ad-ao09 engine-fuel lubricant compatibility tests on using high sulfur...

AD-AO09 527

ENGINE-FUEL LUBRICANT COMPATIBILITY TESTS ONMIL-L-2104C OILS USING ENGINE MODEL 6V53T ANDHIGH SULFUR FUEL

E. A. Frame, et al

Southwest Research Instutite

Prepared for:

Army Mobility Equipment Research and Development Center

September 1974

DISTRIBUTED BY:

National Technical Information ServiceU. S. DEPARTMENT OF COMMERCE

--- I II I I I l ill..IIII >.-z

ENGINE-FUEL-LUBRICANTo COMPATIBILITY TESTS ON MIL-L-2104CoOILS USING ENGINE MODEL

m.c 6V53T AND HIGH SULFUR FUELINTERIM REPORT

AFLRL NO. 26 D

by

E. A. Frame [ 1175

S. J. Lestz U tA. A. Johnston D

Approved for public release; distribution unlimited

Prepared by f

U. S. Army Fuels and Lubricants Research LaboratorySouthwest Research Institute

San Antonio, Texas

under contract to

U. S. Army Mobility Equipment Research Development Center

Petroleum & Materials DepartmentFt. Belvoir, Virginia

Contract No. DAAK02-73-C-0221

September 1974Reproduced by

NATIONAL TECHNICALINFORMATION SERVICE

US O.pflrmnt 0 CommerceSpringfield, VA. 22151

UNCLASSIFIEDSECURITY CLASSIFICATION 0O, THIS PAGE (Whien Date a reed)

READ INSTRUCTIONSREPORT DCUMENTATION PAGE BEFORE COMPLETING FOR"

I. REPOT NUMB. GOVT ACCESSION NO: S. RECIPIENT'S CAT ALOG NUMBER

4. TITLE (and Subtitle) S. TYPE OF REPORT 6 PERIOD COVERED

Engine.Fuel.Lubricant Compatibility Tests onMIL.L-2104C Oils Using Engine Model 6V53T June 1973-September 1973

and High Sulfur Fuel 6 PERFORMING ORG. REPORT NUMBER

_____________________________________ AFLRL No. 267. AUTH4OR(#) I. CONTRACT OR GRANT %,UNSER(a)

Frame, E. A.Lestz, S. J. DAAD.05-70.C-0250Johnston, A. A.

9PERFORMING ORGANIZATION NAME AND ADDRESS 10. PROGRAM ELEMENT. PROJECT. TASKC

U.S. Army Fuels & Lubricants AE OKUI UBR

Research Laboratory, Southwest Research Institute8500 Culebra Road, San Antonio, Texas 78284

11. CONTROLLING OFFICE NAMIE AND ADDRESS 12. REPORT DATE

USA Mobility Equipment Research September 1974& Development Center, STSFB-GL 13. HNGER OF PAGES

Ft. Belvoir, Virginia 22060 _______________

14. MONITORING AGENCY NAME IAOORIESS(Il different from Controling Office) IS. SECURITY CLASS. (of tis~ report)

UnclassifiedISo. DECLASSIFICATION/Dow#IGr11AOING

SCHEDULE

IS. 015 TRIOUTION STATEMENT (of tisl Report)

Approved for Public Release; Distribution UnlimitedD D C

17. DISTRIGUTION ST ATEMENT (*I the abstract entered in Block 20, If diffet., fromi Ropr)

1S. SUPPLEMENTARY NO0TESteproduced by

NATIONAL TECHNICALINFORMATION SERVICE

US bep'flrI ot C-m.,ceSprmotb.ld, VA. 22151

It- KEY WORDS (C"ntlnu* On reverse Bid* It neeeesalv and Identify by block number)

Corrosive Engine Wear Two-Cycle Diesel

20. ABSTRACT (Continue on revere. eide It neceeeery and idetitfy by' block number)

cycle~~~~~~ ~~~ SECeRIl CeASIICAnO OFde THIST wAGn sujce(oaagtd2Ghorlbrtrydnmmtren duancred

UNCLASSIFIEDSECURITY CLASUNFiCASOW11 OF T1415 PAE(3bw DWS 101"WO

with REO 203 lubricant. Based upon this performance, the 1.2% natural sulfur fuel was judged incompatible

with the two-cycle diesel engine, model 6V53T. A recommendation for additional engine testing is made.

Ii UNCLASSIFIEDSECURITY CLASSIFICATION OF THIS PACg(39,.., DW& Ent'ed)

IV AL muffWsa

The fuilu in this report are not to be construed as an official Department of the Armyposition wilen so designated by other authorized docuaments.

Trade names cited in t repart do not constitute an official endorsement or approval ofthe use of such comnmercial hardware or software.

DIX Ava"abky Notice

Qualified requetors may obtain copies of this report from Defense DocumentationCenter, Cameron Station, Alexandria, Virginia 22314.

Disposition Instructions

Destroy this report when no longer needed. Do not return it to the originator.

FOREWORD fThe work reported herein was conducted at the U.S. Army Fuels and Lubricants Research Labora-

tory (USAFLRL). located at Southwest Research Institute, San Antonio, Texas, under ContractDAAK02-73-C-0221 during the period June 1973 through September 1973. The contract monitor was Mr.C. F. Schwarz, USA MERDC, Coating and Chemical Laboratory STSFB-GL, Aberdeen Proving Ground,Maryland. Project technical monitors were Messrs. M.E. LePera and T.C. Bowen, also of that office. Currentcontract monitor is Mi. F.W. Schaekel, USAMERDC, STSFB-GL, Ft. Belvoir, Virginia.

T-R."

TABLE OF CONTENTS

LIST OF ILLUSTRATIONS . . . . . . . . . . . . . . . . . . . . ... 4

LIST OF TABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1. INTRODUCTION...............................5

11. DETAILS r 1E TEST . . ....... . . .. .. .. .. .. .. S5

A. Test Engine.................................5B. Test Fuel .......... .. .. .. .. .. .. .. .. 5C. Test Lubricants . . . .. . .. .. .. .. .. .. .. . .8

D. Test Technique..................................8

11111. DISCUSSION . . .. .. .. .. .. .. .. .. .. .. .. .... 10

A. Performance of DFM (High-Sulfur Fuel) and REQ 205 Lubricant (High-Ash)-TestNo.6......................................II

8. Performance of DFM (High-Sulfur Fuel) and REQ 203 Lubricant (Low-Ash)-TestNo.7.....................................16

IV. CONCLUSIONS....................................17

V. RECOMMENDATIONS.................................18

VI. STATUS OF PROGRAM ............................... .... 18

ViI. ACKNOWLEDGEMENT.............................s

Vill. REFERENCES.................................. . .18

APPENDICES

I-Compatibility Test Procedure Wheeled-Vehicle Test Cycle 6V53T Engine .. ...... 21Il-CRC Guidance...................................31Ill -Test Number 6.................................35IV-Test Number 7 .. ............................. 79V-CRC Army Combat Engine Fuels and Lubricants Group Inspection Results ....... 123

DISTRIBUTION LIST ... . . . . .. .. .. .. .. .. .. .. .... 121)

3 Preceding page blank

LIST OF ILLUSTRATIONS

Figure Page

I M551 Armored Reconnaissance/Airborne Assault Vehicle-"Sheridan ........ 6

2 Diesel Engine Model 6V53T Test Facility . . .7

3 Damaged and Adjacent Exhaust Valves (Test No. 6) ... ........... . 12

LIST OF TABLES

Table Page

I 6V53T Engine Characteristics . . . . . . . . . . . . . . . . 6

2 Analysis of Test Fuels ..................... ........... 7

3 Comparison of Test Lubricant Property Data with MIL-L-2104C Requirements 8

4 6V53T Engine Operating Conditions .... .................... 9

5 6V53T Compatibility Test Summary ........ ................ 10

6 Summary of Operating Data ......... ................... I!

7 Piston Ping Freedom ..... ..................... 12

8 Piston Ring Groove Deposits Back of Groove: Percent Carbon Filling ..... .. 12

9 Piston Groove- Inside Diameter Percent Ring Supporting Carbon ......... .. 13

10 Piston -F" Rating Demerits ....... ................... .. 13

II Piston Skirt Deposit Demerits ...... .................. 14

12 Cylinder Liner Scuffing Percent Total Ring-Travel Area Scuffed ........ . 14

13 Piston Ring Gap Change .......... .................... 15

14 Cylinder Liner Diameter Change ...... ................... 15

15 Test Fuel Analyses ........ ...................... 16

16 Lubricant Analyses ........ ...................... 17

4

I. INTRODUCTION

The Department of Defense (DoD) must procure many different types of petroleum fuels to meet therequirements of its military ground, air, and marine equipment. Operation outside the continental UnitedStates increases the complexity of fuel logistics because of the wide geographical scatter of the U.S. militaryinstallations. Therefore, standardization of fuel requirements between the services and between alliedcountries has been a continuing subject of discussion and study. The problem of U.S. Army fuel standard-ization within the NATO complex has been primarily in the area of diesel fuel requirements; namely, theU.S. Army providing diesel fuels meetingVV-F-800a, DFI/DF2, whereas the other NATO countries haveinterchangeability agreemer,,s for using NATO F-54 which is similar to MIL-F-1 6884F.0 )* Both F-54 andMIL-F-16884F h3ve spec'fication limits that permit higher sulfur and higher distillation values (90%-EP);characteristics tha, m',y cause increased wear/deposition in two-cycle diesel engines within the militaryinventory. Prior to AMC permitting the use of a high-sulfur fuel in lieu of VV-F-800a, additional enginedata were d~..rej upon which a sound judgment could be made. To this end, it was decided to undertakethe engine tests reported herein. -

II. DETAILS OF THE TEST

A. Test Engine

The engine used in this program was the 6V53T, whose characteristics are shown in Table I. End usefor this engine is the M55 I-Sheridan, Armored Reconnaissance/Airborne Assault Vehicle, Full Tracked,152mm; a picture of which is shown in Figure 1. The 6V53T engine was selected because it is typical of onefamily of two-cycle diesel engines found in today's Army, i.e., the 6V53, 3-53, 8V71T, and 12V71Tengines that are used throughout the combat vehicle fleet. Specifically, this particular engine model wasselected for two reasons: (i) considerable lubricant-engine compatibility data had been accuini'ated in thisengire using MIL-L-2104C oils 2 ) , and (2) this is a highly stressed engine which is sensitive to variations infuel and lubricant quality and composition.03 )

The laboratory test stand (Figure 2) consisted of a 400 hp Midwest absorption dynamometer. Eaton'sDynamatic control chassis, and a Hagen pneumatic load transmitting/indicating load system. Combustionair is drawn into the engine through a stack of four dry-type automotive air filters inside a fiberglass-lined30-gallon barrel. Arctic anti-freeze (MIL-A-1 1755) used for jacket coolant is circulated by the enginecentrifugal-type water pump, with the thermostat mechanically blocked open to provide normal operati.nflow restriction. The throttle (governor-rack control) is operated by an air-powered diaphragm. Blow-by isvented through the rocker cover breather cap to a blow-by meter and then drawn into the air barrel inletwith the combustion air. resulting in 100% blow-by recycle.

