 111.6 111.7 111.8 112.0 112.1 112.2 112.3 112.4 112.5
1080 112.7 112.8 112.9 113.0 113.1 113.3 113.4 113.5 113.6 113.7
1090 113.8 113.9 114.0 114.2 114.3 114.4 114.5 114.6 114.8 114.9

37
D2700 − 19
Dial Indicator Readings for Motor Octane Numbers
NOTE 1—See Tables A4.9 and A4.10 for dial indicator reading compensation for the applicable barometric pressure range between 104.7 kPa (31.0
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Dial Indicator Setting, in.
40 0.891 0.891 0.890 0.890 0.889 0.889 0.888 0.888 0.887 0.887
41 0.887 0.886 0.886 0.886 0.885 0.885 0.884 0.884 0.883 0.883
42 0.883 0.882 0.882 0.881 0.881 0.880 0.889 0.880 0.879 0.879
43 0.878 0.878 0.877 0.877 0.876 0.876 0.876 0.875 0.875 0.874
44 0.874 0.873 0.873 0.872 0.872 0.871 0.871 0.871 0.870 0.870
45 0.869 0.869 0.868 0.868 0.867 0.867 0.866 0.866 0.865 0.865
46 0.864 0.864 0.864 0.863 0.863 0.862 0.862 0.861 0.861 0.860
47 0.860 0.859 0.859 0.858 0.858 0.857 0.857 0.856 0.856 0.855
48 0.855 0.854 0.854 0.853 0.853 0.852 0.852 0.851 0.851 0.850
49 0.850 0.849 0.849 0.848 0.848 0.847 0.847 0.846 0.846 0.845
50 0.845 0.844 0.844 0.843 0.842 0.842 0.841 0.841 0.840 0.840
51 0.839 0.839 0.838 0.838 0.837 0.837 0.836 0.836 0.835 0.835
52 0.834 0.833 0.833 0.832 0.832 0.831 0.831 0.830 0.830 0.829
53 0.828 0.828 0.827 0.827 0.826 0.826 0.825 0.824 0.824 0.823
54 0.823 0.822 0.822 0.821 0.820 0.820 0.819 0.819 0.818 0.818
55 0.817 0.817 0.816 0.815 0.815 0.814 0.814 0.813 0.812 0.812
56 0.811 0.811 0.810 0.810 0.809 0.808 0.808 0.807 0.806 0.806
57 0.805 0.805 0.804 0.804 0.803 0.802 0.802 0.801 0.800 0.800
58 0.799 0.799 0.798 0.797 0.797 0.796 0.795 0.795 0.794 0.794
59 0.793 0.793 0.792 0.791 0.791 0.790 0.789 0.789 0.788 0.788
60 0.787 0.786 0.786 0.785 0.784 0.784 0.783 0.783 0.782 0.781
61 0.780 0.780 0.779 0.779 0.778 0.777 0.776 0.776 0.775 0.775
62 0.774 0.773 0.773 0.772 0.771 0.771 0.770 0.769 0.769 0.768
63 0.767 0.767 0.766 0.765 0.765 0.764 0.763 0.763 0.762 0.761
64 0.760 0.760 0.759 0.759 0.758 0.757 0.756 0.756 0.755 0.755
65 0.754 0.753 0.752 0.752 0.751 0.750 0.750 0.749 0.748 0.748
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
66 0.747 0.746 0.745 0.745 0.744 0.743 0.742 0.742 0.741 0.740
67 0.739 0.739 0.738 0.737 0.736 0.736 0.735 0.734 0.733 0.733
68 0.732 0.731 0.730 0.730 0.729 0.728 0.727 0.727 0.726 0.725
69 0.724 0.723 0.722 0.722 0.721 0.720 0.719 0.718 0.718 0.717
70 0.716 0.715 0.714 0.714 0.713 0.712 0.711 0.710 0.709 0.709
71 0.708 0.707 0.706 0.705 0.704 0.703 0.702 0.702 0.701 0.700
72 0.699 0.698 0.697 0.696 0.696 0.695 0.694 0.693 0.692 0.691
73 0.690 0.689 0.688 0.687 0.686 0.685 0.684 0.683 0.683 0.682
74 0.681 0.680 0.679 0.678 0.677 0.676 0.675 0.674 0.673 0.672
75 0.671 0.670 0.669 0.668 0.667 0.666 0.665 0.664 0.663 0.662
76 0.661 0.660 0.659 0.658 0.657 0.656 0.655 0.654 0.653 0.652
77 0.651 0.650 0.649 0.648 0.647 0.745 0.644 0.643 0.642 0.640
78 0.639 0.638 0.637 0.636 0.634 0.633 0.632 0.631 0.630 0.629
79 0.627 0.626 0.625 0.624 0.622 0.621 0.620 0.619 0.617 0.616
80 0.615 0.614 0.612 0.611 0.610 0.609 0.608 0.607 0.605 0.604
81 0.603 0.602 0.600 0.599 0.598 0.597 0.596 0.594 0.593 0.592
82 0.591 0.590 0.588 0.587 0.586 0.584 0.583 0.582 0.581 0.580
83 0.578 0.577 0.576 0.575 0.573 0.572 0.571 0.570 0.568 0.567
84 0.566 0.564 0.563 0.562 0.560 0.559 0.558 0.556 0.555 0.554
85 0.552 0.551 0.549 0.548 0.546 0.545 0.544 0.542 0.541 0.540
86 0.538 0.537 0.536 0.534 0.533 0.532 0.530 0.529 0.528 0.526
87 0.524 0.523 0.521 0.520 0.519 0.517 0.516 0.514 0.513 0.511
88 0.510 0.509 0.507 0.506 0.504 0.503 0.501 0.500 0.498 0.497
89 0.496 0.494 0.493 0.491 0.490 0.488 0.487 0.485 0.484 0.483
90 0.481 0.480 0.478 0.477 0.475 0.474 0.472 0.471 0.470 0.468
91 0.467 0.465 0.464 0.462 0.461 0.459 0.458 0.457 0.455 0.454
92 0.452 0.451 0.449 0.448 0.446 0.445 0.444 0.442 0.441 0.439
93 0.438 0.436 0.435 0.433 0.432 0.431 0.429 0.428 0.426 0.425
94 0.423 0.422 0.420 0.419 0.418 0.416 0.415 0.413 0.412 0.410
95 0.409 0.408 0.406 0.405 0.403 0.402 0.400 0.399 0.398 0.396
96 0.395 0.393 0.392 0.391 0.389 0.388 0.387 0.385 0.384 0.382
97 0.381 0.380 0.378 0.377 0.376 0.374 0.373 0.371 0.370 0.369

38
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
98 0.367 0.366 0.365 0.363 0.362 0.361 0.359 0.358 0.357 0.355
99 0.354 0.353 0.352 0.350 0.349 0.348 0.346 0.345 0.344 0.342
100 0.340 0.339 0.338 0.337 0.336 0.335 0.334 0.333 0.332 0.331
101 0.331 0.330 0.329 0.328 0.327 0.326 0.325 0.324 0.323 0.322
102 0.321 0.320 0.319 0.318 0.317 0.317 0.316 0.315 0.314 0.313
103 0.312 0.311 0.311 0.310 0.309 0.309 0.308 0.308 0.307 0.307
104 0.306 0.305 0.304 0.303 0.302 0.301 0.300 0.299 0.298 0.298
105 0.297 0.296 0.295 0.294 0.293 0.292 0.291 0.291 0.290 0.289
106 0.288 0.288 0.287 0.286 0.285 0.284 0.284 0.283 0.282 0.282
107 0.281 0.280 0.280 0.279 0.278 0.277 0.277 0.276 0.275 0.275
108 0.274 0.274 0.273 0.272 0.272 0.271 0.270 0.270 0.269 0.269
109 0.268 0.267 0.267 0.266 0.265 0.265 0.264 0.264 0.263 0.263
110 0.262 0.262 0.261 0.260 0.260 0.259 0.258 0.258 0.257 0.257
111 0.256 0.255 0.255 0.254 0.254 0.253 0.253 0.252 0.251 0.251
112 0.250 0.249 0.249 0.248 0.248 0.247 0.246 0.246 0.245 0.245
113 0.244 0.243 0.243 0.242 0.242 0.241 0.240 0.240 0.239 0.238
114 0.238 0.237 0.237 0.236 0.235 0.235 0.234 0.234 0.233 0.232
115 0.232 0.231 0.231 0.230 0.230 0.229 0.228 0.228 0.227 0.227
116 0.226 0.225 0.225 0.224 0.224 0.223 0.222 0.222 0.221 0.221
117 0.220 0.219 0.219 0.218 0.218 0.217 0.216 0.206 0.215 0.215
118 0.214 0.214 0.213 0.212 0.212 0.211 0.211 0.210 0.210 0.209
119 0.209 0.208 0.208 0.207 0.206 0.206 0.205 0.204 0.203 0.203
120 0.202 0.202 0.201 0.200 ... ... ... ... ... ...
A
Equivalent digital counter reading = (1.012 – dial indicator reading) 1410.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

