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This SAE Recommended Practice presents standardized test methods developed for use in testing with hydrocarbon fuels or their surrogates and those same fuels when blended with oxygenated fuel additives. Hydrocarbon fuels include Gasoline and Diesel fuel or their surrogates described in SAE J1681. Oxygenated additives include Ethanol, Methanol Methyl Tertiary Butyl Ether (MTBE) and Fatty Acid Methyl Esters (FAME or Biodiesel).

This SAE Recommended Practice presents standardized test methods developed for use in testing with hydrocarbon fuels or their surrogates and those same fuels when blended with oxygenated fuel additives. Hydrocarbon fuels include Gasoline and Diesel fuel or their surrogates described in SAE J1681. Oxygenated additives include Ethanol, Methanol Methyl Tertiary Butyl Ether (MTBE) and Fatty Acid Methyl Esters (FAME or Biodiesel).

This SAE Information Report is intended to convey the test methods developed for use in testing with methanol and gasoline blends.

This SAE Standard covers the minimum requirements for nonmetallic tubing as manufactured for use in gasoline or diesel fuel systems. It is not intended to cover tubing for any portion of the system which operates below -40 °C, above 115 °C, or above a maximum working gage pressure of 690 kPa.

This SAE Recommended Practice covers design and evaluation of the entire gasoline filler pipe assembly used on cars and light trucks with respect to compliance with CARB (California Air Resources Board) LEV II (meeting or exceeding EPA Tier 2 and EU Stage-5 evaporative emissions requirements). It is limited to an assembly which is joined to the fuel tank using either a hose, Quick Connect Coupling, or a grommet type sealing device. The Design Practice covers the filler cap, filler pipe, filler pipe assembly to tank hose, and filler pipe assembly to tank grommet or spud. It includes recommendations for design of components and assemblies intended to perform successfully in evaporative emission SHED (Sealed Housing for Evaporative Determination) tests, based on best practices known at the time of release.

This SAE Recommended Practice covers design and evaluation of the entire gasoline filler pipe assembly used on cars and light trucks with respect to compliance with CARB (California Air Resources Board) LEV II (meeting or exceeding EPA Tier 2 and EU Stage-5 evaporative emissions requirements). It is limited to an assembly which is joined to the fuel tank using either a hose, Quick Connect Coupling, or a grommet type sealing device. The Design Practice covers the filler cap, filler pipe, filler pipe assembly to tank hose, and filler pipe assembly to tank grommet or spud. It includes recommendations for design of components and assemblies intended to perform successfully in evaporative emission SHED (Sealed Housing for Evaporative Determination) tests, based on best practices known at the time of release.

This SAE Standard includes performance requirements for protective covers for flexible, non-metallic fuel tubing. Ultimate performance of the protective cover may be dependent on the interaction of the fuel tubing and protective cover. Therefore, it is recommended that tubing and cover combinations be tested as an assembly, where appropriate, to qualify to this document.

This SAE Standard includes performance requirements for protective covers for flexible, non-metallic fuel tubing. Ultimate performance of the protective cover may be dependent on the interaction of the fuel tubing and protective cover. Therefore, it is recommended that tubing and cover combinations be tested as an assembly, where appropriate, to qualify to this document.

This SAE Standard covers the performance requirements for protective covers for gasoline fuel tubing. The ultimate performance of the protective cover can be highly dependant on the interaction of the fuel line tubing and protective cover. Therefore, it is recommended that specific tubing and cover combinations be tested as an assembly to qualify to this document.

This SAE Recommended Practice applies to determining worst-case fuel or test fluid surrogate, conditioning test specimens in worst-case fuel(s)/surrogate(s) prior to testing, individual tests for properties of polymeric materials exposed to oxygenate fuel/surrogate mixtures with additives. The determination of equilibrium, as well as typical calculations are also covered.

This SAE Recommended Practice applies to determining worst-case fuel or test fluid surrogate, conditioning test specimens in worst-case fuel(s)/surrogate(s) prior to testing, individual tests for properties of polymeric materials exposed to oxygenate fuel/surrogate mixtures with additives. The determination of equilibrium, as well as typical calculations are also covered.

This SAE Recommended Practice applies to determining worst-case fuel, conditioning test specimens in worst-case fuel(s) prior to testing, individual tests for properties of polymers exposed to methanol-gasoline fuel mixtures. The determination of equilibrium, as well as typical calculations are also covered.

This test method is intended for measuring fuel permeation at elevated temperature through low permeating hose or tubing samples of elastomeric or composite construction. The expected accuracy of the method is about ±10% of the sample permeation rate. Hose permeation testing can be done two ways: Method A – Plug and Fill or Method B – using a fuel reservoir. Method A involves plugging one end of the hose, filling the sample to about 90% full with test fuel, plugging the other end, and then exposing the plugged sample to a desired test temperature, with the weight loss measured over time. Method B involves plugging one end of a hose, and then connecting the other end to a fuel reservoir. The hose sample and reservoir are then exposed to a desired test temperature with the weight loss measured over time. This procedure presents a recommended plug design that permits inserting the plugs prior to adding the test fluid.