B. Test Fuel

The hydrocarbon fuel was blended to generally conform to the specification limits of MilitarySpecification MIL-F-16884F. diesel fuel, marine (DfM). The upper limit of sulfur (1%) and distillation endpoint (EP 7250F) were selected to assure that tie fuel represented the most severe blend that might befound in the logistics system. Table 2 presents a comparison of the specification and procured fuel charac-teristics for thz high-sulfur fuel (DFM) and the reference No. 2 diesel fiel, which is a nominalVV-F-800a' 4 ) No. 2 diesel fuel conforming to the requirements established by Federal Test MethodStandard 791B, Method 341.4;15) and is a straight-run, mid-range natural sulfur fuel which is i1 anufacturedunder closely controlled refinery operation to minimize compositional deviations. A single batch of thislatter fuel was used to generate the engine-lubricant compatibility baseline data that are used for compari-son in this program. As noted from Table 2, the sulfur level of the procured diesel marine (DFM) type fuelwas higher than the specification limit by 0.2% weight, along with the distillation end point that was above

*Superwcripi numbers in parentheses indicate references at end of report.

5

TABLE 1. 6V53T ENGINE CHARACTFRISTICS

Engine type Turbocharged, two-cycle compressionignition, direct injection uniflowscavenging

Weight, lb (Dry) 1092

Number of cylinders, arrangement 6, V

Displacement, cu. in. 318

Bore and stroke, in. 3-7/8 x 4-1/2

Cylinder block material Aluminum, with cast iron liners

Rated brake horsepower 300 at 2800 rpm, at 60'F and29.92 in. Hg

Maximum torque, lb-ft 615 at 2200 rpm

Compression ratio 17 to 1

Fuel system Unit injectors (N 70, needle valve),primary and secondary engine filters

Governor Limiting speed, double weight

Oil su.ap capacity, gal 5

Oil filter Full-flow single filter

Oil cooling Integral heat exchanger using100% jacket-coolant flow

Piston description

Material design Cast iron, trunk type

Ring configuration I -Fire ring (rectangular)3-Compression rings (rectangular)2-Oil rings

Oil spray cooled Yes, from top of connecting rod

FIGURE I. M55I ARMORED RECONNAISSANCE/AIRBORNE ASSAULT VEHICLE-"SHERIDAN

6

TABLE 2. ANALYSIS OF TEST FUELS

PrpryRef No. 2 DF MIL-F-16884F (D)FM)

Pr~ery Test fuel Specificationa Test fuel Specif'icationa

API gravity 33.2 Record 34.1 RecordViscobity at I100 0 F, Cs 3.20 1.6-4.5 3.66 52.1-6.0Flash point,.0 F 185 100min 190 140minCloud point, 'F +23 Record +30 + 10 maxPour point, *F +18 20 max +10 0OmaxWater and sediment 0.0 0.05 max 0 0.01 maxCarbon residue,.% 0.10 0.20 max 0.14 0.20 maxLamp sulfur, % 0.415 0.35min 1.20 1.00 maxAc~d nu. 0.108 Record 0.18 0.50 maxAniline no., 'F 145 Record I50 RecordCopper corrsion IA No. 2 max ND I maxDistillation, 0F I1BP 410 Record 399 NR100/ 468 Record 447 NR50%0 519 500 min 533 Record90% 603 600-640 679 675 maxEP 689 650-690 744 725 max

Cetane number 4b 40-45 50.5 47 minHigher heating value,

Btu/lb 19,550c Record 18,960 NRAccelerated stability,

total insolubles, mg/100 M2 2.1 NR 1.50 2.5 max

A~h, % 0.006 0.01 max ND NRN: - Not determined.NR -Aot required.

aSection 4.1, Method 341.7, FTM Std. 791B1.bCalculated Cetane Index.cCalculated higher value from gravity, viscosity, and distillation properties.

FIGURE 2. DIESEL ENGINE MODEL 6V53TTEST FACILITY

the desired limit by 19'F. Since this fuel procurement was not obtained from a normal refinery run, thesedeviations from the specification were permitted. The fuel was analyzed when received, between the firstand second test and after the final engine run, to define changes in the fuel characteristics which mightcontribute or detract from the final engine deposit/wear results. These data are reported in the ProgramDetail Section.

C. Test Lubricants

The two lubricants used in this program were furnished by the U.S. Army Coating and ChemicalLaboratory (C&CL), designated REO 205 and REO 203.* Both lubricants meet the requirements estab-lished in U.S. Military Specification MIL-L-2104C. 6) Comparison of property data of the oils with MIL-L-2104C requirements is presented in Table 3. These lubricants were selected for this program for three

specific reasons: (1) both had been previously evaluated in the 6V53T diesel engine using the reference

TABLE 3. COMPARISON OF TEST LUBRICANT PROPERTY DATAWITH MIL-L-2104C REQUIREMENTS

Property REO 205 REO 203 MIL-L-2104C

Gravity, 'API 27.3 27.4 ReportFlash point, 'F 460 465 425 minViscosity, CST

at 210'F 12.93 12.61 9.6-12.9at 100°F 126.7 121.6 Report

Viscosity index 101 94 75 minPour point, 'F -5 -5 0 (max)Carbon residue, % 1.60 1.19 ReportSulfated ash, % 1.75 0.93 RepcrtTotal acid no. 3.0 3.6 ReportTotal base no. 12.5 5.4 ReportAdditive. % wt

Zn 0.093 0.093 ReportCa 0.44 0.24 ReportBa Nil Nil Report

No. 2 diesel fuel, (2) they represent high- an6 low-ash additive package formulations similar to oils whichmay be procured by the military under MIL-L-2104C, and (3) tl, manufacturer of the 6V53T engine rec-ommends use of a low-ash oil (1.00% wt maximum) with fuel having a sulfur content of up to 0.500%weight, and a high-ash oil (up to 1.50% wt) when using a high-sulfur fuel. REO 203 was formulated as a"Universal Oil" to meet the American Petroleum Institute (API) service classification CD/SE (7), whileREO 205 was formulated primarily to meet API classification, CD.

D. Test Technioue

A laboratory test technique, previously developed by the Army in cooperation with the CoordinatingResearch Council (CRC)( 8), was selected for the DFM program. This techn:iue involves cyclic endurancetesting of the vehicle engine on a laboratory dynamometer stand for 2 10 hr, which is designed to correlatewith 20,000 miles field service for a tactical, wheeled vehicle. Compatibility of the engine-fuel-lubricantsystem is judged on: (1) the ability of the test engine to maintain performance throughout the cycle-(2) wear developed in engine components. (3) accumulation of fuel and lubricant related engine deposits;and (4) the physical and chemical condition of the lubricant as monitored throughout the test.

Even though the M55 I is a full-track-laying vehicle, it was d -ided that the wheeled-vehicle test cyclefor the 6V53T engine would be used because of the prior experience (2,9.10 ) using this test cycle with theMilitary two-cycle diesel engine. Additionally. the data obtained using this cycle operating on referenceNo. 2 diesel fuel(2) provided a baseline for the DFM program. The details of the wheeled-vehicle

*Theie lubricant% were originally identified a ('('L-.L-758 and L-759 respectively.

18

compatibility test cycle, as applied to the 6V53T engine, are given in Appendix I. The procedure as shownreflects the comments and suggestions provided by the CRC Army Combat Engines Fuels and LubricantsGroup. The substance of the CRC guidance is based on a group meeting held 24 August 1O72 and ispresented in Appendix II. The current procedure is essentially the same as the one used in References 2, 9,and 10, except that glycol coolant (arctic antifreeze, MIL-A-1 1755) was used in the current series of tests.A summary of the current test procedure is as follows:

Clean, measure, and rebuild test engine using new cylinder liners, pistons, piston rings, connect-ing rod, and main bearing inserts, in accordance with standardized buildup procedures specifiedby appropriate Army Technical Manuals' I. 2) or engine manufacturer bulletins. 3)

0 Run-in the engine and perform ful-load performance calibration using reference No. 2 DF.

• Flush fuel system and conduct full-load performance calibration using test fuel (DFM).

• Conduct compatibility enduance test; operating conditions are summarized in 'cable 4.

* Perf )rm post-test full-load performance calibration.

0 Disassemble. ;rspect, and rate in accordance with CRC Diesel Manual No. 5,P 4) and remeasureengine.

Detailed baseline test data using reference No. 2 diesel fuel (Test Nos. two and three) wereappended to the report of reference 2 and are not included in this report. Detailcd test data for Test

TABLE 4. 6V53T ENGINE OPERATING CONDITIONS

Parameter Limits; or settings, forPower mode Idle mode

Speed. rpm 2800 * 20 650 ItIuel flow

Typical, lb/min, (2 lb wt/time) 2.07 (107 (use 2 o7)Iuel/cycle. mm 3

67 69Revolutions/2 lb 26811 5)Time/2 lb 0.965 0 1.1135 -

Obs Blip outptt 282 30))Jacket-out., 1 1t) 2 tO 2Coolant a l. I 8 12 2 3Oil sump. 1. 25),. maxFuel temp & filler. I 90)1 5I-uel pressure, range, psi 55 71 7)) maxCompressor suction, clean filter.

inches water 6. ttmax(ompressor suction, dirty filter.

inches water 12.) moaxLxhaust back pressure

(after turbo). inches Ig, 2.3Crankcase presiurc. inches witer 6.0t maxOil pressure, psi 32 o',, 5 minBlowhy 11"%. ( I II I 1S0) max

lest duration 21)) hrOil drains NoneOil level titcok\ and addiltos I-very 14 hrOil saiplc, I vcry 14 hrAirh,,\ Inspetmn Nine

LU)

L7

Nos. 6 and 7, using high-sulfur fuel (DFM), are found in Appendices III and IV. Each appendix in-cludes the following information:

(I) Summary of Buildup Measurements

(2) Summary of Operating Data

a Power performance before test

h. Tabulated data for power mode, idh, mode, and record of unscheduled shutdowns

c. Plotted operating data

(3) Used-Lubricant Analyses

(4) Wear Measurements

(5) Deposit Ratings and Parts Description (in accordance with CRC Rating Manual No. 5)

(6) Photographs of the "average" and "'worst" cylinder assemblies from a deposit standpoint(designated by the CRC Army Combat Engines, Fuels, and Lubricants Performance Group)

Only summary and comparative data necessary to establish engine and lubricant performance arepresented in the discussion section of the report (Tables 6 through 16 and Figure 3). Fo: detailed test data,the reader is referred to Appendices Ill and IV.