39
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane Digital Counter Setting
Number
40 45 45 46 47 48 48 49 49 50 51
41 52 53 54 54 55 55 56 56 57 58
42 59 60 61 61 62 62 63 63 64 65
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
43 66 67 68 68 69 69 70 70 71 72
44 73 74 75 75 76 76 77 78 79 79
45 80 81 82 83 84 85 85 86 86 87
46 87 88 89 90 91 92 92 93 94 94
47 95 96 97 98 99 99 100 100 101 102
48 103 104 105 106 106 107 108 109 110 110
49 111 111 112 113 114 115 116 117 117 118
50 119 120 121 121 122 123 124 125 126 127
51 127 128 129 130 131 132 133 133 134 135
52 136 137 138 138 139 140 141 142 143 144
53 144 145 146 147 148 149 150 151 151 152
54 153 154 155 156 157 158 159 160 161 161
55 162 163 164 165 166 167 168 169 170 171
56 172 173 174 175 176 177 178 179 179 180
57 181 182 183 184 185 186 187 188 189 190
58 191 192 193 194 195 196 197 198 199 200
59 201 202 203 204 205 206 207 209 210 211
60 212 213 214 215 216 217 219 220 220 221
61 223 224 225 226 227 228 229 230 231 232
62 233 234 235 237 238 239 240 241 243 244
63 245 246 247 248 250 251 252 253 254 255
64 257 258 259 260 261 262 264 265 266 267
65 268 269 271 272 274 275 276 278 279 280
66 281 282 283 285 286 288 289 290 291 292
67 293 295 296 298 299 300 302 303 305 306
68 307 309 310 312 313 314 315 316 317 319
69 320 321 323 324 326 327 329 330 331 333
70 334 336 337 338 340 341 343 344 345 347
71 348 350 351 352 354 355 357 359 361 362
72 364 365 367 368 369 371 372 374 375 376
73 378 379 381 383 385 386 388 389 391 392
74 393 395 397 399 400 402 403 405 406 408
75 410 412 413 415 416 418 420 422 423 424
76 426 428 430 431 433 434 436 438 440 441
77 443 444 446 448 450 451 453 455 457 458
78 460 461 463 465 467 468 470 472 474 475
79 477 479 481 482 484 486 488 489 491 493
80 495 497 499 501 502 504 506 508 510 512
81 513 515 517 519 520 522 524 526 528 530
82 532 534 536 537 539 541 543 545 547 548
83 550 552 554 556 558 560 562 564 566 568
84 570 572 574 576 578 580 582 584 585 587
85 589 591 593 595 597 599 601 603 605 607
86 609 611 613 615 617 619 621 623 625 627
87 629 631 633 634 636 638 640 642 644 647
88 649 651 653 655 657 659 661 663 665 667
89 669 671 673 675 677 679 681 683 685 687
90 689 691 693 695 697 699 702 704 706 708
91 710 712 714 716 718 720 722 724 726 728
92 730 732 734 736 738 740 742 744 746 748
93 750 752 754 757 759 761 763 765 767 769
94 771 773 775 777 779 781 783 785 787 789
95 791 793 795 797 799 801 803 805 807 809
96 811 813 815 817 819 821 823 825 827 829
97 830 832 834 836 838 840 842 844 846 848

40
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane Digital Counter Setting
Number
98 850 852 854 856 857 859 861 863 865 867
99 869 870 872 874 876 877 879 881 883 885
100 887 890 892 894 895 897 898 900 902 904
101 905 907 909 911 913 915 917 919 921 922
102 924 926 927 928 930 932 933 935 937 939
103 940 941 942 943 945 946 948 949 950 952
104 953 955 956 957 959 960 961 962 963 964
105 965 966 967 968 969 970 971 972 973 974
106 974 975 976 977 978 979 980 981 982 983
107 984 985 986 987 987 988 989 990 991 992
108 993 993 994 995 995 996 997 998 999 1000
109 1001 1001 1002 1003 1004 1004 1005 1005 1006 1007
110 1008 1008 1009 1009 1010 1010 1011 1012 1012 1013
111 1013 1014 1014 1015 1016 1017 1018 1018 1019 1020
112 1021 1022 1023 1024 1025 1025 1026 1027 1028 1028
113 1029 1029 1030 1031 1032 1033 1034 1035 1036 1037
114 1038 1039 1041 1041 1042 1042 1043 1044 1045 1046
115 1046 1048 1048 1049 1049 1050 1053 1052 1053 1053
116 1055 1056 1056 1058 1059 1060 1060 1062 1063 1063
117 1065 1066 1066 1067 1067 1069 1070 1070 1072 1072
118 1073 1074 1074 1076 1076 1077 1077 1079 1079 1080
119 1080 1081 1081 1083 1083 1084 1086 1086 1087 1089
120 1089 1090 1090 1091 ... ... ... ... ... ...
A

1410
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

41
D2700 − 19
Motor Octane Numbers for Digital Counter Readings
Digital 0 1 2 3 4 5 6 7 8 9
Counter Motor Octane Number
Setting
40 40.0 40.1 40.2 40.3 40.4 40.6
50 40.8 40.9 41.0 41.1 41.2 41.4 41.6 41.8 41.9 42.0
60 42.1 42.2 42.4 42.6 42.8 42.9 43.0 43.1 43.2 43.4
70 43.6 43.8 43.9 44.0 44.1 44.2 44.4 44.6 44.7 44.8
80 45.0 45.1 45.2 45.3 45.4 45.6 45.8 46.0 46.1 46.2
90 46.3 46.4 46.6 46.7 46.8 47.0 47.1 47.2 47.3 47.4
100 47.6 47.8 47.9 48.0 48.1 48.2 48.4 48.5 48.6 48.7
110 48.8 49.0 49.2 49.3 49.4 49.5 49.6 49.8 49.9 50.0
120 50.1 50.2 50.4 50.5 50.6 50.7 50.8 51.0 51.1 51.2
130 51.3 51.4 51.5 51.6 51.8 51.9 52.0 52.1 52.2 52.4
140 52.5 52.6 52.7 52.8 53.0 53.1 53.2 53.3 53.4 53.5
150 53.6 53.8 53.9 54.0 54.1 54.2 54.3 54.4 54.5 54.6
160 54.7 54.8 55.0 55.1 55.2 55.3 55.4 55.5 55.6 55.7
170 55.8 55.9 56.0 56.1 56.2 56.3 56.4 56.5 56.6 56.8
180 56.9 57.0 57.1 57.2 57.3 57.4 57.5 57.6 57.7 57.8
190 57.9 58.0 58.1 58.2 58.3 58.4 58.5 58.6 58.7 58.8
200 58.9 59.0 59.1 59.2 59.3 59.4 59.5 59.6 59.6 59.7
210 59.8 59.9 60.0 60.1 60.2 60.3 60.4 60.5 60.6 60.7
220 60.8 60.9 61.0 61.0 61.1 61.2 61.3 61.4 61.5 61.6
230 61.7 61.8 61.9 62.0 62.1 62.2 62.2 62.3 62.4 62.5
240 62.6 62.7 62.8 62.8 62.9 63.0 63.1 63.2 63.3 63.4
250 63.4 63.5 63.6 63.7 63.8 63.9 64.0 64.0 64.1 64.2
260 64.3 64.4 64.5 64.6 64.6 64.7 64.8 64.9 65.0 65.1
270 65.2 65.2 65.3 65.4 65.4 65.5 65.6 65.6 65.7 65.8
280 65.9 66.0 66.1 66.2 66.2 66.3 66.4 66.4 66.5 66.6
290 66.7 66.8 66.9 67.0 67.0 67.1 67.2 67.2 67.3 67.4
300 67.5 67.6 67.6 67.7 67.8 67.8 67.9 68.0 68.0 68.1
310 68.2 68.2 68.3 68.4 68.5 68.6 68.7 68.8 68.8 68.9
320 69.0 69.1 69.2 69.2 69.3 69.4 69.4 69.5 69.6 69.6
330 69.7 69.8 69.8 69.9 70.0 70.0 70.1 70.2 70.3 70.4
340 70.4 70.5 70.6 70.6 70.7 70.8 70.8 70.9 71.0 71.0
350 71.1 71.2 71.3 71.4 71.4 71.5 71.6 71.6 71.7 71.7
360 71.8 71.8 71.9 72.0 72.0 72.1 72.2 72.2 72.3 72.4
370 72.4 72.5 72.6 72.6 72.7 72.8 72.9 73.0 73.0 73.1
380 73.2 73.2 73.3 73.3 73.4 73.4 73.5 73.6 73.6 73.7
390 73.8 73.8 73.9 74.0 74.0 74.1 74.2 74.2 74.3 74.3
400 74.4 74.4 74.5 74.6 74.6 74.7 74.8 74.8 74.9 75.0
410 75.0 75.1 75.1 75.2 75.2 75.3 75.4 75.4 75.5 75.6
420 75.6 75.7 75.7 75.8 75.9 76.0 76.0 76.1 76.1 76.2
430 76.2 76.3 76.4 76.4 76.5 76.6 76.6 76.7 76.7 76.8
440 76.8 76.9 77.0 77.0 77.1 77.2 77.2 77.3 77.3 77.4
450 77.4 77.5 77.6 77.6 77.7 77.7 77.8 77.8 77.9 78.0
460 78.0 78.1 78.2 78.2 78.3 78.3 78.4 78.4 78.5 78.6
470 78.6 78.7 78.7 78.8 78.8 78.9 79.0 79.0 79.1 79.1
480 79.2 79.2 79.3 79.4 79.4 79.5 79.5 79.6 79.6 79.7
490 79.8 79.8 79.9 79.9 80.0 80.0 80.1 80.1 80.2 80.2
500 80.3 80.3 80.4 80.4 80.5 80.6 80.6 80.7 80.7 80.8
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
510 80.8 80.9 80.9 81.0 81.0 81.1 81.2 81.2 81.3 81.3
520 81.4 81.4 81.5 81.6 81.6 81.7 81.7 81.8 81.8 81.9
530 81.9 82.0 82.0 82.1 82.1 82.2 82.2 82.3 82.4 82.4
540 82.5 82.5 82.6 82.6 82.7 82.7 82.8 82.8 82.9 83.0
550 83.0 83.1 83.1 83.2 83.2 83.3 83.3 83.4 83.4 83.5
560 83.5 83.6 83.6 83.7 83.7 83.8 83.8 83.9 83.9 84.0
570 84.0 84.1 84.1 84.2 84.2 84.3 84.3 84.4 84.4 84.5
580 84.5 84.6 84.6 84.7 84.7 84.8 84.8 84.9 85.0 85.0
590 85.1 85.1 85.2 85.2 85.3 85.3 85.4 85.4 85.5 85.5
600 85.6 85.6 85.7 85.7 85.8 85.8 85.9 85.9 86.0 86.0
610 86.1 86.1 86.2 86.2 86.3 86.3 86.4 86.4 86.5 86.5

