D2700-24c

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 − 24c
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* calculated value shall be rounded “to the nearest unit” in the
1.1 This laboratory test method covers the quantitative last right-hand digit used in expressing the specified limit, in
determination of the knock rating of liquid spark-ignition accordance with the rounding method of Practice E29.
engine fuel in terms of Motor octane number, including fuels 1.5 This standard does not purport to address all of the
that contain up to 25 % v/v of ethanol. However, this test safety concerns, if any, associated with its use. It is the
method may not be applicable to fuel and fuel components that responsibility of the user of this standard to establish appro-
are primarily oxygenates.2 The sample fuel is tested in a priate safety, health, and environmental practices and deter-
standardized single cylinder, four-stroke cycle, variable com- mine the applicability of regulatory limitations prior to use.
pression ratio, carbureted, CFR engine run in accordance with For more specific hazard statements, see Section 8, 14.4.1,
a defined set of operating conditions. The octane number scale 15.5.1, 16.6.1, Annex A1, A2.2.3.1, A2.2.3.3(6) and (9),
is defined by the volumetric composition of primary reference A2.3.5, X3.3.7, X4.2.3.1, X4.3.4.1, X4.3.9.3, X4.3.12.4, and
fuel blends. The sample fuel knock intensity is compared to X4.5.1.8.
that of one or more primary reference fuel blends. The octane 1.6 This international standard was developed in accor-
number of the primary reference fuel blend that matches the dance with internationally recognized principles on standard-
knock intensity of the sample fuel establishes the Motor octane ization established in the Decision on Principles for the
number. Development of International Standards, Guides and Recom-
mendations issued by the World Trade Organization Technical
1.2 The octane number scale covers the range from 0 to 120
Barriers to Trade (TBT) Committee.
octane number, but this test method has a working range from
40 to 120 octane number. Typical commercial fuels produced
2. Referenced Documents
for automotive spark-ignition engines rate in the 80 to 90
Motor octane number range. Typical commercial fuels pro- 2.1 ASTM Standards:3
duced for aviation spark-ignition engines rate in the 98 to 102 D1193 Specification for Reagent Water
Motor octane number range. Testing of gasoline blend stocks D2268 Test Method for Analysis of High-Purity n-Heptane
or other process stream materials can produce ratings at various and Isooctane by Capillary Gas Chromatography
levels throughout the Motor octane number range. D2699 Test Method for Research Octane Number of Spark-
Ignition Engine Fuel
1.3 The values of operating conditions are stated in SI units
D2885 Test Method for Determination of Octane Number of
and are considered standard. The values in parentheses are the
Spark-Ignition Engine Fuels by On-Line Direct Compari-
historical inch-pounds units. The standardized CFR engine
son Technique
measurements continue to be in inch-pound units only because
D3703 Test Method for Hydroperoxide Number of Aviation
of the extensive and expensive tooling that has been created for
Turbine Fuels, Gasoline and Diesel Fuels
this equipment.
D4057 Practice for Manual Sampling of Petroleum and
1.4 For purposes of determining conformance with all Petroleum Products
specified limits in this standard, an observed value or a D4175 Terminology Relating to Petroleum Products, Liquid
Fuels, and Lubricants
1
This test method is under the jurisdiction of ASTM Committee D02 on D4177 Practice for Automatic 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 Dec. 1, 2024. Published December 2024. Originally
approved in 1968. Last previous edition approved in 2024 as D2700 – 24b. DOI:
3
10.1520/D2700-24C. 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 www.astm.org/contact. For Annual Book of
method to provide a similar but typically higher octane rating under milder ASTM Standards volume information, refer to the standard’s Document Summary
operating conditions. page on the ASTM website.
*A Summary of Changes section appears at the end of this standard

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959. United States
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D2700 − 24c
D4814 Specification for Automotive Spark-Ignition Engine number accepted reference value (O.N.ARV) determined by
Fuel round-robin testing under reproducibility conditions.
D5842 Practice for Sampling and Handling of Fuels for 3.1.3 cylinder height, n—for the CFR engine, the relative
Volatility Measurement vertical position of the engine cylinder with respect to the
D6299 Practice for Applying Statistical Quality Assurance piston at top dead center (tdc) or the top machined surface of
and Control Charting Techniques to Evaluate Analytical the crankcase.
Measurement System Performance
D6300 Practice for Determination of Precision and Bias 3.1.4 detonation meter, analog, n—for knock testing, the
Data for Use in Test Methods for Petroleum Products, signal conditioning instrumentation that accepts the electrical
Liquid Fuels, and Lubricants signal from the detonation pickup and provides an analog
D6304 Test Method for Determination of Water in Petro- output signal to the analog knockmeter.
leum Products, Lubricating Oils, and Additives by Cou- 3.1.4.1 Discussion—In the context of this test method, three
lometric Karl Fischer Titration contemporary generations of apparatus have been developed as
D6708 Practice for Statistical Assessment and Improvement detonation meters. These are (year of introduction in parenthe-
of Expected Agreement Between Two Test Methods that sis): the 501T Detonation Meter (1969), the 501C Detonation
Purport to Measure the Same Property of a Material Meter (1979), and the SSD7000 Detonation Meter (2017).6
D7504 Test Method for Trace Impurities in Monocyclic 3.1.5 detonation meter, digital, n—for knock testing, the
Aromatic Hydrocarbons by Gas Chromatography and digital signal conditioning instrumentation that accepts the
Effective Carbon Number electrical signal from the detonation pickup and provides a
E29 Practice for Using Significant Digits in Test Data to digital output signal for display.