The CRC Combat Engines, Fuels, and Lubricants Group inspected thf pistons, piston rings, cylinderliners, and connecting rod and main bearing inserts at the U.S. Army Fu~ls and Lubricants ResearchLaboratory on 14-15 February 1974. Appendix V contains a summary of the inspection results relevant tothe fuel sulfur level and its compatibility with the 6V53T engine.

III. DISCUSSION

Four 6V53T engine-fuel-lubricant compatibility tests, using the 210-hr wheeled--ehicle test cycle,form the basis of the current program. A summary of the four tests is shown in Table 5. Note in Table 5

TABLE S. 6V53T COMPATIBILITY TEST SUMMARY

Test Date Engine OReason forno. completed no. codes hours stopping test

Reference no. 2 diesel fuel (0. 42%-S)

2 20 Dec 72 6D36804-14 REO 203 210 Completed test

3 16 Jan 73 6D5084-4 REO 205 209.5 OK -(exhaust valveseat breakage in

cylinder 2R)

DFM (I. 2%-S)

18 Jun 73 6D5084-6 REO 205 194 Power loss; burnede:.h. valve-2t.

6 Aug 73 6D5204-1 REO 203 196 Rising crankcasepressure & blow-by

flow

10

that Test Nos. 2 and 3 provide the baseline data for comparison with the current high-sulfur fuel (DFM)test results (Tests 6 and 7).

A. Performance of DFM (High-Sulfur Fuel) and REO 205 Lubricant (High-Asb)-TestNo. 6

Engine operation was held within the desired performance envelope through 13 engine cycles,182 hours (Table 6). During the fourteenth cycle, increasing exhaust temperature and power loss requiredtest termination at 194 hours without obtaining a final power curve. The engine was disassembled and uponinspection of the valve train, a burned exhaust valve in cylinder No. 2 on the left bank was found. Nodamage to the cylinder, piston, or turbo-charger was noted, and all other cylinders appeared normal.

Figure 3 shows the valve compared with a sister valve and valves from adjacent cylinders. Deposit and wearmeasurements were then completed on all engine parts required by the test plan.

Piston ring freedom (Table 7) was less than when using reference No. 2 diesel fuel. This lack offreedom was reflected in both piston ring groove deposits (Table 8) and piston ring groove supportingcarbon (Table 9). However, when tests Nos. 3 and 6 are compared (Table 10), using the proposed CRC

TABLE 6. SUMMARY OF OPERATING DATA

Power modeREO 205 REO 203

Parameters DFM Ref No. 2 DF DFM Ref No. 2 DFTest no. 6 Test no. 3 Test no. 7 Test no. 2

Max Avg Max Avg Max Avg Max Avg

Engine speed, rpm, 2800 ± 20 2800 2800 2800 2800 2800 2800 2800 2800Load, lb 428 421 440 432 428 421 435 431BHP, obs. (2800/4100) x load 292 288 300 297 292 287 297 294Fuel/cycle, mm' 68.1 67.3 67.7 67.1 68.4 67.6 68.2 67.1Fuel rate, lb/min 2.08 2.06 2.09 2.07 2.09 2.06 2.10 2.07Oil consumption, lb/hr avg for - 0.52 - 0.49 - 0.52 - 0.66

test duration 194 hr 209.5 hr 196 hr 210 hr

Temperatures, 'F

Jacket-in 171 170 174 172 174 170 176 172Jacket-out, 180+5 182 181 184 181 186 181 184 181Oil sump 238 237 236 234 240 236 246 238Inlet air (compressor) 101 95 94 79 114 99 96 83Airbox 287 282 281 270 300 290 304 291Exhaust before turbo 1060 1050 1060 1035 1100 1070 1090 1060Exhaust after turbo 900 880 900 860 930 900 920 885Fuel at filter (secondary) 91 89 82 78 tOo 90 83 90f

Pressures

Compressor suction, in. H, 0 10.8 6.9 11.2 7.1 12.9 8.0 11.2 7.2Compressor discharge, in. Hg 24.7 23.8 24.2 23.4 24.3 23.0 24.0 23.2Blower discharge (airbox), in. Hg 36.7 35.7 38.7 37.0 37.7 35.8 38.5 37.0Crankcase, dipstick tube, in. H2 0 4.7 4.2 5.0 4.5 6.0 5.4 4.2 3.5Exhaust before turbo, in. Hig 26.3 25.7 26.7 25.9 26.9 25.0 26.7 25.9Exhaust after turbo, in. Hg 2.2 2.1 2.2 2.2 2.9 1.9 2.2 2.1Oil gallery, psi 43 41.7 42.7 41.8 41.5 40.8 36.2 35.4Fuel at filter, psi 72 69.8 74.5 73.6 71.0 69.6 72 72Blow-by flow, cfh at 29.92 in. fig

and 115'1: 9001 850 1100 1020 10)30 910 900 790

Record of unscheduled shutdowns None None None a

a Repair oil leak at filter housing & flush main heat exchanger--24 hours total

Ii I

R1

TABLE 7. PISTON RING FREEDOM TABLE & PISTON RING GROOVE DEPOSITS BACKOF GROOVE: PERCENT CARBON FILLING

DFM Ref No. 2 DFCold stuck Hot Cold stuck Hot Ref No. 2 DFNo. Free Free&Idstuk Ring -- a-gw:-0]e & pinched stuck & pinched xstuc Rn Avg MRaeAvg Avg

No. 20x No. (w/o Max) /o max)IREO 205RREO 205

3 1 a b I 02 5 0 1 6 0 0 1 100 (3) 5.8 15 21 63 5 1 0 6 0 0 2 100a(1) 77 72 90 72 684 6 0 0 6 0 0 3 100'(1) 27 12 40 19 15

Total 19 2 3 23 0 1a 4 10 2 1 3 1 <I

REO 203 REO 203

I 6 0 0 6 0 0 1 3 1 1 15 7 52 6 0 0 6 0 0 2 85 63 59 75 70 693 6 0 0 6 0 0 3 20 12 11 5 4 34 6 0 0 6 0 0 4 0 0 0 0 0 0

Total 24 0 0 24 0 0astuck = 100% volume fill.

aValve Failure bNumbers in parentheses indicate number stuck.

FIGURE 3. DAMAGED AND ADJACENT EXHAUST VALVES (Test No. 6)

"F"-rating method"1 5), the total 6-cylinder demerit deposit rating was slightly less (cleaner) when DFMfuel was used. This is because the "F"-rating method does not include cylinders with stuck rings incalculating the deposit ratings. Thus, test No. 6, with several stuck rings, gave a cleaner rating using thismethod. In all cases, ring No. I is the top ring, also referred to as the fire ring. Piston skirt deposits(Table 1 I) were essentially the same as those formed when using the reference fuel. Intake port depositswere found to be twice the level (3% vs 1.5%) of that observed in the test using reference fuel.

Wear was generally the opposite of the deposit trend; i.e., cylinder liner scuffing (Table 12), pistonring gap change (Table 13). and cylinder liner diameter change (Table 14) decreased when using the DFMinstead of the reference No. 2 diesel fuel.

12

TABLE 9. PISTON GROOVE-INSIDE DIAMETERPERCENT RING SUPPORTING CARBON

DFM Ref No. 2 DFPosition Max Av Avg Max Av tw/o max)

Mx Avgax) ax

REO 205

Ring no. I

Thrust I0oa( 3)b 50 0 10On(I) 17 0Rear 1ooa(3) 57 13 Iooa(I ) 17 0Antithrust 1ooa(3) 57 13 !00a(I) 17 0Front 100a(3) 53 7 100a(I) 17 0

Ring no. 2

Thrust lOOa(l) 49 39 100 49 24Rear looa( I ) 68 5 ! 90 42 32Antithrust Iooa(I) 76 52 100 64 56Front 10a(2) 43 100 57 48

REO 203

Ring no. I

Thrust 0 0 0 0 0 0Rear 0 0 0 0 0 0Antithrust 0 0 0 0 (0 0Front 0 0 0 0 0 0

Ring no. 2

Thrust 90 63 so 80 36 27Rear 85 52 45 60 18 9Antithrust 100 58 49 100 49 39Front 90 37 26 70 38 31aStuck = 100% volume fill.bNumber in parentheses indicate number stuck.

TABLE 10. PISTON 'F" RATINGa DEMERITS

REO 205 RIO 203

-De merit DFM Ref no. 2 DI: DIM Ref no. 2 DITest no/'rest hr

6/194 3/209.5 7 196 21210

Minimum cylinder 8 0 b 160c 133 131Maximum cylinder 280 210 189 168Average cylinder 175 197 148 IsOTotal cylinder 1048 I 183 89o 89q

aProposed CRC F-Rating Method for Total Demerits (0= Clean)-Location Factor not used; Piston Skirt Demerit not included.bFire rings not removed from cyls IR, IL, 3L, & 3L Top C/R, otherwisemin was 187.CFire ring not removed from cyl 2R, otherwise min was 198.