42
D2700 − 19
Digital 0 1 2 3 4 5 6 7 8 9
Counter Motor Octane Number
Setting
620 86.6 86.6 86.7 86.7 86.8 86.8 86.9 86.9 87.0 87.0
630 87.1 87.1 87.2 87.2 87.3 87.3 87.4 87.4 87.5 87.5
640 87.6 87.6 87.7 87.7 87.8 87.8 87.9 87.9 88.0 88.0
650 88.1 88.1 88.2 88.2 88.3 88.3 88.4 88.4 88.5 88.5
660 88.6 88.6 88.7 88.7 88.8 88.8 88.9 88.9 89.0 89.0
670 89.1 89.1 89.2 89.2 89.3 89.3 89.4 89.4 89.5 89.5
680 89.6 89.6 89.7 89.7 89.8 89.8 89.9 89.9 90.0 90.0
690 90.1 90.1 90.2 90.2 90.3 90.3 90.4 90.4 90.4 90.5
700 90.5 90.6 90.6 90.7 90.7 90.8 90.8 90.9 90.9 91.0
710 91.0 91.1 91.1 91.2 91.2 91.3 91.3 91.4 91.4 91.5
720 91.5 91.6 91.6 91.7 91.7 91.8 91.8 91.9 91.9 92.0
730 92.0 92.1 92.1 92.2 92.2 92.3 92.3 92.4 92.4 92.5
740 92.5 92.6 92.6 92.7 92.7 92.8 92.8 92.9 92.9 93.0
750 93.0 93.1 93.1 93.2 93.2 93.2 93.3 93.3 93.4 93.4
760 93.5 93.5 93.6 93.6 93.7 93.7 93.8 93.8 93.9 93.9
770 94.0 94.0 94.1 94.1 94.2 94.2 94.3 94.3 94.4 94.4
780 94.5 94.5 94.6 94.6 94.7 94.7 94.8 94.8 94.9 94.9
790 95.0 95.0 95.1 95.1 95.2 95.2 95.3 95.3 95.4 95.4
800 95.5 95.5 95.6 95.6 95.7 95.7 95.8 95.8 95.9 95.9
810 96.0 96.0 96.1 96.1 96.2 96.2 96.3 96.3 96.4 96.4
820 96.5 96.5 96.6 96.6 96.7 96.7 96.8 96.8 96.9 96.9
830 97.0 97.0 97.1 97.1 97.2 97.2 97.3 97.3 97.4 97.4
840 97.5 97.5 97.6 97.6 97.7 97.7 97.8 97.8 97.9 97.9
850 98.0 98.0 98.1 98.1 98.2 98.2 98.3 98.4 98.4 98.5
860 98.5 98.6 98.6 98.7 98.7 98.8 98.8 98.9 99.0 99.0
870 99.1 99.2 99.2 99.3 99.3 99.4 99.4 99.5 99.5 99.6
880 99.6 99.7 99.7 99.8 99.8 99.9 99.9 100.0 100.0 100.1
890 100.1 100.2 100.2 100.3 100.3 100.4 100.4 100.5 100.6 100.6
900 100.7 100.7 100.8 100.8 100.9 101.0 101.0 101.1 101.1 101.2
910 101.2 101.3 101.3 101.4 101.4 101.5 101.5 101.6 101.6 101.7
920 101.8 101.8 101.9 102.0 102.0 102.1 102.1 102.2 102.3 102.4
930 102.4 102.5 102.5 102.6 102.6 102.7 102.8 102.8 102.9 102.9
940 103.0 103.1 103.2 103.3 103.4 103.4 103.5 103.6 103.6 103.7
950 103.8 103.8 103.9 104.0 104.0 104.1 104.2 104.3 104.4 104.4
960 104.5 104.6 104.7 104.8 104.9 105.0 105.1 105.2 105.3 105.4
970 105.5 105.6 105.7 105.8 106.0 106.1 106.2 106.3 106.4 106.5
980 106.6 106.7 106.8 106.9 107.0 107.1 107.2 107.4 107.5 107.6
990 107.7 107.8 107.9 108.0 108.2 108.4 108.5 108.6 108.7 108.8
1000 108.9 109.0 109.2 109.3 109.4 109.6 109.8 109.9 110.0 110.2
1010 110.4 110.6 110.8 111.0 111.2 111.3 111.4 111.5 111.6 111.8
1020 111.9 112.0 112.1 112.2 112.3 112.4 112.6 112.7 112.8 113.0
1030 113.2 113.3 113.4 113.5 113.6 113.7 113.8 113.9 114.0 114.1
1040 114.2 114.3 114.4 114.6 114.7 114.8 115.0 115.1 115.2 115.3
1050 115.4 115.5 115.6 115.8 116.0 116.1 116.2 116.2 116.3 116.4
1060 116.5 116.6 116.7 116.8 117.0 117.1 117.2 117.3 117.4 117.5
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
1070 117.6 117.8 117.9 118.0 118.1 118.2 118.4 118.6 118.7 118.8
1080 119.0 119.1 119.2 119.4 119.5 119.6 119.7 119.8 119.9 120.0
1090 120.1 120.2 120.3
A

1410

43
D2700 − 19
NOTE 1—See Tables A4.9 and A4.10 for dial indicator reading compensation for the applicable barometric pressure range between 94.8 kPa (28.0 in.
Hg) and 84.4 kPa (25.0 in. Hg).
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
40 0.980 0.980 0.979 0.979 0.978 0.978 0.977 0.977 0.976 0.976
41 0.975 0.975 0.974 0.974 0.973 0.973 0.972 0.972 0.971 0.971
42 0.970 0.970 0.969 0.969 0.968 0.968 0.967 0.967 0.966 0.966
43 0.965 0.965 0.964 0.964 0.963 0.963 0.962 0.962 0.961 0.961
44 0.960 0.960 0.959 0.959 0.958 0.958 0.957 0.957 0.956 0.956
45 0.955 0.954 0.954 0.953 0.953 0.952 0.952 0.951 0.951 0.950
46 0.950 0.949 0.949 0.948 0.948 0.947 0.947 0.946 0.945 0.945
47 0.944 0.944 0.943 0.943 0.942 0.942 0.941 0.941 0.940 0.940
48 0.939 0.938 0.938 0.937 0.937 0.936 0.936 0.935 0.934 0.934
49 0.933 0.933 0.932 0.932 0.931 0.930 0.930 0.929 0.929 0.928
50 0.928 0.927 0.926 0.926 0.925 0.925 0.924 0.923 0.923 0.922
51 0.922 0.921 0.920 0.920 0.919 0.919 0.918 0.918 0.917 0.916
52 0.916 0.915 0.914 0.914 0.913 0.913 0.912 0.911 0.911 0.910
53 0.910 0.909 0.908 0.908 0.907 0.906 0.906 0.905 0.905 0.904
54 0.903 0.903 0.902 0.901 0.901 0.900 0.899 0.899 0.898 0.898
55 0.897 0.896 0.896 0.895 0.894 0.894 0.893 0.892 0.892 0.891
56 0.890 0.890 0.889 0.888 0.887 0.887 0.886 0.885 0.885 0.884
57 0.883 0.883 0.882 0.881 0.881 0.880 0.879 0.879 0.878 0.877
58 0.876 0.876 0.875 0.874 0.874 0.873 0.872 0.871 0.871 0.870
59 0.869 0.869 0.868 0.867 0.866 0.866 0.865 0.864 0.863 0.863
60 0.862 0.861 0.860 0.860 0.859 0.858 0.857 0.856 0.856 0.855
61 0.854 0.953 0.853 0.852 0.851 0.850 0.850 0.849 0.848 0.847
62 0.846 0.846 0.845 0.844 0.843 0.842 0.842 0.841 0.840 0.839
63 0.838 0.837 0.837 0.836 0.835 0.834 0.833 0.832 0.832 0.831
64 0.830 0.829 0.828 0.827 0.827 0.826 0.825 0.824 0.823 0.822
65 0.822 0.821 0.820 0.819 0.818 0.817 0.816 0.815 0.814 0.814
66 0.813 0.812 0.811 0.810 0.809 0.808 0.807 0.806 0.805 0.805
67 0.804 0.803 0.802 0.801 0.800 0.799 0.798 0.797 0.796 0.795
68 0.794 0.793 0.792 0.791 0.790 0.790 0.789 0.788 0.787 0.786
69 0.785 0.784 0.783 0.782 0.781 0.780 0.779 0.778 0.777 0.776
70 0.775 0.774 0.773 0.772 0.771 0.770 0.769 0.768 0.767 0.766
71 0.765 0.764 0.763 0.762 0.761 0.760 0.759 0.758 0.756 0.755
72 0.754 0.753 0.752 0.751 0.750 0.749 0.748 0.747 0.746 0.745
73 0.744 0.743 0.742 0.740 0.739 0.738 0.737 0.736 0.735 0.734
74 0.733 0.732 0.730 0.729 0.728 0.727 0.726 0.725 0.724 0.723
75 0.721 0.720 0.719 0.718 0.717 0.716 0.714 0.713 0.712 0.711
76 0.710 0.709 0.707 0.706 0.705 0.704 0.703 0.702 0.700 0.699
77 0.698 0.697 0.696 0.694 0.693 0.692 0.691 0.690 0.688 0.687
78 0.686 0.685 0.683 0.682 0.681 0.680 0.679 0.677 0.676 0.675
79 0.674 0.672 0.671 0.670 0.669 0.667 0.666 0.665 0.664 0.662
80 0.661 0.660 0.658 0.657 0.656 0.655 0.653 0.652 0.651 0.649
81 0.648 0.647 0.645 0.644 0.643 0.642 0.640 0.639 0.638 0.636
82 0.635 0.634 0.632 0.631 0.630 0.628 0.627 0.626 0.624 0.623
83 0.622 0.620 0.619 0.618 0.616 0.615 0.613 0.612 0.611 0.609
84 0.608 0.607 0.605 0.604 0.602 0.601 0.600 0.598 0.597 0.596
85 0.594 0.593 0.591 0.590 0.588 0.587 0.586 0.584 0.583 0.582
86 0.580 0.579 0.577 0.576 0.575 0.573 0.572 0.570 0.569 0.568
87 0.566 0.565 0.563 0.562 0.561 0.559 0.558 0.556 0.555 0.553
88 0.552 0.551 0.549 0.548 0.546 0.545 0.543 0.542 0.540 0.539
89 0.538 0.536 0.535 0.533 0.532 0.530 0.529 0.527 0.526 0.525
90 0.523 0.522 0.520 0.519 0.517 0.516 0.514 0.513 0.512 0.510
91 0.509 0.507 0.506 0.504 0.503 0.501 0.500 0.499 0.497 0.496
92 0.494 0.493 0.491 0.490 0.488 0.487 0.486 0.484 0.483 0.481
93 0.480 0.478 0.477 0.475 0.474 0.473 0.471 0.470 0.468 0.467
94 0.465 0.464 0.462 0.461 0.460 0.458 0.457 0.455 0.454 0.452
95 0.451 0.450 0.448 0.447 0.445 0.444 0.442 0.441 0.440 0.438
96 0.437 0.435 0.434 0.433 0.431 0.430 0.429 0.427 0.426 0.424
97 0.423 0.422 0.420 0.419 0.418 0.416 0.415 0.413 0.412 0.411
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