This test method is intended for measuring fuel permeation at elevated temperature through low permeating hose or tubing samples of elastomeric or composite construction. The expected accuracy of the method is about ±10% of the sample permeation rate. Hose permeation testing can be done two ways: Method A – Plug and Fill or Method B – using a fuel reservoir. Method A involves plugging one end of the hose, filling the sample to about 90% full with test fuel, plugging the other end, and then exposing the plugged sample to a desired test temperature, with the weight loss measured over time. Method B involves plugging one end of a hose, and then connecting the other end to a fuel reservoir. The hose sample and reservoir are then exposed to a desired test temperature with the weight loss measured over time. This procedure presents a recommended plug design that permits inserting the plugs prior to adding the test fluid.

This practice describes recommended performance requirements of fuel tank closures used in conjunction with fuel level senders and fuel delivery systems. It provides guidelines that assure interchangeability and compatibility between fuel tanks and fuel pump/sender closure systems without specifying a specific closure system design. These systems may be used in rigid fuel tank systems made of plastic or metal. Complete details of specific designs shall be established by mutual agreement between customer and supplier. The dimensions and performance requirements are selected to optimize a The closure system, durability and reliability with respect to — Vehicle SHED measurements — Fuel system / crash integrity — LEV – II useful life b Assembly and service ease and reliability c Packaging of fuel tanks and their sending units d Interchangeability of sender closures between various fuel tank designs

This practice describes recommended performance requirements of fuel tank closures used in conjunction with fuel level senders and fuel delivery systems. It provides guidelines that assure interchangeability and compatibility between fuel tanks and fuel pump/sender closure systems without specifying a specific closure system design. These systems may be used in rigid fuel tank systems made of plastic or metal. Complete details of specific designs shall be established by mutual agreement between customer and supplier. The dimensions and performance requirements are selected to optimize a The closure system, durability and reliability with respect to — Vehicle SHED measurements — Fuel system / crash integrity — LEV – II useful life b Assembly and service ease and reliability c Packaging of fuel tanks and their sending units d Interchangeability of sender closures between various fuel tank designs

This SAE Standard presents the minimum requirements for nonmetallic tubing with one or more layers manufactured for use as liquid-carrying or vapor-carrying component in fuel systems for gasoline, or alcohol blends with gasoline. Requirements in this document also apply to monowall tubing (one layer construction). When the construction has one or more layers of polymer-based compounds in the wall, the multilayer constructions are primarily for the purpose of improvement in permeation resistance to hydrocarbons found in various fuels. The tube construction can have a straight-wall configuration, a wall that is convoluted or corrugated, or a combination of each. It may have an innermost layer with improved electrical conductivity for use where such a characteristic is desired. The improved electrical conductivity can apply to the entire wall construction, if the tubing is a monowall. (For elastomeric based MLT constructions, refer to SAE J30 and SAE J2405).

This SAE Standard encompasses the recommended minimum requirements for non-metallic tubing and/or combinations of metallic tubing to non-metallic tubing assemblies manufactured as liquid- and/or vapor-carrying systems designed for use in gasoline, alcohol blends with gasoline, or diesel fuel systems. This SAE Standard is intended to cover tubing assemblies for any portion of a fuel system which operates above −40 °C (−40 °F) and below 115 °C (239 °F), and up to a maximum working gage pressure of 690 kPa (100 psig). The peak intermittent temperature is 115 °C (239 °F). For long-term continuous usage, the temperature shall not exceed 90 °C (194 °F). It should be noted that temperature extremes can affect assemblies in various manners and every effort must be made to determine the operating temperature to which a specific fuel line assembly will be exposed, and design accordingly.

This SAE Standard encompasses the recommended minimum requirements for non-metallic tubing and/or combinations of metallic tubing to non-metallic tubing assemblies manufactured as a liquid- and/or vapor-carrying systems designed for use in gasoline, alcohol blends with gasoline, or diesel fuel systems. This SAE Standard is intended to cover tubing assemblies for any portion of a fuel system which operates above –40 °C (–40 °F) and below 115 °C (239 °F), and up to a maximum working gage pressure of 690 kPa (100 psi). The peak intermittent temperature is 115 °C 239 °F). For long-term continuous usage, the temperature shall not exceed 90 °C (194 °F). It should be noted that temperature extremes can affect assemblies in various manners and every effort must be made to determine the operating temperature to which a specific fuel line assembly will be exposed, and design accordingly.

This SAE Recommended Practice defines the minimum functional requirements for quick connect couplings used for supply, return, and vapor/emission fuel system connections. This document also defines standard male tube end form dimensions, so as to guarantee interchangeability between all connector designs of the same male tube end form size. This document applies to automotive and light truck applications under the following conditions: a Gasoline and diesel fuel delivery systems or their vapor venting or evaporative emission control systems. b Operating pressure up to 500 kPa, 5 bar, (72 psig). c Operating vacuum down to −50 kPa, −0.5 bar (−7.2 psi). d Operating temperatures from −40 °C (−40 °F) to 115 °C (239 °F). Quick connect couplings function by joining the connector to a mating tube end form, then pulling back to assure a complete connection. The requirements stated in this document apply to new connectors in assembly operations unless otherwise indicated.