Search Results

A 100-hour engine dynamometer test for intake valve deposits (IVD) which uses a Ford 2.3L engine was developed by the Coordinating Research Council (CRC). Recently, this test has been approved by the American Society for Testing and Materials (ASTM) as Test Method D 6201-97. Since this test offers improvements in test variability, duration, and cost, it is expected to replace ASTM D 5500-94, a 16,000-km vehicle test run using a BMW 318i, as the key performance test for the Certification of Gasoline Deposit Control Additives by the EPA Final Rule. As a step in the replacement process, a correlation between valve deposit levels for the CRC 2.3L Ford IVD test and ASTM D 5500 BMW IVD test must be determined. This paper provides a statistical review of available data in an attempt to provide such a correlation.

The constant velocity joint (CVJ) has seen increased usage driven by the growth of front wheel drive vehicles over the last 30 years. The CVJ provides a smooth, dynamic connection between the output of the axle or gearbox and the driving wheels of the vehicle. The seemingly simple device, however, requires specially designed greases to maximize protection of the internal components from distress and provide optimum performance and service life. One measure of potential distress in the CVJ can be related to temperature rise which is a reflection of the friction and wear properties of the grease employed. A test rig was designed and a method created to evaluate the temperature response of different greases used in a CVJ. The test rig was designed to allow a wide range of speeds, torques and shaft angles to be used. The rig uses a unique temperature pickup system to allow for dynamic measurement of the grease temperature in the boot.

Four 1998 Mitsubishi Carismas, two equipped with direct injection (GDI) and two with port fuel injection engines (PFI) were tested in a designed experiment to determine the effect of mileage accumulation cycle, engine type, fuel and lubricant type on engine wear and engine oil performance parameters. Fuel types were represented by an unadditised base fuel meeting EEC year 2000 specifications and the same base fuel plus synthetic deposit control additive packages. Crankcase oils were represented by two types (1) a 5W-30 API SJ/ILSAC GF-2 type engine oil and (2) a 10W-40 API SH/CF ACEA A3/ B3-96 engine oil. The program showed that specific selection of oil additive chemistry may reduce formation of intake valve deposits in GDI cars.. In general, G-DI engines produced more soot and more pentane insolubles and were found to be more prone to what appears to be soot induced wear than PFI engines.