44
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
98 0.409 0.408 0.407 0.405 0.404 0.403 0.401 0.400 0.399 0.397
99 0.396 0.395 0.394 0.392 0.391 0.390 0.388 0.387 0.386 0.385
100 0.383 0.381 0.379 0.378 0.377 0.376 0.375 0.374 0.372 0.371
101 0.370 0.369 0.367 0.366 0.364 0.363 0.362 0.360 0.359 0.358
102 0.357 0.355 0.355 0.354 0.352 0.351 0.350 0.349 0.347 0.346
103 0.345 0.345 0.344 0.343 0.342 0.341 0.340 0.339 0.338 0.337
104 0.336 0.335 0.334 0.333 0.332 0.331 0.330 0.330 0.329 0.328
105 0.328 0.327 0.326 0.325 0.325 0.324 0.323 0.323 0.322 0.321
106 0.321 0.321 0.320 0.319 0.318 0.318 0.317 0.316 0.316 0.315
107 0.314 0.313 0.313 0.312 0.312 0.311 0.311 0.310 0.309 0.308
108 0.308 0.308 0.307 0.306 0.306 0.306 0.305 0.304 0.303 0.303
109 0.302 0.302 0.301 0.301 0.300 0.300 0.299 0.299 0.299 0.298
110 0.297 0.297 0.296 0.296 0.296 0.296 0.295 0.294 0.294 0.294
111 0.294 0.293 0.293 0.292 0.291 0.291 0.290 0.290 0.289 0.289
112 0.288 0.287 0.286 0.286 0.285 0.285 0.284 0.284 0.283 0.283
113 0.282 0.282 0.282 0.281 0.280 0.279 0.279 0.278 0.277 0.277
114 0.276 0.275 0.274 0.274 0.273 0.273 0.272 0.272 0.271 0.270
115 0.270 0.269 0.269 0.268 0.268 0.267 0.266 0.266 0.265 0.265
116 0.264 0.263 0.263 0.262 0.261 0.260 0.260 0.259 0.258 0.258
117 0.257 0.256 0.256 0.255 0.255 0.254 0.253 0.253 0.252 0.252
118 0.251 0.250 0.250 0.249 0.249 0.248 0.248 0.247 0.247 0.246
119 0.246 0.245 0.245 0.244 0.244 0.243 0.242 0.242 0.241 0.240
120 0.240 0.239 0.239 0.238 ... ... ... ... ... ...
A
Equivalent digital counter reading = (1.012 − dial indicator reading) 1410.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

45
D2700 − 19
NOTE 1—See Tables A4.9 and A4.10 for digital counter reading compensation for the applicable barometric pressure range from 84.4 kPa (25.0 in.
Hg) and lower.
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Setting
40 ... ... ... ... ... ... ... ... ... ...
41 ... ... 0 0 1 2 3 3 4 4
42 5 6 7 7 8 9 10 10 11 11
43 12 13 14 15 16 16 17 17 18 18
44 19 20 21 22 23 23 24 24 25 26
45 27 28 28 29 30 31 31 32 33 34
46 34 35 35 36 37 38 38 39 40 41
47 42 43 44 44 45 45 46 47 48 48
48 49 50 51 52 53 54 54 55 56 56
49 57 58 59 60 61 62 62 63 63 64
50 65 66 67 68 69 70 71 72 72 73
51 74 75 76 76 77 78 79 79 80 81
52 82 83 84 85 86 86 87 88 89 90
53 91 92 93 93 94 95 96 97 98 99
54 100 101 102 103 103 104 105 106 107 108
55 109 110 110 111 112 113 114 115 116 117
56 118 119 120 121 122 123 124 125 126 127
57 128 129 130 131 132 133 134 135 136 137
58 138 139 140 141 141 142 144 145 146 147
59 148 149 150 151 152 153 154 155 156 157
60 158 159 160 161 162 164 165 166 167 168
61 169 170 171 172 173 174 175 176 178 179
62 180 181 182 183 185 186 187 188 189 190
63 192 193 194 195 196 197 199 200 201 202
64 203 204 206 207 208 209 210 212 213 214
65 215 216 217 219 220 221 223 224 225 226
66 227 228 230 231 233 234 235 237 238 239
67 240 241 243 244 245 247 248 250 251 252
68 254 255 257 258 259 260 261 262 264 265
69 266 268 269 271 272 274 275 276 278 279
70 281 282 283 285 286 288 289 290 292 293
71 295 296 298 299 300 302 303 305 307 309
72 310 312 313 314 316 317 319 320 321 323
73 324 326 327 329 331 333 334 336 337 338
74 340 341 343 345 347 348 350 351 352 354
75 356 358 360 361 362 364 366 368 369 371
76 372 374 376 378 379 381 382 384 386 388
77 389 391 393 395 396 398 399 401 403 405
78 406 408 410 412 413 415 417 419 420 422
79 424 426 427 429 430 432 434 436 438 440
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
80 441 443 445 447 448 450 452 454 456 458
81 460 461 463 465 467 469 471 472 474 476
82 478 480 482 484 485 487 489 491 493 495
83 497 499 501 502 504 506 508 510 512 514
84 516 518 520 522 524 526 528 530 532 534
85 536 538 540 541 543 545 547 549 551 553
86 555 557 559 561 563 565 567 569 571 573
87 575 577 579 581 583 585 587 589 591 593
88 595 597 599 601 603 605 607 609 612 614
89 615 617 619 621 623 626 628 630 632 634
90 636 638 640 642 644 646 648 650 652 654
91 656 658 660 662 664 666 668 670 672 674
92 676 678 681 683 685 687 689 691 693 695
93 697 699 701 703 705 707 709 711 713 715
94 717 719 721 723 725 727 729 731 733 735
95 737 739 741 743 745 747 750 752 754 756
96 758 760 761 763 765 767 769 771 773 775
97 777 779 781 783 785 787 789 791 792 794
98 796 798 800 802 804 806 808 809 811 813

46
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Digital Counter Setting
99 815 816 818 820 822 824 826 828 829 831
100 833 836 839 840 842 843 845 847 849 851
101 852 853 855 857 860 862 863 865 867 869
102 870 872 874 875 876 878 880 882 884 885
103 886 887 888 890 891 893 894 895 897 898
104 900 901 902 904 905 906 907 908 909 911
105 912 913 914 915 916 916 917 918 919 920
106 921 922 923 924 925 925 926 927 928 929
107 930 931 932 933 934 935 936 936 937 938
108 939 939 940 941 942 943 944 945 946 946
109 947 948 948 949 949 950 951 952 953 953
110 954 955 955 956 956 957 957 958 958 959
111 959 960 961 962 962 963 964 965 966 966
112 967 968 969 970 971 971 972 973 974 975
113 976 976 977 977 978 979 980 981 982 983
114 984 985 986 986 987 988 989 990 991 992
115 993 994 994 995 997 997 998 1000 1001 1001
116 1003 1004 1004 1005 1005 1007 1008 1008 1010 1010
117 1011 1012 1012 1014 1014 1015 1017 1017 1018 1018
118 1019 1021 1021 1022 1022 1024 1024 1025 1025 1026
119 1026 1028 1028 1029 1029 1031 1032 1032 1034 1034
120 1035 1035 1036 1038 ... ... ... ... ... ...
A

1410
--`,,,``,,,`,```,`,,`,

47
D2700 − 19
NOTE 1—See Tables A4.9 and A4.10 for dial indicator reading compensation for the applicable barometric pressure range from 84.4 kPa (25.0 in. Hg)
and lower.
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Dial Indicator, in.
40 1.018 1.018 1.017 1.017 1.016 1.016 1.015 1.015 1.014 1.014
41 1.013 1.013 1.012 1.012 1.011 1.011 1.010 1.010 1.009 1.009
42 1.008 1.008 1.007 1.007 1.006 1.006 1.005 1.005 1.004 1.004
43 1.003 1.003 1.002 1.002 1.001 1.001 1.000 1.000 0.999 0.999
44 0.998 0.998 0.997 0.997 0.996 0.996 0.995 0.995 0.994 0.994
45 0.993 0.992 0.992 0.991 0.991 0.990 0.990 0.989 0.989 0.988
46 0.988 0.987 0.987 0.986 0.986 0.985 0.985 0.984 0.983 0.983
47 0.982 0.982 0.981 0.981 0.980 0.980 0.979 0.979 0.978 0.978
48 0.977 0.976 0.976 0.975 0.975 0.974 0.974 0.973 0.972 0.972
49 0.971 0.971 0.970 0.970 0.969 0.968 0.968 0.967 0.967 0.966
50 0.966 0.965 0.964 0.964 0.963 0.963 0.962 0.961 0.961 0.960
51 0.960 0.959 0.958 0.958 0.957 0.957 0.956 0.956 0.955 0.954
52 0.954 0.953 0.952 0.952 0.951 0.951 0.950 0.949 0.949 0.948
53 0.948 0.947 0.946 0.946 0.945 0.944 0.944 0.943 0.943 0.942
54 0.941 0.941 0.940 0.939 0.939 0.938 0.937 0.937 0.936 0.936
55 0.935 0.934 0.934 0.933 0.932 0.932 0.931 0.930 0.930 0.929
56 0.928 0.928 0.927 0.926 0.925 0.925 0.924 0.923 0.923 0.922
57 0.921 0.921 0.920 0.919 0.919 0.918 0.917 0.917 0.916 0.915
58 0.914 0.914 0.913 0.912 0.912 0.911 0.910 0.909 0.909 0.908
59 0.907 0.907 0.906 0.905 0.904 0.904 0.903 0.902 0.901 0.901
60 0.900 0.899 0.898 0.898 0.897 0.896 0.895 0.894 0.894 0.893
61 0.892 0.891 0.891 0.890 0.889 0.888 0.888 0.887 0.886 0.885
62 0.884 0.884 0.883 0.882 0.881 0.880 0.880 0.879 0.878 0.877
63 0.876 0.875 0.875 0.874 0.873 0.872 0.871 0.870 0.970 0.869
64 0.868 0.867 0.866 0.865 0.865 0.864 0.863 0.862 0.861 0.860
65 0.860 0.859 0.858 0.857 0.856 0.855 0.854 0.853 0.852 0.852
66 0.851 0.850 0.849 0.848 0.847 0.846 0.845 0.844 0.843 0.843
67 0.842 0.841 0.840 0.839 0.838 0.837 0.836 0.835 0.834 0.833
68 0.832 0.831 0.830 0.829 0.828 0.828 0.827 0.826 0.825 0.824
69 0.823 0.822 0.821 0.820 0.819 0.818 0.817 0.816 0.815 0.814
70 0.813 0.812 0.811 0.810 0.809 0.808 0.807 0.806 0.805 0.804
71 0.803 0.802 0.801 0.800 0.799 0.798 0.797 0.796 0.794 0.793
72 0.792 0.791 0.790 0.789 0.788 0.787 0.786 0.785 0.784 0.783
73 0.782 0.781 0.780 0.778 0.777 0.776 0.775 0.774 0.773 0.772
74 0.771 0.770 0.768 0.767 0.766 0.765 0.764 0.763 0.762 0.761
75 0.759 0.758 0.757 0.756 0.755 0.754 0.752 0.751 0.750 0.749
76 0.748 0.747 0.745 0.744 0.743 0.742 0.741 0.740 0.738 0.737
77 0.736 0.735 0.734 0.732 0.731 0.730 0.729 0.728 0.726 0.725
78 0.724 0.723 0.721 0.720 0.719 0.718 0.717 0.715 0.714 0.713
79 0.712 0.710 0.709 0.708 0.707 0.705 0.704 0.703 0.702 0.700
80 0.699 0.698 0.696 0.695 0.694 0.693 0.691 0.690 0.689 0.687
81 0.686 0.685 0.683 0.682 0.681 0.680 0.678 0.677 0.676 0.674
82 0.673 0.672 0.670 0.669 0.668 0.666 0.665 0.664 0.662 0.661
83 0.660 0.658 0.657 0.656 0.654 0.653 0.651 0.650 0.649 0.647
84 0.646 0.645 0.643 0.642 0.640 0.639 0.638 0.636 0.635 0.634
85 0.632 0.631 0.629 0.628 0.627 0.625 0.624 0.622 0.621 0.620
86 0.618 0.617 0.615 0.614 0.613 0.611 0.610 0.608 0.607 0.606
87 0.604 0.603 0.601 0.600 0.599 0.597 0.596 0.594 0.593 0.591
88 0.590 0.589 0.587 0.586 0.584 0.583 0.581 0.580 0.578 0.577
89 0.576 0.574 0.573 0.571 0.570 0.568 0.567 0.565 0.564 0.563
90 0.561 0.560 0.558 0.557 0.555 0.554 0.552 0.551 0.550 0.548
91 0.547 0.545 0.544 0.542 0.541 0.539 0.538 0.537 0.535 0.534
92 0.532 0.531 0.529 0.528 0.526 0.525 0.524 0.522 0.521 0.519
93 0.518 0.516 0.515 0.513 0.512 0.511 0.509 0.508 0.506 0.505
94 0.503 0.502 0.500 0.499 0.498 0.496 0.495 0.493 0.492 0.490
95 0.489 0.488 0.486 0.485 0.483 0.482 0.480 0.479 0.478 0.476
96 0.475 0.473 0.472 0.471 0.469 0.468 0.467 0.465 0.464 0.462
97 0.461 0.460 0.458 0.457 0.456 0.454 0.453 0.451 0.450 0.449
98 0.447 0.446 0.445 0.443 0.442 0.441 0.439 0.438 0.437 0.435
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