Determine Conformance with Specifications
E344 Terminology Relating to Thermometry and Hydrom- 3.1.6 detonation pickup, n—for knock testing, a
etry magnetostrictive-type transducer that threads into the engine
E456 Terminology Relating to Quality and Statistics cylinder and is exposed to combustion chamber pressure to
E542 Practice for Gravimetric Calibration of Laboratory provide an electrical signal that is proportional to the rate-of-
Volumetric Instruments change of cylinder pressure.
E1064 Test Method for Water in Organic Liquids by Coulo- 3.1.7 dial indicator reading, n—for the CFR engine, a
metric Karl Fischer Titration numerical indication of cylinder height, in thousandths of an
2.2 ANSI Standard:4 inch, indexed to a basic setting at a prescribed compression
C-39.1 Requirements for Electrical Analog Indicating In- pressure when the engine is motored.
struments
3.1.8 digital counter reading, n—for the CFR engine, a
2.3 Energy Institute Standard:
numerical indication of cylinder height, indexed to a basic
IP 224/02 Determination of Low Lead Content of Light
setting at a prescribed compression pressure when the engine is
Petroleum Distillates by Dithizone Extraction and Colo-
motored.
rimetric Method5
3.1.9 dynamic fuel level, n—for knock testing, test proce-
3. Terminology dure in which the fuel-air ratio for maximum knock intensity
3.1 Definitions: for sample and reference fuels is determined using the falling
3.1.1 accepted reference value, n—a value that serves as an level technique that changes carburetor fuel level from a high
agreed-upon reference for comparison, and which is derived or rich mixture condition to a low or lean mixture condition, at
as: (1) a theoretical or established value, based on scientific a constant rate, causing knock intensity to rise to a maximum
principles, (2) an assigned or certified value, based on experi- and then decrease, thus permitting observation of the maxi-
mental work of some national or international organization, or mum knockmeter reading.
(3) a consensus or certified value, based on collaborative 3.1.10 equilibrium fuel level, n—for knock testing, test
experimental work under the auspices of a scientific or procedure in which the fuel-air ratio for maximum knock
engineering group. E456 intensity for sample and reference fuels is determined by
3.1.1.1 Discussion—In the context of this test method, making incremental step changes in fuel-air ratio, observing
accepted reference value is understood to apply to the Motor the equilibrium knock intensity for each step, and selecting the
octane number of specific reference materials determined level that produces the highest knock intensity reading.
empirically under reproducibility conditions by the National
3.1.11 firing, n—for the CFR engine, operation of the CFR
Exchange Group or another recognized exchange testing orga-
engine with fuel and ignition.
nization.
3.1.2 Check Fuel, n—for quality control testing, a spark- 3.1.12 fuel-air ratio for maximum knock intensity, n—for
ignition engine fuel of selected characteristics having an octane 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 www.astm.org/contact.

'RZQORDGHGSULQWHGE\
D2700 − 24c
highest knock intensity for each fuel in the knock testing unit, items in different laboratories with different operators using
provided this occurs within specified carburetor fuel level different equipment. E456
limits. 3.1.27 spread, n—in knock measurement, the sensitivity of
3.1.13 guide tables, n—for knock testing, the specific rela- the analog detonation meter expressed in knockmeter divisions
tionship between cylinder height (compression ratio) and per octane number. (This feature is not a necessary adjustment
octane number at standard knock intensity for specific primary in the digital detonation meter.)
reference fuel blends tested at standard or other specified 3.1.28 standard knock intensity, n—for knock testing, that
barometric pressure. level of knock established when a primary reference fuel blend
3.1.14 knock, n—in a spark-ignition engine, abnormal of specific octane number is used in the knock testing unit at
combustion, often producing audible sound, caused by autoi- maximum knock intensity fuel-air ratio, with the cylinder
gnition of the air/fuel mixture. D4175 height (dial indicator or digital counter reading) set to the
3.1.15 knock intensity, n—for knock testing, a measure of prescribed guide table value.
the level of knock. 3.1.29 toluene standardization fuels, n—for knock testing,
3.1.16 knockmeter, analog, n—for knock testing, the 0 to those volumetrically proportioned blends of two or more of the
100 division analog indicating meter that displays the knock following: reference fuel grade toluene, n-heptane, and isooc-
intensity signal from the analog detonation meter. tane that have prescribed rating tolerances for O.N.ARV deter-
mined by round-robin testing under reproducibility conditions.
3.1.17 knockmeter, digital, n—for knock testing, the 0 to 999
division digital indicating software meter that displays the 3.2 Definitions of Terms Specific to This Standard:
knock intensity from the digital detonation meter. 3.2.1 primary reference fuels, n—for knock testing,
isooctane, n-heptane, volumetrically proportioned mixtures of
3.1.18 motoring, n—for the CFR engine, operation of the
isooctane with n-heptane, or blends of tetraetyllead in isooc-
CFR engine without fuel and with the ignition shut off.
tane that define the octane number scale.