13

TABLE I1. PISTON SKIRT DEPOSIT DEMERITS

DF)M Ref no. 2 DFPosition Avg Avg

Positi M1 (w/o mamx)

REO 205

Thrust 4.2 3.5 3.3 4.8 4.4 4.3Antithrust 4.2 3.7 3.6 5.0 4.4 4.3Avg T & AT 3.6 3.5 4.4 4.3

REO 203

Thrust 4.1 4.0 3.9 4.5 4.2 4.1Antithrust 4.1 3.9 3.8 3.8 3.6 3.6Avg T & AT 4.0 3.9 - 3.9 3.9

TABLE 12. CYLINDER LINER SCUFFING PERCENT COMPRESSIONRING-TRAVEL AREA SCUFFED

DI )I Ref no. 2 Di:Area scuffed I Avg I Avg

M aAvg (o max)Are scffe Ma Av (w/o max)

REO 205

Thrust 35 13 9 40 Is 10Antithrust 25 13 10 40 12 7

Total area 25 13 10 40 14 8Glazed deposits 60 44 41 55 31 29Lacquered deposits 35 28 23 15 9 8

RiO 203

Thrust 30 13 I0 15 5 3

Anttthrust 30 14 II 5 2 2Total area 25 14 II 8.5 4 3Glazed deposits 70 54 51 25 19 13Lacquer deposits 35 23 21 12 9 9

Fuel analyses following completion of the test (Table 15 dated IS June 1973) provide no indication

of major fuel degradation. even though the fuel injection system recycles approximately 50% of the fuel

back to the storage tank. This causes the fuel to undergo a cyclic heating to approximately 160'F withcooling to 80F.

Final oil analyses (Table 16) were comparable to the results obtained on the oil when using referenceNo. 2 diesel fuel. Origin of the tin (33 ppm) is not known and reexamination of the engine did not clarifythis point.

Overall, the use of the DFM appeared to increase ring tone and combustion chamber deposits, anexpected result due to the fuel's high distillation end-point. The piston ring surfaces had undergone severeattack, due most likely to the high-sulfur content of the fuel, and apparently the oil could not inhibit thisaction. However. cylinder liner wear, oil degradation, scuffing, etc., were well controlled by the high-ashoil additive package, especially when considering that the fuel was on the extreme side of thespecification.

14

TABLE 13. PISTON RING GAP CHANGE

DFM Ref no. 2 DIFRingT A A M AvgNo. oAvg w/o max) (w/o max)

REO 205

ta 0.009 0,007 0.007 0.010 0.005 0.003

2b 0.004 0.003 0.003 0.0)07 0.005 0.0053 b 0.004 0.003 0.002 0.010 0.006 0.005

4 0.003 0.002 0.002 0.012 0.005 0.0045-7 0.014 0.010 0.009 0.036 0.015 0.011

REO 203

I 0.021 0.013 0.012 0.003 0.002 0.0022 0.005 0.004 0.004 (.003 0.002 0.002

3 0.006 0.004 0.003 0.004 0.002 0.0024 1.006 0(.(4 0.004 0.004 0.002 0.((02

5- 7 0.016 0.013 0.012 0.010 0.007 (.006

a3 struck rings not included.bIstruck ring not included.

TARLE 14. CYLINDER LINER DIAMETER CHANGE

DFM Ref no. 2 DI'Location Max Avg I Max Avg Avg

REO 205

Perpendicular to Crank

Top 0.0016 0.0012 0.0011 0.0(153 (.1025 I0.)020Middle 0.0007 0.0(0()4 0.0004 ((11 (.0010( (1.0010

Bottom 0.0003 0.0002 0.()1 1 0.0007 0.00(4 0.0003

Parallel to Crank

Top (.0 10 0.o(05 0.0004 1.0010 1.0006 0.0005Middle 0.(108 0.0002 (.001 .o0(1 ((10(6 f1(05Bottom 0.0003 0.001 0.001 0.0006 0.0003 0.0002

REO 203

Perpendicular to (rank

Top 0.0036 0.0026 0.0020 0.001(1 0.0008 0.00(7Middle 0.0013 0.0011 (1 .001(0 (.1 09 ((.0((17 ((,0 7

Bottom 0.0009 0.0007 0.0007 0.0003 0.0002 .1002

Parallel to Crank

Top 0.0015 0,0007 0.0006 ().0007 (.00(4 0.0004Middle 0.0011 0.0006 )(.0005 ().004 0.003 (.((102

Bottom 0.00(5 0.0003 .0(003 0.0010 11.0003 (1((12

Is

Property DFM5/24/73 6/18/73 8/6/73

API gravity, deg 34.1 33.6 33.7Viscosity at IO 0

F, cs 3.66 3.78 3.78TADLE 15. Flash point, 'F 190 - i80

Cloud point, 'F +30 - +33Pour point, 'F +10 - +28

Water + sediment Water=0 Water=O -Sed=Trace Sed=Trace -

Carbon residue % 0.14 0.12 0.21

Sulfur % 1.21 1.205 1.21Acid no. 0.18 0.21 0.19Aniline point, 'F 50 150 148.6Distillation, 'FIBP 399 402 382107, 447 448 454

50" 533 532 53890% 679 686 677EP 744 736 753

Accelerated gummg/l 00 me 1.5 0.6 1.2

Gross heating value

Btu/lb 18,960 -

B. Performance of DFM (High-Sulfur Fuel) and REO 203 Lubricant (Low-Ash)-Test No. 7

Engine operation remained within the desired performance envelope through 13 engine cycles(Table 6) as in Test No. 6; then, crankcase pressure began increasing. At the completion of the four-teenth cycle (196 hours), crankcase pressure and blow-by flow rate approached the maximum allowablelimitq. Experience(2, 3 ) had shown that rising crankcase pressure and blow-by flow rate are generallyindicative of pending severe piston scuffing and piston/liner seizure. Therefore, to assure engine integrity,the test was terminated, and no attempt was made to run the final power curve.

The engine was disassembled, and deposit/wear measurements were made. Generally ring freedomand deposition (Tables 7, 8, 9 and 11) showed little or no change from the rating levels recorded whenusing the reference fuel. The piston deposit ratings obtained using the "F" rating method (Table 10)confirmed the similar deposition severity of test No. 2 and No. 7. However, intake port deposits in-creased sir.-ifl-antly from one percent restriction in the test using reference fuel to 9% restriction in thetest using DFM.

In the cases of cylinder liner scuffing, piston ring gap change, and cylinder liner wear (Tables 12,13 and 14), all areas showed major increases over the test using reference fuel, and in most cases thewear rates reached levels comparable to those using REO 205 lubricant and reference fuel. Of majorsignificance, the fire-ring gap increased to a level over twice that experienced with REO 205 and thereference fuel (Table 13, ring No. 1). This wear was the reason for increased crankcase pressure.

Fuel analyses (Table 15, dated 6 August 1973) accomplished after the completion of Test No. 7showed no significant changes from the as-received condition. Lubricant analyses compared favorablywith the test results using reference fuel (Table 16).

Overall, the use of DFM with REO 203 showed increased wear, but no increased deposit formationexcept for intake port plugging. Again, as in Test No. 6, piston ring surface deterioration wasextreme, and the oil formulation appeared to be unable to inhibit the deterioration. Based on closeexamination of the engine, the remaining 14-hour cycle of the test might have been completed with-out major engine component failure.

16

TABLE 16. LUBRICANT ANALYSES

REQ 205 REQ 203Properties DFM Ref no. 2 DF DFM 1 Ref no. 2 DF

194 hirs 209. hirs 196 hrs 210 hirs

Viscosity, cs, IO0*F

Start 126.7 126.7 121.6 121.6End 136.5 147.1 137.8 130.1A 9.8 20.4 16.2 8.5

Viscosity. cs. 210°F

Start 12.93 12.93 12.61 12.61End 13.74 14.42 13.73 13.33A 0.8 1.49 [1.12 0.72

Total acid no.

Start 3.0 3.0 3.6 3.6End 4.0 4.9 4.5 4.4A1 1.0 1.9 0.9 0.8

Total base no.

Start 12.5 12.5 5.4 5.4End 10.9 12.2 3.8 5.6A -1.6 .0.3 -1.6 0.2

Carbon residue.

Start 1.69 1.69 1.19 .19End 2.55 2.56 1.85 1.66

A0.86 0.87 0.66 047

Sulfated ash. 9

Start 1.75 1.75 0.93 0.93End 2.17 2.27 1 .[)3 1.08A 0.42 0.52 0.10 0.15

Metals, ppm, end of test

Iron 136 14Tin 331 o 8 54Lead 20 24 29 10Chromium 0 I 0 1 0 2

IV. CONCLUSIONS

Marine Diesel Fuel (DFM, 1.2% sulfur) is judged incompatible for use with the current familyof military two-cycle diesel engines.

Use of DFM produces engine deterioration resulting in reduced performance, and possibleincreased maintenance, and reduction in engine life.

* The combination of high-ash lubricani (REO 205) and reference No. 2 diesel fuel producesborderline acceptable engine compatibility. Use of DFM with REO 205 produces majorincreases in ring sticking and ring face distress over an otherwise borderline acceptableperformance.

17

S The combination of low-ash lubricant (REO 203) and reference No. 2 diesel fuel produces thedesired high-level fuel-lubricant-engine compatibility; however, use of DFM with REO 203produces significant increases in engine wear, ring face distress, and intake port plugging.

V. RECOMMENDATIONS

As a result of recent meetings on interchangeability of diesel fuels, USAMC and allied nations haveestablished a maximum allowable sulfur content 1,& 0.7% for diesel fuel. Such a fuel (designatedNATO F-54) should be evaluated in a similar manner as the tests reported herein. These tests would providea set of data for fuels of intermediate sulfur content, which should help in defining the overall effects offuel sulfur content on two-cycle diesel engine performance.

VI. STATUS OF PROGRAMDuring the period from September, 1972, through July, 1974, 13 6V53T engine/lubricant/fuel com-

patibility tests were conducted at USAFLRL. In tests 1 through 5, MIL-L-2104C lubricants REO 203 andREO 205 were run once each and REO 204 three times, using the 210-hr wheeled-vehicle test cycle withthe reference No. 2 diesel fuel (0.42% natural sulfur). This work was reported in an interim report (AFLRLNo. 29).

Tests 6 (REO 205) and T, (REO 203), run on the 2 10-hr wheeled-vehicle cycle using DFM fuel (1.2%natural sulfur), are covered in this report.

Another interim report (AFLRL No. 37) covering tests 8, 9, and 10 is under preparation and will bepublished as soon as possible. Tests 8 (REO 203) and 9 (REO 205) were run on the 240-hr tracked-vehiclecycle using reference No. 2 diesel fuel. In test 10 another MIL-L-2104C lubricant (CCL-L-734) was run onthe 2 10-hr wheeled-vehiclee cycle using reference No. 2 diesel fuel (0.42% natural sulfur).