48
D2700 − 19
Motor 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
Octane
Number Dial Indicator, in.
99 0.434 0.433 0.432 0.430 0.429 0.428 0.426 0.425 0.424 0.423
100 0.421 0.419 0.417 0.416 0.415 0.414 0.413 0.411 0.410 0.408
101 0.408 0.407 0.406 0.404 0.402 0.401 0.400 0.399 0.397 0.396
102 0.395 0.394 0.392 0.391 0.391 0.389 0.388 0.386 0.385 0.384
103 0.384 0.383 0.382 0.381 0.380 0.379 0.378 0.377 0.376 0.375
104 0.374 0.373 0.372 0.371 0.370 0.369 0.369 0.368 0.367 0.366
105 0.365 0.364 0.364 0.363 0.362 0.362 0.362 0.361 0.360 0.360
106 0.359 0.358 0.357 0.357 0.356 0.356 0.355 0.355 0.354 0.353
107 0.352 0.352 0.351 0.350 0.350 0.349 0.348 0.348 0.347 0.347
108 0.346 0.346 0.345 0.345 0.344 0.343 0.342 0.342 0.341 0.341
109 0.340 0.340 0.340 0.339 0.339 0.338 0.338 0.337 0.336 0.336
110 0.335 0.335 0.335 0.334 0.334 0.333 0.333 0.333 0.333 0.332
111 0.332 0.331 0.330 0.330 0.330 0.329 0.328 0.328 0.327 0.327
112 0.326 0.325 0.325 0.324 0.323 0.323 0.323 0.322 0.321 0.321
113 0.320 0.320 0.319 0.319 0.318 0.318 0.317 0.316 0.316 0.315
114 0.314 0.313 0.313 0.313 0.312 0.311 0.311 0.310 0.309 0.308
115 0.308 0.307 0.307 0.306 0.305 0.305 0.304 0.303 0.302 0.302
116 0.301 0.300 0.300 0.299 0.299 0.298 0.297 0.297 0.296 0.296
117 0.295 0.294 0.294 0.293 0.293 0.292 0.291 0.291 0.290 0.290
118 0.289 0.288 0.288 0.287 0.287 0.286 0.286 0.285 0.285 0.284
119 0.284 0.283 0.283 0.282 0.282 0.281 0.280 0.280 0.279 0.279
120 0.278 0.278 0.277 0.276 ... ... ... ... ... ...
A
Equivalent digital counter reading = (1.012 − dial indicator reading) 1410.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

49
D2700 − 19
TABLE A4.9 Compensation for Guide Table Cylinder Height for Barometric Pressures Below 29.92 in. HgA
NOTE 1—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 2—To determine the cylinder height measure that provides standard K.I. 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 reading from the guide table dial indicator reading.
NOTE 3—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, in. Hg 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
(kPa)†
22.0 (74.5) Digital counter correction 336 331 327 323 319 314 310 306 302 297
Dial indicator correction 0.238 0.235 0.232 0.229 0.226 0.223 0.220 0.217 0.214 0.211


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 the lower compensated reading for barometric pressures numerically less than 29.92 in. Hg.
Upper digital counter reading must be less than the lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.
†
Editorially corrected.
TABLE A4.10 Compensation for Guide Table Cylinder Height for Barometric Pressures Above 29.92 in HgA
NOTE 1—To determine the cylinder height measure that provides standard K.I. at a prevailing barometric pressure above 29.92 in. Hg:
SUBTRACT the listed dial 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, in. Hg 0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
(kPa)†
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 less than the lower compensated reading for barometric pressures numerically greater than 29.92 in. Hg.
†
Editorially corrected.

50
D2700 − 19
APPENDIXES
(Nonmandatory Information)
X1. AUXILIARY EQUIPMENT
X1.1 Sample Fuel and Reference Fuel Delivery X1.1.3 Falling Level Reservoir Assembly—Apparatus for
Components—Introduction of fuel to the carburetor systems that depend on controlled change in fuel level to vary
vertical jet and a means to switch from one fuel to another may fuel-air ratio at a constant rate from a rich to lean mixture.
be accomplished in numerous ways as long as the flow of fuel NOTE X1.1—Falling level reservoir assemblies are utilized for the
through the carburetor permits the determination of the fuel-air bracketing—dynamic fuel level test procedure of this test method and by
some on-line octane analyzer systems for application of Test Method
ratio for maximum K.I. as dictated by any one of the test D2885.
procedures. Typical assemblies are as follows:
X1.1.4 Spill Carburetor Reservoir Assembly—Applicable
X1.1.1 Carburetor Selector—Valve Assembly, 3 Bowl or 4 for systems that depend on delivering a continuous flow of
Bowl designed to fasten to the carburetor vertical jet flange for sample fuel so that fuel in the vertical jet of the carburetor is
delivery of liquid fuel into the jet through a rotary selector- maintained at a constant level located within the range from
valve supplied by either three or four sources of fuel. The 0.7 in. to 1.7 in. referenced to the centerline of the carburetor
selector-valve assembly incorporates stanchions that project venturi. This type of apparatus requires use of an adjustable
outward like spokes. Each stanchion houses an interchangeable delivery (horizontal) jet to vary fuel-air ratio and establish the
horizontal jet, supports a vertically mounted sight glass tube to proper setting for maximum K. I.
indicate the level of the particular fuel, includes an inlet NOTE X1.2—A spill carburetor assembly is utilized by some on-line
opening at the base of the sight glass for connection to the octane analyzer systems for application of Test Method D2885.
source container for that particular fuel, and has a drain
X1.2 Fuel Flow Control Jet—An orifice having an internal
connection for fast disposal of unwanted fuel from both the
diameter sized to restrict fuel flow to the vertical jet of the
source container and the selector-valve passages.
carburetor for use with fuel delivery systems that are dependent
X1.1.2 Fuel Tank—Float Reservoir Assembly, three or four on establishing a fuel level in the vertical jet that is within a
required applicable when using testing procedures that depend specified dimension referenced to the centerline of the carbu-
on establishing and maintaining the fuel level for the maximum retor venturi.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
K.I. condition. Each assembly includes a fuel tank sight glass X1.2.1 Horizontal Jet—Specify hole size for method and
assembly and a check valve at the bottom of the tank operated operating conditions.
by a float to establish a constant fuel level in the float reservoir.
These assemblies are supported on carburetor posts integral X1.2.2 Carburetor Adjustable Horizontal Jet Assembly—
with a bracket (bar) that is fastened to the carburetor body. A Alternative equipment for a hole-size jet. Install a tapered
two-lead screw and nut assembly with adjusting knob is needle, screw adjustable, with or without a graduated scale, so
installed in the post and the fuel tank, float reservoir assembly that the needle enters a standard horizontal jet, which is drilled
fastens to the nut so that as the screw is rotated by the knob, the to approximately a 0.050-in. diameter. Adjustment of the
assembly is raised or lowered. needle permits changing the flow characteristics of fuel deliv-
ered to the vertical jet of the carburetor. A change in needle
X1.1.2.1 Fuel Tank, without cooling jacket, is applicable for
setting effectively changes the fuel level at which the fuel-air
reference fuels and also for sample fuels that do not require
ratio for maximum K.I. occurs for a specific fuel.
chilling. A fuel tank with cooling jacket is applicable for
sample fuels only. X1.3 Cooling System Requirements—The cooling coil in
X1.1.2.2 Float Reservoir (chamber), without cooling jacket, the condenser should be supplied with clean water at a
is applicable for reference fuels and also for sample fuels that minimum rate of 5.7 L (1.5 gal) per minute, a maximum
do not require chilling. A float reservoir (chamber), with temperature of 24 °C (75 °F), with a minimum pressure of
cooling jacket is applicable for sample fuels only. 276 kPa (40 psi).