3.1.19 motor octane number, n—for spark-ignition engine
3.2.2 repeatability conditions NEG, n—replicate testing
fuel, the numerical rating of knock resistance obtained by
conditions employed by the National Exchange Group in
comparison of its knock intensity with that of primary refer-
which a single operator tests two specimens taken from a single
ence fuels when both are tested in a standardized CFR engine
sample container with at least one other sample being tested
operating under the conditions specified in this test method.
between the two specimens.
3.1.20 octane number, n—for spark-ignition engine fuel,
any one of several numerical indicators of resistance to knock 3.3 Abbreviations:
obtained by comparison with reference fuels in standardized 3.3.1 ARV—accepted reference value
engine or vehicle tests. D4175 3.3.2 CFR—Cooperative Fuel Research
3.1.21 oxygenate, n—an oxygen-containing organic 3.3.3 C.R.—compression ratio
compound, which may be used as a fuel or fuel supplement, for 3.3.4 IAT—intake air temperature
example, various alcohols and ethers. D4175 3.3.5 K.I.—knock intensity
3.1.22 primary reference fuel blends above 100 octane, 3.3.6 MIXT—mixture temperature
n—the millilitres per U.S. gallon of tetraethyllead in isooctane
that define octane numbers above 100 in accordance with an 3.3.7 NEG—National Exchange Group
empirically determined relationship. 3.3.8 OA—octane analyzer
3.1.23 primary reference fuel blends below 100 octane, 3.3.9 O.N.—octane number
n—the volume percent of isooctane in a blend with n-heptane 3.3.10 PRF—primary reference fuel
that defines the octane number of the blend, isooctane being 3.3.11 rNEG—repeatability conditions NEG
assigned as 100 and n-heptane as zero octane number.
3.3.12 RTD—resistance thermometer device (Terminology
3.1.24 quality control (QC) sample, n—for use in quality E344), platinum type
assurance programs to determine and monitor the precision and
stability of a measurement system, a stable and homogeneous 3.3.13 TSF—toluene standardization fuel
material having physical or chemical properties, or both, 4. Summary of Test Method
similar to those of typical samples tested by the analytical
measurement system; the material is properly stored to ensure 4.1 The Motor O.N. of a spark-ignition engine fuel is
sample integrity, and is available in sufficient quantity for determined using a standard test engine and operating condi-
repeated, long term testing. D6299 tions to compare its knock characteristic with those of PRF
blends of known O.N. Compression ratio and fuel-air ratio are
3.1.25 repeatability conditions, n—conditions where inde- adjusted to produce standard K.I. for the sample fuel, as
pendent test results are obtained with the same method on measured by a specific electronic detonation measurement
identical test items in the same laboratory by the same operator system. A standard K.I. guide table relates engine C.R. to O.N.
using the same equipment within short intervals of time. E456 level for this specific method. The fuel-air ratio for the sample
3.1.26 reproducibility conditions, n—conditions where test fuel and each of the PRF blends is adjusted to maximize K.I.
results are obtained with the same method on identical test for each fuel.

'RZQORDGHGSULQWHGE\
D2700 − 24c
4.1.1 The fuel-air ratio for maximum K.I. may be obtained for many vehicles, is posted on retail dispensing pumps in the
(1) by making incremental step changes in mixture strength, United States, and is referred to in vehicle manuals.
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
picking the maximum K.I. as the mixture strength is changed This is more commonly presented as:
from either rich-to-lean or lean-to-rich at a constant rate. ~R 1 M!
Antiknock Index = (3)
4.2 Bracketing Procedures—The engine is calibrated to 2
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
K.I.) than the sample fuel. A second set of K.I. measurements 5.5 Motor O.N. is utilized to determine, by correlation
for sample fuel and reference fuels is required, and the sample equation, the Aviation method O.N. or performance number
fuel O.N. is calculated by interpolation in proportion to the (lean-mixture aviation rating) of aviation spark-ignition engine
differences in average K.I. readings. A final condition requires fuel.7
that the cylinder height used shall be within prescribed limits
around the guide table value for the calculated O.N. Bracketing 6. Interferences
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
conditions; the cylinder height is adjusted so that standard K.I. 6.2 Certain gases and fumes, which can be present in the
is achieved. The calibration is reconfirmed and the sample fuel area where the knock testing unit is located, may have a
rating is repeated to establish the proper conditions a second measurable effect on the Motor O.N. test result.
time. The average cylinder height reading for the sample fuel, 6.2.1 Halogenated refrigerant used in air conditioning and
compensated for barometric pressure, is converted directly to refrigeration equipment can promote knock. Halogenated sol-
O.N. using the guide table. A final condition for the rating vents can have the same effect. If vapors from these materials
requires that the sample fuel O.N. be within prescribed limits enter the combustion chamber of the CFR engine, the Motor
around that of the O.N. of the single primary reference blend O.N. obtained for sample fuels can be depreciated.
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.