Test I I (REO 203) and tests 12 and 13 (both REO 205) were run on the 210-hr wheeled-vehiclecycle using a fuel with 0.70% natural sulfur which nominally met NATO F-54 requirements. The report ofthese tests is in preparation.

A final report will be issued covering all 13 6V53T engine compatibility tests in which the fuels,lubricants, and test cycle effects will be discussed. Also, this final report will tie in the results of the recentAVDS-1790-2A engine compatibility tests using the same MIL-L-2104C lubricants and reference No. 2diesel fuel.

VII. ACKNOWLEDGEMENT

The authors wish to acknowledge the assistance provided by Messrs. M.E. LePera and T.C. Bowen,project technical monitors at USA MERDC, STSFB-GL, and Mr. F.W. Schaekel of that office fn! hiscritical review, and to the engine and chemical laboratory staff at USAFLRL. Special recognition is made ofMr. D. C. Babcock, who took the special photographs, and Mr. J. L. Simpson who provided the necessaryexpert deposit rating assistance required in this program.

VIII. REFERENCES

I. U.S. Military Specification MIL-F-16884F, Amendment 2 "Fuel Oil, Diesel, Marine," 15 December1969.

2. "Engine-Lubricant Compatibility of Tests on MIL-L-2104C Oils Using Engine Model 6V53T," S.J.Lestz, USAFLRL Interim Report No. 29, AD785719, June 1974.

18

3. "Dev-,iopment of a Diesel Engine Test Technique for Evaluating Arctic Engine Oils," S.J. Lestz, a

Final Report. AFLRL No. 24, AD768901. September 1973.

4. Federal Specification W-F-800a, "Fuel Oil, Diesel," May 22, 1968.

5. Method 341. Federal Test Method Std. 79 1B, "Performance of Engine Lubricating Oils Under HighSpeed Supercharged Conditions," March 1972.

6. U. S. Military Specification MIL-L-2104C, "'Lubricating Oil, Internal Combustion Engine, TacticalService." November 1970.

7. API Bulletin 1509, "'Engine Service Classifications and Guide to Crankcase Oil Selection, "AmencanPetroleum Institute/Division of Marketing, January 1971.

8. -Development of Military Fuel/Lubricant/Engine Compatibility Test," Coordnating ResearchCouncil, Inc., N.Y., N.Y., Final Report, January 1967.

9. "Final Report of Research Test of Compatibility of Engine, Diesel, Fuel ln cted. Liquid Cooled,V-Type, 6-Cylinder, Model 6V53," USATECOM Report DPS-1413, September 1964.

10. "Final Report of Research Test of Compatibility ol Fuels, Lubricants, and Engines. (8V71T Enginewith MIL-L-2104B OE1O oil), USATECOM Report DPS- 1618, June 1965 (AD464918).

11. Department of the Army Technical Manual, TM 9-2815-212-35. DS. GS. and Depot MaintenanceManual for 6V53T Engine. August 1966.

12. Department of the Army Technical Manual. TM 9-2350-230-12, Operator and Organiza .')hal Main-tenance Manual, ARAAV. Full Tracked, M551. June 1966.

13. Series 53 Maintenance Manual, Detroit Diesel Engine Division. GMC. Detroit. Michigan.

14. CRC Diesel Engine Rating Manual No. 5. Coordinating Research Council, Inc.. N.Y.. N.Y.. November1959.

15. Proposed CRC Rating System for Diesel Engine Deposits. First Draft. Coordinating Research Council.Inc.. N.Y.. N.Y., February 22, 1973.

19

'IF.

A~~ .

Prcdn4o ln

21 -*'*~**

COMPATIBILITY TEST PROCEDUREWHEELED-VEHICLE TEST CYCLE

6V53T ENGINE

I. Pretest Inspection

A pretest inspection will be made to ascertain the condition of the engineprior to test. During the inspection, initial measurement of engine com-ponents listed in Table I will be made. Components found to be out of newor service limits will be replaced. The engine will be fitted with new con-necting rod and main bearings, new cylinder liners, and new piston andpiston ring sets. Parts such as the oil pan, cylinder heads, valves, cylinderblock passages, and heat exchangers will be cleaned. Standardized build-up procedures specified by the appropriate Army Technical Manual/EngineManufacturer( 9 ' 10) will be used. During rebuild, the engine will be fittedwith appropriate temperature and pressure sensing devices to measure the

following:

Temperatures:

Exhaust (before and after turbocharger)Intake Air (before turbocharger)Oil

Main gallerySump

Coolant (to and from engine)Fuel (to engine)

Pressures:

Exhaust (before and after turbocharger)Intake Air (before and after turbocharger)AirboxFuel (to injector pump)Oil (Main gallery)

Crankcase

Flows:

Fuel

Blowby


Table 1

Wear Data Evaluation

The following engine components are gauged before and after the test.Data are evaluated on change during test.

Crankshaft end play.Cylinder Bores--Parallel and perpendicular to crankshaft at the top, middle

and bottom.

Piston- -Parallel and perpendicular to wrist pin at the top and bottom.Piston Rings--Gap and side clearance.Piston Pins and Bushings.Connecting Rod Bearings- -PosiLion A, B and C.Connecting Rod Journals.Main Bearings- -Position A, B and C.Main Bearing Journals.Valve Clearance.

Engine Ratings (Deposits/Condition)

CRC Diesel Rating Manual used to rate following components.

PistonsRing sRing GroovesLandsSkirtUndercrown

Valve sTappets, Cams and Rocker ArmsCylindersBearings

Mai,Connecting Rod

General engine--rust and sludge

24

II. Enine Break-In

An engine break-in will be conducted using the provided tpst lubric.nt andthe following cycle:

Engine Speed, rpm Load, Obs BHp Time, min.

1800 30 15?zO0 130 302500 200 302800 225 30

III. Full Load Performance Determination--

Immediately following the break-in conduct a full load performance deter-mination consisting of measuring engine torque, brake horsepower andbrake specific fuel consumption at 200 rpm intervals between engine speedsof 1800 and 2800 rpm at full throttle. Change oil and filter after powercurve.

IV. Compatibility Endurance Test*

The compatibility endurance test consists of repeating the endurance cyclefor * days without interruption for * hours of engine operation. Duringtest, the engine is to be operated using arctic anti-freeze as the coolant.Coolant temperatures must be maintained within ±5°F of the listed value;and, the idle temperature must be obtained within 10 minutes after startingeach idle portion of t ccle. Coolant will be used to control the oil tem-perature which shall not exceed 250*F. The fuel is to be held within 5°Fof the intake air (to turbocharger) temperature by use of an external waterto fuel heat exchanger.

Wheeled Vehicle- Endurance Cycle

Period Time, hrs. Load, % Speed, rpm Coolant Temp2 .. 7

1 2 100 2800 ± 20 1802 1 0 650 ±25 1003 2 100 2800 1804 1 0 650 1005 2 100 2800 180

6 1 0 650 1007 2 100 2800 1808 1 0 650 1009 2 100 2800 180

10 10 --- - Shutdown--------------

* Wheeled Vehicle Cycle = 15 days for 210 hours operation

25

Niotes: 1. Coolant temperature refers to jacket outlet. The thermostatis blocked open.

2. Anti-Freeze used as coolant; MIL-A- 11755C, A- 1,15 October 1971.

3. Temperature reduced to 100*F within 10 minutes after idleruns start.

4. Temperature limits, ± 5°F.

5. Maximum allowable oil sump temperature, 250°F.

6. No oil drains during wheeled-vehicle test cycle.

7. Oil Samples:

Wheeled- Vehicle Cyclea. One-half pint sample every 14 hours -- 12 totalb. 1 pint sample every 70 hours -- 3 total

8. Makeup oil; add to full mark on sight glass; weight oil in.

9. At the start of each day's operation during the wheeledvehicle cycle, run at idle for 5 minutes and then proceeddirectly to full rack power at 2800 RPM.

10. At end of day's operation, idle the engine for 5 minutes (with-out resetting jacket coolant controller), and take oil sampleprior to shutdown.

S1. Take complete log sheet readings at the end of the 2 hourpower phases, and at the end of the idle phases.

Fresh test oil will be placed in the engine at the start of the endurancetest; and there will be no forced oil additions. Make-up oil shall be added,as required only in one-quart increments during the shutdown periods.Records of all oil additions must be maintained. Oil samples are to betaken after each day of engine operation as .hown in Table iU. The samplingmethod consists of installing a tap in the oil cooler inlet or oil gallery andtaking the sample just prior to shutdown. The sample line must be flushedbefore taking each sample (return all flush oil to the crankcase). Specificoperating limits for the 6V53T are given in Table III for the wheeled-vehicle cycle.

. .. + I .. .. I + i . .. . i - ++ - .. . . . . . . .. " . .. . .. .. .. .. . . . . . . .. . . .. .. . . . .

9 -N xxx xxxxxxxx xxxxxxxx

9: I0I

4)x x x mx x x x x

0)

*A 04)

0

m .4U 0

ol xx - XXXXxxxxx xxxxxxxx_

too0 M

040

4D 0 . 0)-4**** -x xx x xjx% ) 4)(

0)z 0 .08

000n U4i).- .LLn2.~ 4~~~-~~~~gU~t >- Q U ~ U~ Puz ' -N

00 oz 1.7

Table III. Wheeled Vehicle Test Cycle

Qperating Condition Limits; or settings, for

Power Phase Idle Phase

Speed, rpm 2800+ 20 650 k 10Fuel FlowTypical, lb/min, (2 lb wt/time) 2. 07 . 07 (use 2 oz)Fuel/cycle, mm

3 67 - 69

Revolutions/Z lb 2680 :1 50 -

Time/Z lb 0. 965 k .035Obs BHp output 282 - 300

Jacket-out, *F 180 ±2 100 2 2Coolant AT, *F 8 - 12 2 - 3Oil Sump, *F 250, maxFuel Temp & Filter 90 * 5

Fuel Pressure, range 55 - 70 70 maxCompressor Suction, clean

filter, inches water 6.0 max

Compressor Suction, dirtyfilter, inches water 12. 0 max -

Exhaust Back Pressure(after turbo), inches Hg 2. 3 max -

Crankcase Pressure 6. 0 max -

Oil Pressure, minimum 32 psi 5 psiBlowby Flow, CFH 1150 maxTest Duration 210 HrsOil Drains None

Oil Level Checks and Additions Every 14 HrsOil Samples Every 14 HrsAirbox Inspection None

2x

V. Full Load Performance Determination--

Immediately following the final endurance cycle a full load performancedetermination will be made. The determination is the same as in Sec. III.