51
D2700 − 19
X2. VOLUMETRIC REFERENCE FUEL BLENDING APPARATUS AND PROCEDURES
X2.1 Background—PRFs and TSF are supplied in bulk X2.3.1.2 Two Buret Style—Typical burets of both types are
containers of 5 U.S. gal and 55 U.S. gal capacity (0.019 m3 or illustrated in Fig. X2.2. Specifications for these burets appli-
0.208 m3) and for laboratory safety reasons these quantities are cable for a blend volume of 400 mL are given in Table X2.2.
typically stored in a special fuel storage room or outside of the (1) One type consists of an automatic zero and overflow
engine laboratory. dome, a glass half-capacity bulb, and a straight graduated
section. This buret is calibrated from 0 % to 50 % on one side
X2.2 Delivery from Storage—Delivery of reference fuel of the straight section and 50 % to 100 % on the other side of
material from the bulk storage container to a dispensing the straight section.
apparatus in the engine laboratory may be handled in any of (2) The second type consists of an automatic zero and
several ways. The equipment and procedures required for overflow dome and just a straight graduated section, calibrated
delivery of the reference fuel materials are the responsibility of on one side from 0 % to 50 % and on the other side from 50 %
the user of this standard. to 100 %.
X2.3 Dispensing Equipment—A common means of accu- X2.3.2 Separate Dispensing Valves—It is common practice
rately measuring reference fuel blend volumes applies a to utilize burets that do not have a dispensing stopcock. Bottom
matched set of calibrated glass burets, one for each of the four delivery from the buret is from a straight tubing bib that is
fuels that are the blend constituents. Fuel is dispensed either connected by plastic tubing to a three-way valve similar to that
through an internal glass stopcock or a separate valve. shown in Fig. X2.3. The most important feature of such a valve
assembly is the dispensing fitting, which is formed so that only
X2.3.1 Burets of glass with an automatic zero top fitting a very minimum of drip can occur if the collection container is
provide accurate, efficient, and convenient measurement. Two inadvertently touched against the orifice tip.
styles are commercially available: single burets having gradu-
ations from 0 % to 100 %, and a two buret combination with X2.4 System Installation and Operation—User experience
the graduated section of each measuring just 50 % of the batch with reference fuel systems has pointed out a number of
amount. important aspects that support the following recommendations:
X2.3.1.1 Single Buret Style—A glass buret with an auto- X2.4.1 Install a separate buret for each reference and
matic zero and overflow dome as illustrated in Fig. X2.1. standardization fuel.
Burets of this style are commonly fabricated in 300 mL,
400 mL, or 500 mL capacities. Specifications for a typical X2.4.2 Mount burets vertically at an elevation that permits
500 mL buret are given in Table X2.1. horizontal sighting of all calibration marks.
X2.4.3 To minimize blending error, the dispensing system,
including the buret and delivery valve, shall include a
restriction, external to the buret, to limit the flow to no more
than 400 mL/min.
X2.4.4 Mount burets in a manner that ensures freedom from
vibration.
X2.4.5 Store bulk reference fuel containers and provide
appropriate tubing for delivery of the fuels to the dispensing
burets in accordance with the instructions of the manufacturer
and in compliance with all local codes and regulations.
X2.4.5.1 Equip bulk reference fuel containers with vacuum/
pressure relief fittings to maintain container internal pressure
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
close to atmospheric pressure and minimize container vapor

space breathing to the atmosphere.
X2.4.5.2 Connect bulk fuel containers to dispensing burets
using stainless steel or other opaque tubing that will not react
with the reference fuel.
X2.4.5.3 Avoid the use of gravity flow delivery of reference
or standardization fuel to burets.
X2.4.6 Thoroughly clean burets on a regular basis to mini-
mize hang-up or clinging on the inner surface of the buret that
can lead to blending errors.
X2.4.7 Avoid filling burets until a blend is required in order
FIG. X2.1 Typical Reference Material Dispensing Apparatus- to minimize any tendency for deterioration of the fuel by
Single Buret Style exposure to light.

52
D2700 − 19
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 bulk to 5 % mark
(nominal) mm 100/120
Overall length (including tip):
minimum mm 650
Scale error (maximum) % ±0.1
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
FIG. X2.2 Typical Reference Material Dispensing Apparatus Two-Buret Style
X2.5 Procedure for Use of Buret System: dispensing by setting the valve to OFF position while carefully
X2.5.1 To fill the buret, set the valve or stopcock to FILL noting the level of the fuel in the calibrated section of the buret
position so that fuel rises in the buret until it overflows at the and locating the bottom of the liquid meniscus at the desired
automatic zero. Stop filling by setting the valve to OFF volume percent mark.
position. Check that any bubbles are purged at the zero tip and X2.5.3 Before drawing a measured volume, make certain
refill the tip, if necessary. that the tip of the dispensing tube is full. When the measured
X2.5.2 To dispense fuel, set the valve to DISPENSE posi- volume has been collected, be certain not to drain any fuel
tion so that fuel is delivered to the collection container. Stop from the tip of the dispensing tube as this will cause an error.

53
D2700 − 19
TABLE X2.2 Typical Two Buret Style Specifications
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
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
FIG. X2.3 Typical Fill/Dispense Valve
X3. OPERATING TECHNIQUES—ADJUSTMENT OF VARIABLES
X3.1 Adjusting C.R.—C.R. varies when the cylinder is pressure on the clamping sleeve. The cam lever setting should
moved up and down in the clamping sleeve by means of a maintain constant cylinder clamp tightness regardless of the
worm-gear drive, which is operated either by a hand crank or angular position of the crank after a change. Typically, with the
by an instrument panel controlled gearmotor. cam in the locked position, 10 lbf-ft torque on the cam stud
nuts is adequate, but torque should never exceed 25 lbf-ft to
X3.1.1 When the unit is equipped with a hand crank, the
avoid cylinder distortion.
cylinder clamping sleeve cam lever must be loosened before
cranking in either direction. To increase C.R., lower the X3.1.2 Units equipped with a motorized C.R. change motor,
cylinder in the sleeve, rotate the crank in a counterclockwise do not require loosening of the cylinder clamp when a C.R.
direction. To decrease C.R., rotate the crank in a clockwise change is made. The gearmotor is equipped with a brake that
direction. After each change of cylinder position, move the cam prevents worm shaft rotation unless the motor is operated. A
lever so that the cam flat contacts the clamping washers to solenoid releases the brake when the motor is actuated in either
tighten the clamping sleeve, thereby applying a repeatable direction. Although the cam lever is unnecessary for units

54
D2700 − 19
equipped with the motor changer, the clamping sleeve bolt and X3.3.7 Lightly tap the fuel selector-valve knob in a down-
nut combination must be tightened slightly to prevent vibration ward direction using a screwdriver handle or other similar tool.
of the cylinder in the sleeve. A torque setting of approximately This will ensure the plug is not seized in the valve body when
5 lbf-ft on the clamp nuts is typically effective. it is necessary to rotate the valve. (Warning—Avoid attempt-
X3.1.3 Measurement of cylinder height is accomplished ing to rotate the selector-valve knob if it resists turning.
using either a dial indicator assembly mounted on the cylinder Rotation can score the plug and valve body and cause fuel
and clamping sleeve or through use of the digital counter that leakage.)
is driven by the worm screw to provide a reading for each X3.3.8 Fill one of the fuel tanks with the selected warm-up
cylinder position. These devices require indexing to a specific fuel, and purge any air bubbles from the tubing and sight glass.
cylinder position each time a unit is reassembled. The dial Adjust the fuel level so that the engine will operate at
indicator and digital counter readings are thus related to engine approximately the fuel-air ratio for maximum K.I.
C.R.
X3.3.9 Open the cooling water valve or check that cooling
X3.2 Fuel-Air Ratio Adjustment: water will be available for the coolant condenser when the
engine is started.
X3.2.1 All O.N. determinations require that the knockmeter
reading of significance be that which occurs at the fuel-air ratio X3.3.10 Check that the ignition switch is turned off.
that causes a maximum knock condition. This applies to both X3.3.11 Manually rotate the engine crankshaft three or four
sample fuels and reference fuel blends. Fuel-air ratio is complete revolutions to ensure that all parts move freely.
adjusted by raising or lowering the fuel level in the carburetor Complete the cranking so that the flywheel is positioned at tdc
vertical jet. For the typical float reservoir equipped engine, fuel on the compression stroke to minimize the load on the
level in the sight glass is adjusted by turning the screw knob at synchronous–reluctance motor when the engine is started.
the bottom of the float reservoir assembly. To ensure satisfac-
tory fuel atomization, it is required that the fuel level for X3.4 Starting the Engine—It is assumed that the engine has
maximum knock be between 0.7 and 1.7 on the sight glass. If been commissioned and is in operable condition and that
this is not the case, the horizontal metering jet (in the passage electrical circuits and cooling water are available on demand.
between the sight glass and selector-valve) must be changed to
a different size. If the fuel level is too high, a larger orifice X3.4.1 Check that the fuel-selector valve is positioned
horizontal jet is needed, and vice versa. between two bowl marks so that fuel will not enter the
carburetor initially.
X3.2.2 Use of the falling level principle, which uses a bowl
of specific cross-sectional area to deliver fuel to the horizontal X3.4.2 Position the off-run-start switch to start and hold it in
jet, accomplishes the same function. As the charge of fuel is start position for a few seconds to allow oil pressure to rise
consumed, the level automatically falls and the maximum sufficiently to actuate the engine run circuitry so that the engine
knockmeter reading can be observed. Fuel-air ratio changes continues to operate when the start switch is released to the run
can also be accomplished by maintaining a constant fuel level position.
to an adjustable valve installed instead of the fixed orifice X3.4.3 Check that the temperature controller for the air/
horizontal jet. Opening the adjusting valve richens the mixture mixture heater(s) is on and functioning.
and vice versa.
X3.4.4 Rotate the fuel selector-valve to deliver the warm-up
X3.3 Preparations Before Starting the Engine: fuel to the combustion chamber.
X3.3.1 Check the jacket coolant level in the condenser sight X3.4.5 Turn on the ignition switch so that the engine begins
glass. to fire.
X3.3.2 Check the engine crankcase lubricating oil level in X3.4.6 As the engine begins to warm up, adjust the cylinder
the crankcase oil sight glass. height to produce a very light knock sound. As warm-up
X3.3.3 Turn on the crankcase oil heater or oil heat tempera- progresses, the knock level will increase.
ture controller. Normally, if the temperature controller is left on X3.4.7 Oil the rocker arm assembly using SAE 30 Grade
at a setting of approximately 8, the oil will stay near the proper engine crankcase lubricating oil.
operating temperature.
X3.4.8 During the warm-up period, observe the following
X3.3.4 Check the engine crankcase breather assembly to conditions:
ensure it is clean and operable. X3.4.8.1 Oil pressure is steady and within specification.
X3.3.5 If an ice tower is used, fill the tower with ice. The X3.4.8.2 Crankcase pressure indicates a slight vacuum.
depth of ice in the tower should not be allowed to be less than X3.4.8.3 Temperatures come to equilibrium within specifi-
920 mm (approximately 36 in.). If an intake air refrigeration cation.
unit is used, turn the switch on. X3.4.8.4 The cylinder jacket coolant water rises in the
X3.3.6 Adjust the cylinder height to ensure that the C.R. is condenser sight glass until it is at the LEVEL HOT mark.
low enough that severe knock is avoided when the engine is X3.4.8.5 Cooling water is discharged from the unit at a
firing. steady rate.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---