5.1 Motor O.N. correlates with commercial automotive 6.3.1 Electromagnetic emissions can cause interference
spark-ignition engine antiknock performance under severe with the analog knock meter and thus affect the Motor O.N.
conditions of operation. obtained for sample fuels.
5.2 Motor O.N. is used by engine manufacturers, petroleum 7. Apparatus
refiners and marketers, and in commerce as a primary specifi-
cation measurement related to the matching of fuels and 7.1 Engine Equipment9—This test method uses a single
engines. cylinder, CFR F-2 test engine for the determination of O.N.
that consists of standard components as follows: crankcase, a
5.2.1 Empirical correlations that permit calculation of auto-
cylinder/clamping sleeve assembly to provide continuously
motive antiknock performance are based on the general equa-
tion:
Road O.N. 5 ~ k 1 × Research O.N. ! 1 ~ k 2 × Motor O.N.! 1 k 3 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.
8
Supporting data have been filed at ASTM International Headquarters and may
populations and are based on road-octane number determina- be obtained by requesting Research Report RR:D02-1502. Contact ASTM Customer
tions. Service at www.astm.org/contact.
9
5.2.2 Motor O.N., in conjunction with Research O.N., The sole source of supply of the new complete engine known to the committee
at this time is CFR Engines Inc., N8 W22577 Johnson Drive, Pewaukee, WI 53186.
defines the antiknock index of automotive spark-ignition en-
If you are aware of alternative suppliers, please provide this information to ASTM
gine fuels, in accordance with Specification D4814. The International Headquarters. Your comments will receive careful consideration at a
antiknock index of a fuel approximates the road octane ratings meeting of the responsible technical committee,1 which you may attend.

'RZQORDGHGSULQWHGE\
D2700 − 24c
variable C.R. adjustable with the engine operating, a thermal 7.3.2 Volumetric Blending of Tetraethyllead—A calibrated
syphon recirculating jacket coolant system, a multiple fuel tank buret, pipette assembly, or other liquid dispensing apparatus
system with selector valving to deliver fuel through a single jet having a capacity of not more than 4.0 mL and a critically
passage and carburetor venturi, an intake air system with controlled volumetric tolerance shall be used for dispensing
controlled temperature and humidity equipment, electrical dilute tetraethyllead into 400 mL batches of isooctane. Cali-
controls, and a suitable exhaust pipe. The engine flywheel is bration of the dispensing apparatus shall be verified in accor-
belt connected to a special electric power-absorption motor dance with Practice E542.
utilized to both start the engine and as a means to absorb power 7.3.3 Gravimetric Blending of Reference Fuels—Use of
at constant speed when combustion is occurring (engine firing). blending systems that allow preparation of the volumetrically-
The intensity of combustion knock is measured by electronic defined blends by gravimetric (mass) measurements based on
detonation sensing and metering instrumentation. See Fig. 1 the density of the individual components is also permitted,
and Table 1. provided the system meets the requirement for maximum
7.2 Auxiliary Equipment—A number of components and 0.2 % blending tolerance limits.
devices have been developed to integrate the basic engine 7.3.3.1 Calculate the mass equivalents of the
equipment into complete laboratory or on-line octane measure- volumetrically-defined blend components from the densities of
ment systems. These include computer interface and software the individual components at 15.56 °C (60 °F).
systems, as well as common hardware, tubing, fasteners, 7.4 Auxiliary Apparatus:
electrical and electronic items. Appendix X1 contains a listing 7.4.1 Special Maintenance Tools—A number of specialty
of such items, many of which are potentially available from tools and measuring instruments should be utilized for easy,
multiple sources. In some cases, selection of specific dimen- convenient, and effective maintenance of the engine and testing
sions or specification criteria are important to achieve proper equipment. Lists and descriptions of these tools and instru-
conditions for the knock testing unit, and these are included in ments are available from the manufacturer of the engine
Appendix X1 when applicable. equipment and those organizations offering engineering and
7.3 Reference and Standardization Fuel Dispensing service support for this test method.
Equipment—This test method requires repeated blending of 7.4.2 Ventilation Hoods—Handling of reference and stan-
reference fuels and TSF materials in volumetric proportions. In dardization fuels, dilute tetraethyllead, and sample fuels having
addition, blending of dilute tetraethyllead in isooctane may be various hydrocarbon compositions is best conducted in a well
performed on-site for making rating determinations above ventilated space or in a laboratory hood where air movement
100 O.N. Blending shall be performed accurately because across the area is sufficient to prevent operator inhalation of
rating error is proportional to blending error. vapors.
7.3.1 Volumetric Blending of Reference Fuels—Volumetric 7.4.2.1 General purpose laboratory hoods are typically ef-
blending has historically been employed to prepare the re- fective for handling hydrocarbon fuel blending.10
quired blends of reference fuels and TSF materials. For 7.4.2.2 A blending hood meeting the requirements for dis-
volumetric blending, a set of burets, or accurate volumetric pensing toxic material shall be utilized in testing laboratories
apparatus, shall be used and the desired batch quantity shall be that choose to prepare leaded isooctane PRF blends on-site.
collected in an appropriate container and thoroughly mixed 7.4.3 Barometer—A pressure measurement device capable
before being introduced to the engine fuel system. of measuring the absolute value of air pressure in the room
7.3.1.1 For manual preparation of reference and standard- where the testing apparatus is located with a resolution of at
ization fuel blends, calibrated burets or volumetric apparatus least 0.34 kPa (0.1 in. Hg) and a suggested range of 71 kPa to
having a capacity of 200 mL to 500 mL and a maximum 105 kPa (21 in. Hg to 31 in. Hg).
volumetric tolerance of 60.2 % shall be used. Calibration shall 8. Reagents and Reference Materials
be verified in accordance with Practice E542.