VI. Engine Inspection and Lubricant Deposit Ratings

After completion of the final performance determination, the engine willbe disassembled for inspection, measurements and deposit ratings.Measurement of the components listed in Table I will be made; and, otherloaded components will be inspected reporting their condition. Engineparts will be rated for lubricant deposits and displayed for inspectionby members of the Coordinating Research Council's, Motor Army CombatEngine Fuels and Lubricants Performance Group.

VII. Test Oils

Lubricants to be tested are being furnished by U. S. Army Mobility Equip-ment Research and Development Cen! r, Coating and Chemical Laboratory(C&CL).

VIII. Test Fuel

Diesel fuel to be used is designated reference no. 2 diesel fuel, and it isapproved by C&CL according to the requirements set forth in Section 4. 1,Method 341, FTM Standard 791B.

I

2 ) II4I

a-,-'

7.....................................................'~'#'5 rV

~4~g Li; ~ USP

" '?W"' - S A.

,.. Ar1

4,. .52.* ~ ~§2-7k;~V#~% a- - - - t ~ V. ~

t ~ ~ lepr4 1

t4 A.n2 sz~A~t'c%..........~'-srn~irt5 . ~

' 'tC~t

..

- - -~

'St'as' '~ 4-t ~ .

-. - ' '

-5' ... l I4 .1

Ias~~-

4$.Sf r'S~ -- -

I

I

2~ A.4 ,-~.. S-.-.52 4

t~ 5'

.51.51' .-. ' Sr

4-A,- -- ~#- -

.*2' '~/ -

4.tK.4.> 33

.5 *

CRC GUIDANCE

During a meeting held 24 August 1972, the following test

modifications were proposed by the CRC Army Combat Engine

Fuels and Lubricants Group:

1. Engine Buildup - Standardized buildup procedures speci-

fied by the appropriate Army Technical Manual/Engine Manu-

facturer should be used. It was the groups opinion that

specialized buildup, such as would be used in strickly

lubricant evaluation programs, could possibly cloud the

original intent of the compatibility tests by imposing un-

realistic engine environments for the oils. Review of the

standardized procedures indicate that sufficient data for

evaluating wear performance will be generated using these

procedures. Only one exception to standard measurements

will be made in that ring proudness will be measured using

a simple V-block fixture.

2. Engine Rebuild Parts - Engine components such as ring

sets and bearings used for rebuilding a specific engine should

be from a single supplier. Use of a single manufacturers

parts will assist in limiting variation in results.

3. Used Oil Analyses - The following analyses will be per-

formed on 60,120,180, and 240 hour AVDS-1790 samples and 70,

140, and 210 hour 6V53T samples:


Analysis Method

Viscosity (100 0F & 210°F) D445TAN D664TBN D2876Insolubles (Pentane & Benzene) D893 (Procedure A & B)Gravity D287

Flash Point D92Sulfated Ash D872

IR (to be determined)Additive Content (Zn,Ca,Ba) Atomic AbsorptionElemental AnalysisAVDS-1790 (Sn,Fe,Cu,Pb,Al & Mo) Atomic Absorption6V53T (Na,Fe,CuPb,Al,Cr & Sn) Atomic Absorption

In the event abnormal results are obtained, additional analyses

of the remaining samples will be performed.

4. Endurance Cycle AVDS - 1790 Tests - The 2 hours shutdown

period is to be lengthened to4-hours. It is felt that this

would assist in control by allowing repetitive operation on

a daily basis rather than the scheduled 22-hours cycle.

5. 6V53T Endurance Cycle - Immediately following the last 2-

hours of full load operation, the engine will be idled for 5-

minutes prior to shutdown. This is to avoid a hot-shutdown

which could over stress the engine.

6. 6V53T Coolant - Arctic antifreeze meeting Specification

MIL-A-11755C will be used as coolant. This will standardize

the coolant and provide additionalstressingof the lubricant.

14

44 ;, Piel: DFM

OU. IEO 05, CLL-51

raxin N.:6S8-

Tetors 9

Dae onpetd I Jn 17

__ ' 35

TAB LE 16V53T 6D5084-6

BUILD-UP ENGINE MEASUREMENTS

InchesMeasurements Min. Max. Avg. Specified Limits

Crankshaft main bearingclearance .0043 .0057 .0050 .0070 max.

Camshaft bearing clearanceLeft cam .0060 .0068 .0064 .0080 max.Right cam .0055 .0069 .0061 .0080 max.

Connecting rod bearingclearance .0017 .0030 .0025 .0016-.0046

Crankshaft end-play .006 .006 .006 .004-.011

Oil pumpBetween rotors .003 .003 .003 .004-.011Outer rotor/housing .0015 .0015 .0015 .001-.0035

Cylinder liner block boreTaper .0000 .0005 .0003 .0015 max.Out-of-round .0000 .0012 .0007 .0015 max.Inside diameter 4.3575 4.3591 4.3582 4.3595 max.

Cylinder liners (installed) (2)Taper .0000 .0012 .0006 .002 max. (2 )Out-of-round .0000 .0012 .0005 .003 max.Inside diameter 3.8756 3.8776 3.8766 3.8752-3.8767

Piston to liner fit .0066 .0086 .0078 .0060-.0095

Piston Diameter 3.8683 3.8692 3.8688 3.8669-3.8691

Fire ringEnd gap .30 .35 .33 .020-.046Side clearance .004 .004 .004 .003-.006

#1 Compression ringEnd gap .024 .042 .035 .020-.046Side clearance .007 .009 .008 .007-.010

#2 & #3 Compression ringsEnd gap .028 .044 .034 .020-.046Side clearance .006 .007 .007 .005-.008

Oil ringsEnd gap .018 .024 .020 .010-.025Side clearance .003 .010 .004 .0015-.0055

(1) Limits on new parts unless maximum wear limit specified.(2) Wear limits with new liners in a used block.

Preceding page blank

• ' ..... ... .. .. . .I 1 I 'i lo g o " --. . , ...... . ...

Engine No: 6D-5084-6Oil: CCL-L-758 , REO 205Full Load Performance

580

280)

56060

00

280

260

00

180 240220 200200 20

RPM

FIGURE I

314

TABLE 2SUMMARY OF OPERATING DATA

Engine Test No. 6D5084-6 Oil Code CCL-L-758 (REO 205)

Power Mode Idle ModeMn. Max. Avg. Avg.

Engine speed, rpm, 2800±20/ 2800 2800 2800 650650±10

Load, lbs 354 428 421 -BHp, obs. (2800/4100) x load 242 292 288 -Fuel/cycle, mm 3 66.2 68.1 67.3 -Fuel rate, lb/min 1.96 2.08 2.06Oil consumption, (lb/hr Avgfor 194 Hrs) - - 0.52

Temperatures, OF

Jacket-in 168 171 170Jacket-out 180±5/100±2 179 182 181 101Oil sump 235 238 237 121Inlet air (compressor) 90 iI 95Airbox 276 287 282Lxhaust before turbo 1020 1060 1050Exhaust after turbo 500 900 880Fuel at filter (secondary) 84 91 89

Pressures

Compressor suction, in. H20 6.4 10.8 6.9Compressor discharge in. Hg 22.8 24.7 23.8Blower discharge (airbox),in. Hg 34.6 36.7 35.7

Crankcase, dipstick tubein. H2 0 3.9 4.7 4.2 -

Exhaust before turbo, in. Hg 24.5 26.3 25.7Exhaust after turbo, in. Hg 1.9 2.2 2.1 -

Oil gallery, psi 40.5 43 41.7 26.8Fuel at filter, psi 66 72 69.8

Blowby flow, cfh at 29.92in. Hg and 115 0 F 780 900 850 -

Unscheduled Shutdowns

At 30 hours: Repaired flexible exhaust pipe, lost 20 minutesAt 194 hours: Stopped due to power loss. Test terminated.

39

Engine No: 60-5084-6Oil: CCL-L-758, REQ 205Full Load Performance

140-

0LLU

120'

0.480-

0.460 Before Test

0.440-

0,420-

0,400 1 1 1 11800 2000 2200 2400 2600 2800

RPM

FIGURE 2

40

Engine No.: 6D-5084-6Oil: CCL-L-758, REO 205

300 Test Hours: 194

290

2800

I0m 270 0260 (

250 I

0.490 1

0.480

0.470

0.460 1O 0.450 I

0.440 1

0.430

0,420

0.410 I I I I

0 20 40 60 80 100 120 140 160 180 200

Test Hours

FIGURE 3

41

Engine No.: 6D-5084-6Oil: CCL-L-758, REQ 205Test Hours: 194

.940

90~

.860

J 820

90 0

80

70 , '-

60 Oil Consumption:V' 0.52 lb/hr

0

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20 40 60 80 100 120 140 160 180 200

Test Hours

FIGURE 4

42

TABLE 3LUBRICANT ANALYSES

6V53T - 6D5084-6

Oil: CCL-L-?58 REC ?05

NewProperty Oil 42 70 98 140 168 194

K. Vis, Cs, 100 126.70 136.34 140.76 138.72 145.07 146.19 136.53K. Vis, Cs, 210 12.93 13.70 14.02 13.77 14.44 14.32 13.74V-I 101 106 105 103 106 106 105TAN (D664) 2.98 3.59 3.85 3.85 4.32 4.22 4.01TBN (D2896) 12.54 11.98 11.39 10.80 10.80 11.10 10.86Insolubles (D893),%Pentane A 0.04 0.07 0.08 0.10 0.09 0.14 0.10Benzene A 0.04 0.05 0.06 0.06 0.06 0.07 0.09Pentane B 0.04 0.12 0.24 0.20 0.29 0.30 0.33Benzene B 0.04 0.10 0.18 0.15 0.21 0.21 0.24Gravity °API (D287) 27.3 N.D. N.D. N.D. N.D. N.D. 26.0Pour (D97),°F -5 N.D. N.D. N.D. N.D. N.D. -5Carbon Residue(D524),% 1.69 N.D. N.D. N.D. N.D. N.D. 2.55

Flash Pt.(D92), F 460 450 460 460 455 460 455S. Ash, % (D872) 1.75 1.98 2.08 1.98 2.17 2.19 2.17

Metals PPM, A.A.