55
D2700 − 19
X3.4.9 As a final check before using the engine for rating, X3.6.1 Resonance in the piping systems can occur when the
perform the following: configuration creates a critical length/volume relationship. A
X3.4.9.1 Check valve clearances, hot and running, and resonant condition affects the primary pressure within the
make any necessary adjustments. system and can affect critical operating conditions.
X3.4.9.2 Check spark timing. X3.6.2 Exhaust system resonance may be checked by pro-
X3.4.9.3 Switch to a PRF blend of appropriate O.N., set the viding either a 3⁄4 in. or larger gate or ball valve at the exhaust
cylinder height to the guide table value, compensated for surge tank or close to the engine exhaust port. Opening the
barometric pressure, adjust the carburetor fuel level to obtain valve should drastically change the exhaust discharge configu-
maximum knockmeter reading, and adjust the detonation meter ration while the engine is operating at standard conditions if
METER READING and SPREAD controls to provide satis- resonance is occurring.
factory spread with the knockmeter reading at 50. X3.6.2.1 Operate the engine at standard conditions on a
typical sample or reference fuel and allow sufficient time for
X3.5 Stopping the Engine: the knockmeter reading to stabilize. Observe the knockmeter
X3.5.1 To stop the engine, turn the ignition switch to OFF reading.
and position the stop/run/start switch to STOP. X3.6.2.2 Open the valve or affect the change in exhaust
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
piping while the engine continues to operate.
X3.5.2 Drain all fuel from the engine carburetor. X3.6.2.3 If the knockmeter reading is not affected, reso-
X3.5.3 Using the hand crank, manually rotate the crankshaft nance does not occur and the piping system is satisfactory.
to position it at tdc on the compression stroke so that the intake X3.6.2.4 If the knockmeter reading is affected when the
and exhaust valves are closed. This will minimize possible valve is opened, resonance may be a factor and typically a
valve warpage or corrosion in the combustion chamber be- change in the length of the exhaust discharge pipe will correct
tween operating periods. the condition.
X3.5.4 Turn off the cooling water to the coolant condenser. X3.6.3 Crankcase breather system resonance typically
causes the crankcase pressure to be positive. Resonance in the
X3.6 Checking Exhaust and Crankcase Breather Systems discharge piping is not a problem as long as the operating
for Resonance: engine creates a crankcase vacuum.
X4. MAINTENANCE TECHNIQUES
X4.1 Importance of Maintenance—The need for proper WARNING notice on the unit panel indicating repairs are in
maintenance of the knock testing unit cannot be overempha- process and that no attempt is to be made to start the engine.
sized if reliable O.N. ratings of sample fuels are to be obtained. Shut off coolant water to the unit.)
The care used in the inspection, adjustment, and especially the X4.2.4 Auxiliary Equipment Maintenance—Volumetric
overhaul of the combustion chamber components is a major glassware such as reference fuel blending burets should be
factor in achieving these aims. chemically cleaned on a regular basis to ensure accurate
X4.2 Types of Maintenance: volumetric measurement.
X4.2.4.1 Quarterly cleaning of volumetric apparatus is rec-
X4.2.1 Daily Checks—Those checks associated with the ommended.
preparations before starting the engine as detailed in Appendix
X3. X4.2.5 Carbon Blasting—Combustion chamber deposits
can be effectively removed by carbon blasting without removal
X4.2.2 Top Overhaul—The generally accepted term used to of the cylinder from the engine. Performed on a regular basis
describe valve reconditioning, the cleaning of the combustion between top overhauls, this technique effectively extends the
chamber, piston, piston rings, and the cleaning of the coolant period of time between these mechanical overhauls.22
jacket passages and the coolant condenser. Some other parts X4.2.5.1 Blasting is done through the intake and exhaust
may also be given attention during a top overhaul, depending ports and the spark plug hole. The return line for removal of the
on need. deposits and spent blasting material is attached to the hole for
X4.2.3 Crankcase/Unit Inspection—Encompasses crank- the detonation pickup.
case cleaning, mechanical component wear checks, alarm X4.2.5.2 Complete blasting procedure instructions are in-
function checks, power absorption motor inspection, belt cluded with the carbon blasting kit and all phases of the
tension adjustment, instrumentation checks, and so forth. procedure should be carried out for effective results.
X4.2.3.1 The recommended interval between crankcase/unit
inspections is every 2000 h of operation or biannually, which- X4.3 Top Overhaul Procedures:
ever comes first. Model CFR-48 crankcases can be completely
restored by the manufacturer. (Warning—Deactivate the en-
gine unit before performing any maintenance. Shut off electri- 22
A carbon blaster kit specific for CFR engine units is available from Waukesha
cal power at the main disconnect, lock out, if possible. Place a Engine Division, Dresser Industries, Inc., 1000 St. Paul Ave., Waukesha, WI 53188.

56
D2700 − 19
X4.3.1 Disassemble the complete cylinder/clamping sleeve are 90° apart. Replace the cylinder if the internal diameter at
assembly from the engine crankcase. Components to be re- the area of maximum wear is more than 0.006 in. larger than
moved include: the unworn skirt internal diameter. Replace the cylinder if the
X4.3.1.1 Detonation pickup, spark plug, all thermometers bore is out-of-round in excess of 0.0025 in.
and temperature sensors. X4.3.5.2 Cylinders rebored to 0.010 in., 0.020 in., and
X4.3.1.2 C.R. gearmotor assembly from the clamping 0.030 in. larger than the original 3.250 in. diameter are
sleeve. If a dial indicator is in use, remove it from the cylinder. permitted and the same wear limits apply based on the unworn
X4.3.1.3 All intake air system components, the carburetor, skirt diameter of the rebore.
carburetor heat shield, and the intake mixture manifold assem- X4.3.5.3 Valve Guides—Replace a guide when the internal
bly. diameter exceeds the wear limit. Replacement requires special
X4.3.1.4 Cooling water lines at the coolant condenser and tools.
the exhaust pipe. X4.3.5.4 Valves—Replace if stem is badly scuffed or stem
X4.3.1.5 Disconnect the applicable exhaust system compo- diameter is less than the replacement limit. Reface to 45° using
nents from the cylinder exhaust port. a valve refacing (grinding) machine so that face runout is less
X4.3.1.6 Coolant condenser and water return pipe from the than 0.0015 in. Replace the valve if grinding has created a
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
cylinder assembly. margin of less than 1⁄32 in.
X4.3.1.7 Disconnect the spark advance bracket from the X4.3.5.5 Valve Seats—Reface seats using a valve seat grind-
cylinder. ing machine or a valve seat cutter kit. Use a 45° seat angle and
X4.3.1.8 Loosen the long rocker arm support bolts which subsequently lap the valve to the seat. Alternatively, an
fasten the support to the clamping sleeve. Remove the valve interference angle approach may be utilized by refacing the
half-balls. Remove the push rods. seat at both 46 ° and 15° so that the intersecting line becomes
the contact surface with a 45° faced valve. When an interfer-
NOTE X4.1—Marking of push rods as intake and exhaust ensures they ence angle approach is utilized, lapping may be performed, but
will be reassembled in the same positions.
extreme care must be taken to exert very light pressure to
X4.3.1.9 Cylinder and clamping sleeve as an assembly after prevent creating a groove in the valve face.
removal of the five clamping sleeve stud nuts. X4.3.5.6 Valve to Valve Seat Match-up—Check the valve to
X4.3.1.10 Piston from connecting rod. seat contact. Lapped valve seat width must not exceed 0.070 in.
X4.3.2 Separate the cylinder from the clamping sleeve as as viewed on the valve. The top edge of the contact line or area
follows: shall be at least 0.030 in. from the top edge of the faced portion
X4.3.2.1 Remove the two bolts from the long rocker arm of the valve.
support and separate the support from the clamping sleeve. X4.3.5.7 Valve Rotators—Inspect the races, which should
X4.3.2.2 Remove the water inlet pipe assembly from the rotate freely, so that when the engine is operating, the valve
cylinder. rotates at approximately 1 r ⁄min to 2 r/min.
X4.3.2.3 Remove the cylinder from the clamping sleeve. X4.3.5.8 Valve Reassembling—Install valves in the cylinder
with felt lubrication washers, springs, retainer (intake), rotator
X4.3.3 Disassemble the valve tapers, retainer and rotator assembly (exhaust), and tapers. Carefully install the intake
assembly, springs, and valves from the cylinder. Remove the valve with the opening of the shroud facing the pickup hole
roll pin from the intake valve stem to remove this valve. before inserting the roll pin into the valve stem through the slot
X4.3.4 Component Cleaning—All combustion deposits, in the valve guide. Install valve springs with closely wound
gasket material, rust, and so forth should be removed from coils next to the cylinder oil tray.
components. X4.3.5.9 Rocker Arm Assembly:
X4.3.4.1 Commercial chemical cleaning solutions may be (1) Inspect each rocker for excessive bearing wear or
used in accordance with manufacturer’s instructions as long as wobble of the rocker shaft.
they do not etch or affect the surface finish of the machined (2) Inspect the rocker adjusting screws for galled ball ends
surfaces. Except for the detonation pickup and temperature and also for damaged Phillips screwdriver slots.
sensors, use of ultrasonic bath equipment has been demon- (3) Inspect the rocker ball sockets for wear or galling.
strated to be effective and the heating of some cleaning (4) Replace any worn or out of specification parts.
solutions can also be beneficial. (Warning—Chemical clean- X4.3.6 Piston and Rings:
ing solutions are poisonous and may be harmful or fatal if X4.3.6.1 Replace the piston if there is evidence of scoring
inhaled or swallowed. See Annex A1.) or a wear pattern.
X4.3.4.2 Scraping, brass wire brushes (manually or power X4.3.6.2 Replacement of all rings at the time of every
driven), and fine steel wool have been found to be effective overhaul is typical. A chrome plated top compression ring may
cleaning aids. be reused for several overhaul periods.
X4.3.4.3 Complete any cleaning sequence by rinsing all X4.3.6.3 Ring gaps should be checked by feeler gauge with
parts with a solvent. the ring inserted in the skirt end of the cylinder. The piston
X4.3.5 Cylinder: should be used to square the ring in the bore about 1 in. beyond
X4.3.5.1 Check the cylinder bore diameter at the top, the chamfer. Rings should be replaced if the gap exceeds the
middle, and bottom areas of ring travel in two planes, which replacement limit.