7.3.1.2 Calibrated burets shall be outfitted with a dispensing 8.1 Cylinder Jacket Coolant—Water shall be used in the
valve and delivery tip to accurately control dispensed volume. cylinder jacket for laboratory locations where the resultant
The delivery tip shall be of such design that shut-off tip boiling temperature shall be 100 °C 6 1.5 °C (212 °F 6 3 °F).
discharge does not exceed 0.5 mL. Water with commercial glycol-based antifreeze added in suf-
7.3.1.3 The rate of delivery from the dispensing system ficient quantity to meet the boiling temperature requirement
shall not exceed 400 mL per 60 s. shall be used when laboratory altitude dictates. A commercial
7.3.1.4 The set of burets for the reference and standardiza- multifunctional water treatment material should be used in the
tion fuels shall be installed in such a manner and be supplied coolant to minimize corrosion and mineral scale that can alter
with fluids such that all components of each batch or blend are heat transfer and rating results.
dispensed at the same temperature. 8.1.1 Water shall be understood to mean reagent water
7.3.1.5 See Appendix X2 for volumetric reference fuel conforming to Type IV, Specification D1193. (Warning—
dispensing system information. Ethylene glycol based antifreeze is poisonous and may be
7.3.1.6 Automated volumetric blending apparatus may be harmful or fatal if inhaled or swallowed. See Annex A1.)
used providing the system achieves a maximum volumetric
blending tolerance limit of 60.2 %. Calibrate the apparatus in 10
Refer to Industrial Ventilation Manual, published by the American Conference
accordance with the manufacturers’ recommendations. of Governmental Industrial Hygienists, Cincinnati, OH.

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

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D2700 − 24c
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- 8.3.2 n-heptane shall meet the specifications in Table 2.
ity grade oil meeting the current API service classification for (Warning—n-heptane is flammable and its vapors are harmful.
spark-ignition engines shall be used. It shall contain a detergent Vapors may cause flash fire. See Annex A1.)
additive and have a kinematic viscosity from 8.3.3 80 octane PRF blend prepared using reference fuel
9.3 mm2 per s (cSt) to 12.5 mm2 per s (cSt) at 100 °C (212 °F) grade isooctane and n-heptane shall meet the specifications in
and a viscosity index of not less than 85. Oils containing Table 2. (Warning—80 octane PRF is flammable and its
viscosity index improvers shall not be used. Multigraded oils vapors are harmful. Vapors may cause flash fire. See Annex
shall not be used. (Warning—Lubricating oil is combustible A1.)
and its vapor is harmful. See Annex A1.) 8.3.4 Refer to Annex A3 for octane numbers of various
8.3 PRF, isooctane, 80-octane, and normal heptane classi- blends of 80 octane PRF and either n-heptane (see Table A3.1)
fied as reference fuel grade shall meet the specifications that or isooctane (see Table A3.2).
follow: (Warning—PRF is flammable and its vapors are 8.4 Dilute Tetraethyllead, 11 (commonly referred to as TEL
harmful. Vapors may cause flash fire. See Annex A1.) Dilute Volume Basis) is a prepared solution of aviation mix
8.3.1 Isooctane (2,2,4-trimethylpentane) shall meet the
specifications in Table 2. (Warning—Isooctane is flammable 11
Dilute tetraethyllead is available from Ethyl Corporation, 330 S. Fourth St.,
and its vapors are harmful. Vapors may cause flash fire. See Richmond, VA 23219-4304; or from The Associated Octel Company, Ltd., 23
Annex A1.) Berkeley Square, London, England W1X 6DT.
TABLE 2 Specifications for Primary Reference Fuels

Property Isooctane n-heptane 80 PRF Test Method
Purity, vol %, min 99.75 99.75 ASTM D2268
n-heptane, vol % 0.10 max 19.9 – 20.1 ASTM D2268
Isooctane, vol % 0.10 max 79.9 – 80.1 ASTM D2268
Lead, max 0.5 mg/L 0.5 mg/L 0.5 mg/L
IP 224/02
(0.002 g/U.S. gal) (0.002 g/U.S. gal) (0.002 g/U.S. gal)

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tetraethyllead antiknock compound in a hydrocarbon diluent of 9.2 Sample Temperature—Samples shall be cooled to a
70 % (V/V) xylene, 30 % (V/V) n-heptane. (Warning—Dilute temperature of 2 °C to 10 °C (35 °F to 50 °F), in the container
tetraethyllead is poisonous and flammable. It may be harmful in which they are received, before the container is opened.