Na 212 188 200 175 213 218 218Cu 0 5.5 5.5 6.5 6.0 5.8 5.8Cr 0 0 0 0 0 0 0Pb 6.5 10 15 16 18 18 20Sn 0 31.5 41.5 37.5 38.5 34.5 33Fe 7 65 78 76 101 108 136Al 0 0 2.5 3.5 3.5 4.0 3.5I.R. Trace No. 155 246 247 248 249 250 251

N.D. - Not Determined

43

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WEAR MEASUREMENTS(INCHES)

TABLE 4-1

ENGINE NO. 6D5084-6OIL: CCL-L-758, REO 205

Hrs. 194

Piston Ring Gap

Piston No. 1 3 4 5 6 7

IL Before 0.033 0.035 0.037 0.044 0.024 0.020 0.020After Stuck .038 .038 .046 .038 .028 .028Change - .003 .001 .002 .014 .008 .008

2L Before 0.030 0.030 0.028 0.028 0.022 0.01p 0.018After .038 .033 .030 .029 - .028 .028Change .008 .003 .002 .001 - .010 .010

3L Before 0.035 0.042 0.029 0.029 0.022 0.020 0.022After Stuck Stuck Sluggish .032 .035 .030 .032Change - - - .003 .013 .010 .010

IR Before 0.035 0.024 0.040 0.043 0.022 0.018 0.018

After Stuck .028 .044 .045 .033 .025 .025

Change - .004 .004 .002 .011 .007 .007

2R Before 0.032 0.041 0.044 0.028 0.022 0.018 0.018After .038 .043 .048 .030 .034 .025 .025Change .006 .002 .004 .002 .012 .007 .007

3R Before 0.035 0.040 0.028 0.029 0.020 0.018 0.018After .042 .043 .030 .032 .033 .025 .025Change .007 .003 .002 .003 .013 .007 .007

I

TABLE 4-2ENGINE NO. 6D5084-6

OIL: CCL-L-758, REO 205Hrs. 194

Cylinder LinerPerpendicular to Crankshaft Paralel to Crankshaft

Cylinder No. Top Middle Bottom Top Middle Bottom

L Before 3.8777 3.8776 3.8776 3.8767 3.8777 3.8767After 3.8786 3.8783 3.8775 3.8766 3.8775 3.8768Change .0009 .0007 -.0001 -.0001 -.0002 .0001

2L Before 3.8761 3.8772 3.8764 3.8758 3.8768 3.8770After 3.8768 3.8777 3.8763 3.8764 3.8767 3.8768Change .0007 .0005 -.0001 .0006 -.0001 -.0002

3L Before 3.8764 3.8771 3.8761 3.8776 3.8775 3.8771After 3.8780 3.8771 3.8764 3.8773 3.8775 3.8774Change .0016 .0000 .0003 -.0003 .0000 .0003

1R Before 3.8758 3.8765 3.8766 3.8759 3.8771 3.8765After 3.8772 3.8768 3.8767 3.8769 3.8772 3.8765Change .0014 .0u03 .0001 .0010 .0001 .0000

2R Before 3.8760 3.8770 3.8758 3.8756 3.8764 3.8766After 3.8771 3.8774 3.8759 3.8758 3.8772 3.8767Change .0011 .0004 .0001 .0002 .0008 .0001

3R Before 3.8761 3.8773 3.8768 3.8762 3.8771 3.8768After 3.8776 3.8779 3.8770 3.8770 3.8770 3.8768Change .0015 .0006 .0002 .0008 -.0001 .0000

52

TABLE 4-3ENGINE NO. 6D-5084-6


Cylinder No. Piston O.D.

1L Before 3.8692After 3.8682Change .0010



IR Before 3.8685After 3.8668Change .0017

2R Before 3.8683After 3.8668Change .0015


53



Main Bearing Journal Main BearingNumber AA BB F R

1 Before 3.4992 3.4994 3.5048 3.5049After 3.4992 3.4994 3.5052 3.5052Change .0000 .0000 .0004 .0003




Crankshaft Thrust WashersNumber 1 2 3 4

A Before .1204 .1199 .1207 .1198After .1204 .1199 .1207 .1198Change .0000 .0000 .0000 .0000

B Before .1208 .1205 .1202 .1203After .1208 .1204 .1200 .1203Change .0000 .0001 .0002 .0000

Exhaust Valve Clearances

Before Test All .024" to .026"After Test (a) All .024" to .026"

(Except 2L = approx. .010")

(a) - at 193 hours when fuel injectors changed.

54



Rod Bearing Journal Rod BearingCylinder No. AA BB F R

IL Before 2.7492 2.7495 2.7512 2.7515After 2.7490 2.7490 2.7516 2.7516Change .0002 .0005 .0004 .0001

2L Before 2.7490 2.7490 2.7516 2.7518After 2.7489 2.7489 2.7521 2.7520Change .0001 .0001 .0005 .0002

3L Before 2.7490 2.7492 2.7518 2.7520After 2.7486 2.7489 2.7520 2.7523Change .0004 .0003 .0002 .0003

1R Before 2.7496 2.7493 2.7520 2.7515After 2.7492 2.7492 2.7522 2.7520Change .0004 .0001 .0002 .0005



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TEST 6 194 HRS OIL CODECCL-L-758 (REO 205)

1-4

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Figure 6-2

TEST 6 194 HRS OIL CODECCL-L758 (REO 205)

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Figure 6-3

TEST 6 194 HRS OLCD

CCL-L-758 (REO 205)

cv)

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77

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TEST 6 194 HRS OLCD

CGL-L-758 (REQ 205)

4A)

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M.

7K-

APPENDDC IV

Test Number 7 Fuel: AM-F-16884 (DFM)Oil: REO 203, CCL-L-759Engine No.: 6DS204-1Test Hours: 196Date Completed: 6 August 1973

79

TABLE I6V53T 6D5204-1

BUILD-UP ENGINE MEASUREMENTS

InchesMeasurements Min. Max. Avg. Specified Limits (1 )

Crankshaft main bearingclearance .0035 .0050 .0043 .0070 max.

Camshaft bearing clearanceLeft cam .0051 .0064 .0057 .0080 max.Right cam .0055 .0365 .0062 .0080 max.

Connecting rod bearing

clearance .0018 .0037 .0025 .0016-.0046

Crankshaft end-play .007 .007 .007 .004-.011

Oil pumpBetween rotors .005 .005 .005 .004-.011Outer rotor/housing .0025 .0025 .0025 .001-.0035

Cylinder liner block boreTaper .0000 .0004 .0002 .0015 max.Out-of-round .0000 .0005 .0002 .0015 max.Inside diameter 4.3564 4.3578 4.3571 4.3595 max.

Cylinder liners (installed)Taper .0000 .0016 .0005 .002 max. (2)

Out-of-round .0000 .0014 .0004 .003 max. (2)

Inside diameter 3.8755 3.8776 3.8764 3.8752-3.8767

Piston to liner fit .0072 .0088 .0079 .0060-.0095

Piston Diameter 3.8679 3.8690 3.8686 3.8669-3.8691

Fire ringEnd gap .024 .038 .031 .020-.046Side clearance .003 .004 .004 .003-.006

#1 Compression ringEnd gap .024 .032 .028 .020-.046Side clearance .007 .008 .008 .007-.010

#2 & #3 Compression ringsEnd gap .025 .040 .031 .020-.046Side clearance .006 .007 .006 .005-.008

Oil ringsEnd gap .018 .026 .022 .O0-.025Side clearance .002 .004 .003 .0015-.0055

(1) Limits on new parts unless maximum wear limit specified.(2) Wear limits with new liners in a used block.


Engine No: 60-5204-iOil: CCL-L-759 , REO 203Full Load Performance

0I

560 02

30 -540

280

260

Before Test0L 240

220

200

ISOII1800 2000 2200 2400 2800 2800

RPM

FIGURE I

82

Engine No.: 6D-5204-1

140 -Oil: CCL-L-759, REO 203140 Full Load Performance

0.aa 130

120

0.480

0.460 Before Test

0,440

0.420

0.4001800 2000 2200 2400 2600 2800

RPM

FIGURE 2

83

TABLE 2

SUMMARY OF OPERATING DATA

Engine Test No. 6D5204-1 Oil Code CCL-L-759 REO 203

Power Mode Idle ModeMin. Max. Avg. Avg-

Engine speed, rpm, 2800±20/650±10 2800 2800 2800 640

Load, lbs. 412 428 421BHp, obs. (2800.4100) x load 281 292 287Fuelk-ycle, mm3 , 65.9 68.4 67.6Fuel rate, lb/min 2.01 2.09 2.06Oil consumption, (lb/hr Avgfor 196 Hrs) 0.52

Temperatures, 0F

Jacket-in 168 174 170Jacket-out 180±5/100±2 170 186 181 98Oil sump 232 240 236 121Inlet air (compressor) 78 114 99Airbox 272 300 290Exhaust before turbo 1020 1100 1070Exhaust after turbo 860 930 900Fuel at filter (secondary) 85 100 90

Pressures

Compressor suction, in. H2 0 6.6 12.9 8.0Compressor discharge in. Hg 21.0 24.3 23.0Blower discharge (airbox), in.Hg 34.0 37.7 35.8Crankcase, dipstick tube in. H2 0 4.9 6.0 5.4Exhaust before turbo, in. Hg 23.8 26.9 25.0Exhaust after turbo, in. Hg 1.6 2.9 1.9Oil gallery, psi 40.0 Al.5 40.8 26Fuel at filter, psi 67.5 71.0 69.6

Blowby flow, cfh at 29.92 in.Hg and 115 0 F 830 1030 910

Unscheduled Shutdowns

At 137 Hrs: Repair auxiliary *3il cooler water line - Lost30 minutes.

At 196 Hrs: Test termivated due to high crankcase pressure.

mLnn nmM..... .....