57
D2700 − 19
X4.3.6.4 Ring-to-land clearances should be checked, using X4.3.11.3 Connect the long rocker arm support to the
a feeler gauge, after the rings are assembled on the piston. clamping sleeve.
Replace the piston if the clearances exceed the tolerance limits. X4.3.11.4 Assemble the cylinder guide plate with its gaskets
X4.3.6.5 Replace the piston pin if scoring or wear marks are on the crankcase.
observed on the pin. X4.3.11.5 Rigidly support the piston above the crankcase
X4.3.7 Clamping Sleeve: and guide plate. Install the cylinder/clamping sleeve assembly
X4.3.7.1 Check that the internal bore of the sleeve is within over the piston so that it is seated on the crankcase. Care should
tolerance. be taken not to break any of the rings as they enter the
X4.3.7.2 Check that the counterbore for the worm wheel is chamfered bore. (Use of a ring compressor tool over the piston
within tolerance. rings is advisable despite the cylinder chamfer.) Manually
rotate the crankshaft through several revolutions so that the
X4.3.7.3 Insert the worm wheel in the clamping sleeve and
cylinder is centered. Tighten and torque the cylinder stud nuts
check that the distance between the worm wheel face and that
as specified in Table A2.1.
of the bottom of the sleeve is within tolerance.
X4.3.11.6 Manually rotate the crankshaft so that the piston
X4.3.7.4 Inspect the worm shaft ball and thrust bearings and
is at tdc on the compression stroke as indicated by the flywheel
replace as required.
pointer.
X4.3.8 Cylinder Guide Plate: X4.3.11.7 Install the marked push rods and the valve
X4.3.8.1 Inspect the wear surface that contacts the worm half-balls. Reposition the long rocker arm support as required,
wheel. Replace the guide plate if there is wear or scoring. tighten the support bolts, and check that the rocker carrier and
X4.3.9 Condenser and Cooling System: rocker arms are level.
X4.3.9.1 Inspect the inner surfaces of the condenser and the X4.3.11.8 Set the valve clearances to 0.075 mm (0.004 in.)
baffle tube for rust or scale deposits, wipe out the cavity, and for the intake valve and 0.330 mm (0.014 in.) for the exhaust
rinse with hot water prior to assembly. valve.
X4.3.9.2 Inspect the cooling coil, clean surface deposits, X4.3.11.9 Connect the appropriate exhaust system compo-
and observe that the coils are slightly separated from each other nents to the cylinder exhaust port.
to maximize the cooling surface exposed to coolant steam. X4.3.11.10 Install the water inlet pipe, water return pipe, the
X4.3.9.3 Chemical cleaning of coolant system surfaces coolant condenser, and the cooling water lines.
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
should take place whenever significant deposits are observed or X4.3.11.11 Install the C.R. gearmotor assembly and the dial
at least at every third top overhaul. One approach is to indicator assembly, if used.
introduce a commercial cooling system cleaner in the cooling X4.3.11.12 Reconnect the spark advance bracket to the
system after reassembly of the engine. By running the engine cylinder.
for intermittent periods, the solution can be heated to 80 °C to X4.3.11.13 Install the intake mixture manifold assembly,
90 °C (180 °F to 200 °F). The solution should be kept at this carburetor heat shield, and all intake air system components.
temperature for approximately 30 min and drained. The system
X4.3.12 Crankcase Breather:
should then be flushed with clean hot water before recharging
X4.3.12.1 Disconnect the breather pipe and remove the
with a rust inhibited coolant water. (Warning—Chemical
breather assembly from the engine crankcase.
cleaning solutions are poisonous and may be harmful or fatal if
inhaled or swallowed. See Annex A1.) X4.3.12.2 Unscrew the cap from the body, remove the
plastic cup, and clean the emulsion deposits from all of the
X4.3.10 Intake Mixture Manifold: pieces.
X4.3.10.1 Disassemble the manifold heater assembly from X4.3.12.3 Inspect the cup, and if the surface of the open
the manifold. edge is rounded rather than square, replace the cup.
X4.3.10.2 Carefully remove the deposits from all heater X4.3.12.4 Rinse the components using a petroleum based
blade surfaces. solvent or kerosine and reassemble them on the engine.
X4.3.10.3 Clean the internal passage of the manifold. (Warning—Petroleum based solvent is flammable and its
X4.3.10.4 Clean and inspect the intake mixture thermom- vapors are harmful if inhaled. Vapors may cause flash fire. See
eter assembly. Appendix X2.) (Warning—Kerosine is combustible and its
X4.3.10.5 Reassemble the manifold heater assembly in the vapors are harmful. See Annex A1.)
manifold.
X4.3.13 Crankcase Oil Change:
X4.3.11 Reassembly Procedures: X4.3.13.1 Drain the used oil and add new SAE 30 Grade
X4.3.11.1 Install the piston, piston pin, and pin retainers on engine crankcase lubricating oil.
the connecting rod. Lubricate the rings with SAE 30 Grade X4.3.13.2 It is recommended that the crankcase lubricating
engine crankcase oil. oil be changed at intervals of approximately 50 h of engine
X4.3.11.2 Reassemble the cylinder in the clamping sleeve operation and at the time of each top overhaul.
so that the skirt of the cylinder extends at least 1⁄4 in. past the X4.3.13.3 It is recommended that the oil filter cartridge be
bottom of the sleeve. Check that the proper number of worm changed at the time of every other oil change.
shaft shims are used so that the worm shaft end play is minimal
(typically 1⁄8 turn of the shaft). X4.4 Engine Starting Preparations—See Appendix X3.

58
D2700 − 19
X4.5 Crankcase/Unit Inspection: precautions, avoid over tightening the four control valve body
X4.5.1 Crankcase—Inspect the crankcase periodically as fastening bolts to prevent valve body distortion and restriction
follows: of the plunger movement.)
X4.5.1.1 Turn off the electrical power circuits to the engine X4.5.1.9 Inspect the outer crankcase surfaces for indications
and unit. of oil seal leakage which may require extensive maintenance or
crankcase rebuilding.
X4.5.1.2 Drain the crankcase lubricating oil and clean the
crankcase sump using a petroleum based solvent. X4.5.2 Power Absorption Motor—Inspect the power ab-
X4.5.1.3 Disassemble the oil suction screen assembly and sorption motor annually as follows:
clean the components. X4.5.2.1 Turn off all the electrical power circuits to the
X4.5.1.4 Disassemble the crankcase breather body from the engine and unit.
crankcase door and clean the internal passage and baffles. X4.5.2.2 Check the condition and tension of the drive belts.
X4.5.1.5 Disassemble the connecting rod from the crank- Replace belts as required and adjust the motor position to
shaft. Inspect the big end bearing shells and replace if wear is achieve proper belt tension.
indicated. Reassemble the connecting rod and torque the cap X4.5.2.3 Remove dust and dirt from the end bell openings
bolts as specified in Annex A2, Table A2.1. using low pressure compressed air.
X4.5.1.6 Disassemble the valve lifters from the top of the X4.5.3 Safety Cutoff Checks:
crankcase, clean, inspect, and if necessary, replace worn X4.5.3.1 High Coolant Temperature Switch—After shutting
assembly components. off the cooling water to the condenser coil, the engine should
X4.5.1.7 Approximate the rear main bearing clearance by stop within 1 min. Check and adjust the thermal switch set
dial indicator measurement of the movement of the crankcase point as required.
edge of the flywheel outer surface. Measure with the flywheel X4.5.3.2 Low Oil Pressure Switch—When starting the
at rest and then with the flywheel lifted using an appropriate engine, release of the momentary start switch before the oil
lever. If the difference in the measurements exceeds 0.006 in., pressure reaches approximately 138 kPa (20 psi) should result
crankcase rebuilding is recommended. in unit shut down.
X4.5.1.8 Disassemble the oil pressure control valve X4.5.3.3 Electrical Interlock—Disconnecting either the
assembly, solvent clean, inspect for worn components and single phase or three phase power at the appropriate supply
replace as required. (Warning—In addition to other switch should cause unit shut down.
SUMMARY OF CHANGES
Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D2700 – 18a) that may impact the use of this standard. (Approved June 1, 2019.)
--`,,,``,,,`,```,`,,`,,`-`-``,```,,,`---
(1) Revised subsection 3.1.29, standard knock intensity, and (2) Added new subsection 7.4.3.
removed standard knock intensity, digital.
(D2700 – 18) that may impact the use of this standard. (Approved Dec. 1, 2018.)
(1) Added Practice E29 to Referenced Documents. (3) Revised Table A4.9.
(2) Added new subsection 1.4.
(D2700 – 16a) that may impact the use of this standard. (Approved April 1, 2018.)
(1) Added new Note 2 to Table A3.3.

(2) Added new subsection 12.2.2.5 and Note 4.
(3) Replaced withdrawn Test Method D2360 with Test Method
D7504 in Referenced Documents and in the footnote of
subsection 8.5.

59
D2700 − 19
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This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

Standard Test Method for

1. Scope* 1.4 For purposes of determining conformance with all

Motor octane number range. Typical commercial fuels pro-

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

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A—Air humidifier tube G—Oil Filter

FIG. 1 Motor Method Test Engine Assembly

19⁄32 ; 500 m to 1000 m (3300 ft)

3⁄4 ; over 1000 m (3300 ft)

Ignition Electronically triggered condenser discharge

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FIG. 2 Actual Compression Pressure for Setting Cylinder Height

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11.3.4 Adjust the meter reading dial of the detonation meter

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FIG. 7 Example of OA Knock Curve FIG. 8 Example of Octane Number Calculations

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A1. HAZARDS INFORMATION

A1.1 Introduction A1.3.1.6 Iso octane

A1.3.1.2 Aviation spark-ignition engine fuel A1.4.1.3 Dilute tetraethyllead

A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS

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FIG. A2.1 Camshaft Timing Diagram

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FIG. A2.2 C.R. Digital Counter

provides compensated values for knock test units operated at

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TABLE A2.1 Torque Specification Values

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FIG. A2.5 Block Diagram of Knock Measurement System

FIG. A2.6 Typical Detonation Meter Spread Characteristic

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FIG. A2.7 501C Detonation Meter—Front Panel

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A3. REFERENCE FUEL BLENDING TABLES

A3.1 See Tables A3.1-A3.4.

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O.N. s a b o v e 100d 5 100

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