or fatal if inhaled, swallowed, or absorbed through the skin. 9.3 Protection from Light—Collect and store sample fuels in
May cause flash fire. See Annex A1.) an opaque container, such as a dark brown glass bottle, metal
8.4.1 The fluid shall contain 18.23% 6 0.05 % (m/m) can, or a minimally reactive plastic container to minimize
tetraethyllead and have a relative density 15.6/15.6 °C (60/ exposure to UV emissions from sources such as sunlight or
60 °F) of 0.957 to 0.967. The typical composition of the fluid, fluorescent lamps.
excluding the tetraethyllead, is as follows:
Typical Concentration, 10. Basic Engine and Instrument Settings and Standard
Ingredient % (m/m)
Operating Conditions
Ethylene dibromide (scavenger) 10.6
Diluent:
10.1 Installation of Engine Equipment and
xylene 52.5 Instrumentation—Installation of the engine and instrumenta-
n-heptane 17.8 tion requires placement of the engine on a suitable foundation
Dye, antioxidant and inerts 0.87
and hook-up of all utilities. Engineering and technical support
8.4.2 Add dilute tetraethyllead, in mL quantities, to a for this function is required, and the user shall be responsible
400 mL volume of isooctane to prepare PRF blends used for to comply with all local and national codes and installation
ratings over 100 O.N. The composition of the dilute fluid is requirements.
such that when 2.0 mL are added to 400 mL of isooctane, the 10.1.1 Proper operation of the CFR engine requires assem-
blend shall contain the equivalent of 2.0 mL of lead/U.S. gal bly of a number of engine components and adjustment of a
(0.56 g of lead/L). series of engine variables to prescribed specifications. Some of
8.4.3 Refer to Annex A3 for octane numbers of blends of these settings are established by component specifications,
tetraethyllead isooctane (see Table A3.3). others are established at the time of engine assembly or after
8.4.4 An alternative to blending with dilute tetraethyllead is overhaul, and still others are engine running conditions that
to prepare leaded PRF from isooctane + 6.0 mL TEL per U. S. must be observed or determined by the operator during the
gallon and isooctane (see Table A3.4). testing process.
8.5 Toluene, Reference Fuel Grade shall meet the require- 10.2 Conditions Based on Component Specifications:
ments in Table 3. Toluene purity is determined by subtracting 10.2.1 Engine Speed—900 r ⁄min 6 9 r ⁄min, when the en-
the sum of the hydrocarbon impurities and water content from gine is firing, with a maximum variation of 9 r/min occurring
100 %. (Warning—Toluene is flammable and its vapors are during a rating. Engine speed, while firing, shall not be more
harmful. Vapors may cause flash fire. See Annex A1.) than 3 r/min greater than when it is motoring without combus-
NOTE 1—Experience has shown that Toluene exposed to atmospheric tion.
moisture (humidity) can absorb water. Test Methods D6304 or E1064 may 10.2.2 Indexing Flywheel to Top-Dead-Center (tdc)—With
be utilized to measure the water content of the Toluene. Options to help the piston at the highest point of travel in the cylinder, set the
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, flywheel pointer mark in alignment with the 0° mark on the
and the use of dryer desiccant beads, etc. flywheel in accordance with the instructions of the manufac-
8.5.1 Antioxidant shall be added by the supplier at a treat turer.
rate suitable for good long term stability as empirically 10.2.3 Valve Timing—The engine uses a four-stroke cycle
determined with the assistance of the antioxidant supplier. with two crankshaft revolutions for each complete combustion
cycle. The two critical valve events are those that occur near
8.6 Check Fuels are in-house typical spark-ignition engine tdc; intake valve opening and exhaust valve closing. See
fuels having selected O.N. values, low volatility, and good long Annex A2 for camshaft timing and valve lift measurement
term stability. (Warning—Check Fuel is flammable and its procedures.
vapors are harmful. Vapors may cause flash fire. See Annex 10.2.3.1 Intake valve opening shall occur 10.0° 6 2.5°
A1.) after-top-dead-center (atdc) with closing at 34° after-bottom-
dead-center (abdc) on one revolution of the crankshaft and
9. Sampling flywheel.
9.1 Samples shall be collected in accordance with Practices 10.2.3.2 Exhaust valve opening shall occur 40° before-
D4057, D4177, and D5842. bottom-dead-center (bbdc) on the second revolution of the
TABLE 3 Specifications for Toluene

Property Toluene Test Method
Purity, vol %, minimum 99.5 ASTM D7504
Water, ppm, max 200 ASTM D6304 or E1064
Hydroperoxide number, mg/kg as O, max 5 ASTM D3703

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crankshaft or flywheel, with closing at 15.0° 6 2.5° atdc on the the ASTM Type 83C (83F) thermometer installed at the orifice
next revolution of the crankshaft and flywheel. provided using the manufacturer’s prescribed fitting.
10.2.4 Valve Lift—Intake and exhaust cam lobe contours, 10.3.6.2 To ensure the correct temperature is indicated the
while different in shape, shall have a contour rise of 6.248 mm temperature measurement system shall be installed in accor-
to 6.350 mm (0.246 in. to 0.250 in.) from the base circle to the dance with the instructions provided for this specific applica-
top of the lobe. The resulting valve lift shall be tion.