Engine No.: 6D-5204-1Oil: CCL-L-759, REOI 203

300 -Test Hours: 196

3000

0 0 0

S280

270

260

0.470

0.460

0.450

LLZ50.440

0.430 \0/\~~%/ % 0%*

0.420

0.410 _________________________________

0 20 40 60 80 100 120 1,40 160 1 80 200

Test Hours

FIGURE 3

85

Engine No.- 6D-6204-1Oil: CCL-L-759 ,REO 203 1020Test Hours: 196

I 980

1 940>

* 900

* 860

88210000'

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/8

TAB LE 3LUBRICANT ANALYSES

6V53T - 6D5204-1Oil: CCL-L-759 REO 203

New Test HoursProperty Oil 42 70 98 140 168 196

K. Vis, Cs, 100 121.60 128.76 132.52 134.69 136.07 137.37 137.83K. Vis, Cs, 210 12.61 13.00 13.24 13.38 13.54 13.58 13.73v-I 94 103 102 102 103 103 104TAN (D664) 3.6 3.01 4.22 3.59 4.48 3.69 4.48TBN (D2896) 5.4 2.66 3.68 2.95 3.84 3.09 3.84Insolubles (D893). %Pentane A N.D. 0.04 0.04 0.05 0.05 0.06 0.05Benzene A N.D. 0.03 0.03 0.05 0.04 0.05 0.05Pentane B N.D. 0.14 0.21 0.30 0.22 0.43 0.32Benzene B N.D. 0.24 0.18 0.28 0.17 0.35 0.26Gravity OAPI (D287) 27.5 N.D. N.D. N.D. N.D. N.D. 26.4Pour (D97), OF -5 N.D. N.D. N.D. N.D. N.D. +5Carbon Residue(D524) ,% 01.19 N.D. N.D. N.D. N.D. N.D. 1.85

Flash Pt. (D92), F 465 473 476 470 477 470 479S. Ash (D872),% 0.93 1.05 1.06 1.11 1.05 1.13 1.03

Metals PPM, A.A.

Na 40 45 48 50 50 51 52Cu N.D. 8 9 9 8 10 10Cr N.D. 4 6 8 8 9 10Pb N.D. 28 26 26 29 27 29Sn N.D. 0 0 0 0. 0 0Fe N.D. 74 102 132 155 163 183Al N.D. 0 0 0 0 0 0

I.R. Trace No. 252 308 309 310 311 312 313

N.D. -Not DeterminedE

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WEAR MEASUREMENTS

(INCHES)TABLE 4-1

ENGINE NUMBER 6D 5204-1OIL: CCL-L-759, REO 203

Hrs: 196

Piston Ring GapPiston No. 1 2 3 4 5 6 7

IL Before 0.038 0.030 0.032 0.032 0.022 0.022 0.022After .049 .034 .034 .035 .030 .035 .033Change .011 .004 .002 .003 .008 .013 .011

2L Before 0.024 0.024 0.030 0.028 0.026 0.024 0.024After .045 .028 .033 .032 .042 .034 .034Change .021 .004 .003 .004 .016 .010 .010

3L Before 0.028 0.027 0.025 0.025 0.024 0.018 0.020After .042 .032 .031 .030 .038 .034 .030Change .014 .005 .006 .005 .014 .016 .010

IR Before 0.035 0.028 0.025 0.040 0.025 0.020 0.020After .042 .032 .030 .044 .040 .035 .033Change .007 .004 .005 .004 .015 .015 .013

2R Before 0.030 0.029 0.036 0.029 0.022 0.024 0.024After .044 .034 .041 .035 - .040 .040Change .014 .005 .005 .006 - .016 .016

3R Before 0.028 0.032 0.033 0.034 0.024 0.018 0.018After .040 0.035 .035 .036 .035 .028 .028Change .012 .003 .002 .002 .011 .010 .010

QS,


OIL: CCL-L-759, REO 203Hrs: 196

Cylinder LinerPerpendicular to Cranksha tPara lel to Crankshaft

Cylinder No. Top Middle Bottom T02 Middle Bottom

IL Before 3.8760 3.8770 3.8771 3.8768 3.8769 3.8767After 3.8779 3.8782 3.8780 3.8772 3.8772 3.8763Change .0019 .0012 .0009 .0004 .0003 -.0004

2L Before 3.8762 3.8771 3.8767 3.8766 3.8770 3.8766After 3.8781 3.8784 3.8776 3.8769 3.8773 3.8768Change .0019 .0013 .0009 .0003 .0003 .0002

3L Before 3.8765 3.8769 3.8763 3.8761 3.8767 3.8761After 3.8798 3.8777 3.8771 3.8768 3.8774 3.8759Change .0033 .0008 .0008 .0007 .0007 -.0002




ni6



Cylinder No. Piston 0. D.

IL Before 3.8685After 3.8679Change .0006



IR Before 3.8679After 3.8669Change .0010



97



Main Bearing Journal Main BearingNumber AA BB F R





Crankshaft Thrust WashersNumber 1 2 3 4

A Before .1202 .1208 .1201 .1209After .1202 .1208 .1200 .1204Change .0000 .0000 .0001 .0005

B Before .1198 .1202 .1207 .1205After .1186 .1202 .1207 .1204Change .0012 .0000 .0000 .0001

Exhaust Valve Clearances

Before Test - All .024" to .026"After Test - Not Recorded

98


OIL: CCL-L-759 ,REQ 203Hirs. 196

Rod Bearing Journal Rod BearingCylinder No. AA - BB F R

11, Before 2.7497 2.7495 2.7518 2.7519After 2.7496 2.7495 2.7518 2.7522Change .000i .0000 .0000 .0003

2L Before 2.7492 2.7491 2.7522 2.7528After 2.7493 2.7493 2.7529 2.7532Change -.0001 -.0002 .0007 .0004

31, Before 2.7492 2.7493 2.7522 2.7523After 2.7492 2.7493 2.7529 2.7530Change .0000 AMCO .0007 .0007




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APPENDIX V

CRC Army Combat Engine Fuels and Lubricants GroupInspection Results

On 14-15 February 1974, this CRC group met at USAFLRL

to inspect critical test engine parts from 6V53T engine-lubricant

compatibility test numbers 6, 7, 8, 9 and 10. Participants

in this inspection are shown in the attached table. The details

of this meeting are presented in the CRC official minutes.

However, the following is a summary of the group's specific and

general conclusions with regard to the effect of fuel type

(DFM vs No. 2 Ref. DF) on overall engine performance (Test Nos.

6 and 7 vs. 2 and 3:

Specific engine areas:

a) Piston Deposits and Ring Sticking

Using the high sulfur fuel and CCL-L-759 oil, there

was an overall increase in the deposit level. With

the CCL-L-758 oil, there was an overall increase in

the deposit level with occurrence of ring sticking.

As a result, it was concluded that the high sulfur

fuel had a marked adverse effect on engine-fuel-lubricant

compatibility in the piston area.

b) Piston Ring Condition

The high sulfur DMF fuel significantly increased test

severity with respect to ring face condition, ring wear,

and ring sticking and pinching as judged by comparing

Tests 6 and 7 to Tests 2 and 3.

c) Cylinder Liners

The high sulfur fuel appeared to give an increase in

liner deposits (both lacquer and port plugging). Scuffing,


glazing and wear data showed no consistent fuel related

trend with oil CCL-L-758. These three parameters all

increased with high sulfur fuel on CCL-L-759.

d) Cylinder Heads

Messrs. Crosthwait and Crowe reported that, base'3 on

ratings, all oils except CCL-L-758 appeared compatible

with the fuels, engine, and test cycles. The test

on CCL-L-758 using high sulfur fuel showed exhaust

valve distress with one broken valve and valve seat.

Since this failure was similar to that observed with

the low sulfur fuel test on this oil, iL was suggested

that analysis of valve faces and valve seat inserts

be considered to determine if corrosion fatigue might

be involved.

Specific engine area performance, summarized in table form,

is shown as follows: Wheeled Cycle Test Fuel*Fuel = No. 2 Ref DF DFM

Performance Area Lube = 758 759 75F 759

Piston Ring Gap Increase ND LS ND MS

Cylinder Liner Wear ND LS ND MS

Ring Freedom LS ND ND ND

% Ring Groove Fill ND ND ND ND

% Ring Support Carbon ND LS ND MS

Piston Skirt Demerit ND ND ND ND

Cylinder Liner Scuff ND LS ND MS

Used Oil (Final) Wear Metals ND LS ND MS

Iiel: The high sulfur fuel (DFM) was more severe.ND - No differenceMS - More severeLS - Less severe

126

General Conclusions (Fiel Sulfur Effect(Tests 2, 7 and 3,6))

The high sulfur fuel was more severe than the low sulfur

fuel.

1. Deposit Control and Ring Freedom: The high sulfur fuel

caused more ring sticking with the high ash oil (758)

than with the low sulfur fuel. In other deposit areas,

there appeared to be no fuel/sulfur effect. With the

low ash oil (759), the only significant change was that

port plugging increased with the high sulfur fuel.

2. Wear Control: With the high ash oil (758), there was no

change in wear level between the two fuels. With the

low ash oil (759) there was an increase in wear level

when the high sulfur fuel was used, and it was about

equal to the wear level of the high ash oil using

either fuel.

127

CRC INSPECTION PARTICIPANTS AT USAFLRL

14-15 February 1974

Name Connection

*J. A. McLain, Chairman Caterpillar Tractor Company*D. C. Bardy Lubrizol Corporation*P. A. Bennett Rohm and Haas CompanyT. C. Bowen U. S. Army Mobility Equipment Research

and Development Center (CCL)*P. I. Brown Chevron Research CompanyD. C. Carlson Shell Development CompanyT. D. Cook Automotive Research Associates*R. E. Crosthwait Mobil Research and Development Corp.*J. R. Crowe Mack Trucks, Inc.*J. P. Graham PARAMINS Technology Division, Exxon

Chemical Co.*S. J. Lestz U. S. Army Fuels and Lubricants

Research LaboratoryR. K. Nelson Coordinating Research Council, Inc.%C. F. Schwarz U. S. Army Mobility Equipment Research

and Development Center (CCL)J. L. Simpson U. S. Army Fuels and Lubricants

(1) Research LaboratoryJ. J. Sommer ( Detroit Diesel Allison Division, GMC*K. W. Thurston Koppers Company, Inc.G. W. Wilkins Sun Oil Company*H. L. Wittek List-Rosen-Wittek Associates, Inc.

*Member, CRC-Diesel Army Combat Engine Fuels and Lubricants Group%Project Officer(1) Representing *J. G. Brandes

~128

ad-ao09 engine-fuel lubricant compatibility tests on using high sulfur...

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