6.045 mm 6 0.05 mm (0.238 in. 6 0.002 in.). See Annex A2 10.3.7 Intake Mixture Temperature—149 °C (300 °F) main-
for camshaft timing and valve lift measurement procedures. tained within 61 °C (62 °F) when CR or KI results used for
10.2.5 Intake Valve Shroud—The intake valve has a 180° octane determination on each fuel are collected. If intake
shroud or protrusion just inside the valve face to direct the MIXT tuning is used to qualify the engine as fit-for-use, the
incoming fuel-air charge and increase the turbulence within the temperature selected shall be between 141 °C (285 °F) and
combustion chamber. This valve stem is drilled for a pin, which 163 °C (325 °F) and this temperature shall then be maintained
is restrained in a valve guide slot, to prevent the valve from within 61 °C (62 °F) when the CR or KI results used for
rotating and thus maintain the direction of swirl. The valve octane determination on each fuel are recorded.
shall be assembled in the cylinder, with the pin aligned in the 10.3.7.1 The intake MIXT required to qualify the engine in
valve guide, so that the shroud is toward the spark plug side of each TSF blend O.N. range shall also be used for rating all
the combustion chamber and the swirl is directed in a coun- sample fuels in that O.N. range during an operating period.
terclockwise direction if it could be observed from the top of 10.3.7.2 Temperature measurement systems used to estab-
the cylinder. lish the Intake Mixture Temperature in this test method shall
10.2.6 Carburetor Venturi—The venturi throat size is de- exhibit the same temperature indicating characteristics and
pendent on the altitude of the location where the CFR engine accuracy as the ASTM 86C (86F) thermometer installed at the
is installed. Select the proper venturi in accordance with Table orifice provided using the manufacturer’s prescribed fitting.
4. 10.3.7.3 To ensure the correct temperature is indicated the
10.2.6.1 For CFR engines located at altitudes close to where temperature measurement system shall be installed in accor-
venturi size is designated to change, select whichever venturi dance with the instructions provided for this specific applica-
size results in minimum bias when rating TSF blends in tion.
accordance with the requirements of Section 12. 10.3.8 Intake Air Humidity—0.00356 kg to 0.00712 kg wa-
10.3 Assembly Settings and Operating Conditions: ter per kg (25 grains to 50 grains of water per lb) of dry air.
10.3.1 Direction of Engine Rotation—Clockwise rotation of NOTE 2—The humidity specification is based upon the original ice
the crankshaft when observed from the front of the engine. tower. If air conditioning equipment is used, it may not supply air within
10.3.2 Valve Clearances: the specification if the ambient relative humidity is excessively high or too
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
(0.008 in. 6 0.001 in.), measured under standard operating 10.3.9 Cylinder Jacket Coolant Level:
conditions with the engine running at equilibrium conditions 10.3.9.1 Engine Running and Hot—Treated water/coolant
on a 90 O.N. PRF blend. shall be added to the cooling condenser-cylinder jacket so that
10.3.3 Oil Pressure—172 kPa to 207 kPa (25 psi to 30 psi). the level in the condenser sight glass shall be within 61 cm
See Annex A2, for the procedure to adjust crankcase lubricat- (60.4 in.) of the LEVEL HOT mark on the coolant condenser.
ing oil pressure. NOTE 3—When stopped and cold, a coolant level that is just observable
10.3.4 Oil Temperature—57 °C 6 8 °C (135 °F 6 15 °F). in the bottom of the condenser sight glass will typically provide the
10.3.5 Cylinder Jacket Coolant Temperature— controlling engine running and hot operating level.
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 10.3.10.1 Engine Running and Hot—Oil level shall be
on each fuel are recorded. approximately mid-position in the crankcase oil sight glass.
10.3.6 Intake Air Temperature—38 °C 6 2.8 °C
NOTE 4—When stopped and cold, oil added to the crankcase so that the
(100 °F 6 5 °F). level is near the top of the sight glass will typically provide the engine
10.3.6.1 Temperature measurement systems used to estab- running and hot operating level.
lish the Intake Air Temperature in this test method shall exhibit
10.3.11 Crankcase Internal Pressure—As measured by a
the same temperature indicating characteristics and accuracy as
gauge, pressure sensor, or manometer connected to an opening
to the inside of the crankcase through a snubber orifice to
TABLE 4 Carburetor Venturi Size for Various Laboratory minimize pulsations, the pressure shall be less than zero (a
Elevations vacuum) and is typically from 25 mm to 150 mm (1 in. to 6 in.)
Venturi Throat of water less than atmospheric pressure. Vacuum shall not
Altitude at Engine Location, Typical Barometric Pressure
ft (m)
Diameter,
Range, in. Hg (kPa)
exceed 255 mm (10 in.) of water.
in. (mm) 10.3.12 Exhaust Back Pressure—As measured by a gauge or
Sea level to 1600 (500) ⁄
9 16 (14.3) 31.0 to 28.0 (105.0 to 94.8) manometer connected to an opening in the exhaust surge tank
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) or main exhaust stack through a snubber orifice to minimize
pulsations, the static pressure should be as low as possible, but

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shall not create a vacuum nor exceed 255 mm (10 in.) of water the spark timing is automatically changed and shall provide the
differential in excess of atmospheric pressure. characteristic given in Table 5.
10.3.13 Exhaust and Crankcase Breather System 10.3.17 Spark Plug—Champion D16, or equivalent.
Resonance—The exhaust and crankcase breather piping sys- 10.3.17.1 Gap—0.51 mm 6 0.13 mm (0.020 in. 6
tems shall have internal volumes and be of such length that gas 0.005 in.).
resonance does not result. See Appendix X3 for a suitable 10.3.18 Basic Cylinder Height Setting—Thoroughly warm
procedure to determine if resonance exists. up the engine under essentially standard operating conditions.
10.3.14 Belt Tension—The belts connecting the flywheel to Shut the unit down, and check that the ignition is turned off and
the absorption motor shall be tightened, after an initial break- fuel cannot enter the combustion chamber. Install a calibrated
in, so that with the engine stopped, a 2.25 kg (5 lb) weight compression pressure gauge assembly on the engine, motor the
suspended from one belt halfway between the flywheel and engine, and adjust the cylinder height so that the unit produces
motor pulley shall depress the belt approximately 12.5 mm the basic compression pressure prescribed by the relationships
(0.5 in.). of Fig. 2, for the appropriate carburetor venturi and the
10.3.15 Basic Rocker Arm Carrier Adjustment: prevailing barometric pressure.
10.3.15.1 Basic Rocker-Arm Carrier Support Setting—For 10.3.18.1 Index the cylinder height measurement device(s)
exposed valve train applications, each rocker arm carrier to the appropriate value uncompensated for barometric
support shall be threaded into the cylinder so that the distance pressure, as follows:
between the machined surface of the cylinder and the underside Digital Counter Reading of 930
Dial Indicator Reading of 0.352 in.
of the fork is 31 mm (1 7⁄32 in.). For enclosed valve train
applications, each rocker arm carrier support shall be threaded 10.3.18.2 Refer to Annex A2 for a detailed cylinder height
into the cylinder so that the distance between the top machined indexing procedure.
surface of the valve tray and the underside of the fork is 19 mm 10.3.19 Fuel-Air Ratio—The fuel-air ratio (mixture propor-
(3⁄4 in.). tion) for each sample fuel and PRF involved in the determina-
10.3.15.2 Basic Rocker Arm Carrier Setting—With the cyl- tion of an O.N. result shall be that which maximizes the K.I.
inder positioned so that the distance between the underside of 10.3.19.1 Fuel-air ratio is a function of the effective fuel
the cylinder and the top of the clamping sleeve is approxi- level in the vertical jet of the standard carburetor assembly and
mately 16 mm (5⁄8 in.), the rocker arm carrier shall be set is typically indicated as the fuel level in the appropriate
horizontal before tightening the bolts that fasten the long carburetor sight glass.
carrier support to the clamping sleeve. 10.3.19.2 The fuel level that produces maximum K.I. shall
10.3.15.3 Basic Rocker Arm Setting—With the engine on be from 0.7 in. to 1.7 in., referenced to the centerline of the
tdc on the compression stroke, and the rocker arm carrier set at venturi. If necessary, change the carburetor horizontal jet size
the basic setting, set the valve adjusting screw to approxi- (or equivalent restrictive orifice device) to satisfy the fuel level
mately the mid-position in each rocker arm. Then adjust the requirement.
length of the push rods so that the rocker arms shall be in the 10.3.19.3 The bracketing–dynamic equilibrium procedure
horizontal position. requires a falling level reservoir assembly to vary fuel-air ratio
10.3.16 Basic Spark Setting—26° btdc at a critical cylinder at a constant rate from a rich to lean mixture. The cross
height, uncompensated for barometric pressure and indicated sectional area of the reservoir determines the rate at which the
as a digital counter reading of 264 or a dial indicator reading of fuel level falls. Within the range that establishes a fuel level for
0.825 in. maximum K.I. in the carburetor vertical jet between 0.7 in. and
1.7 in. referenced to the centerline of the carburetor venturi, the
10.3.16.1 The digital timing indicator currently supplied
cross sectional area of the reservoir shall be constant and not
with CFR engine units, or the graduated spark quadrant
less than 3830 mm2 (5.9 in.2).
formerly supplied, shall be in proper working order and
calibrated so that the time of ignition is correctly displayed
with reference to the engine crankshaft. TABLE 5 Variation in Spark Timing As Cylinder Height is
10.3.16.2 Basic Ignition Timer Control Arm Setting—Adjust Changed
and set the length of the ignition control rod so that the Cylinder Height Cylinder Height
centerline of the ignition control arm shall be horizontal at the Digital Counter Reading Dial Indicator Reading Spark Timing, °btdc
(Uncompensated) (Uncompensated)
specified cylinder height uncompensated for barometric pres-
264 0.825 26
sure. 337 0.773 25
10.3.16.3 Ignition Timer Basic Transducer to Rotor Vane 410 0.721 24
484 0.669 23
Gap Setting—0.08 mm to 0.13 mm (0.003 in. to 0.005 in.). 556 0.617 22
10.3.16.4 Basic Spark Setting—With the engine running and 630 0.565 21
firing, position the ignition timer in the ignition timer control 704 0.513 20
777 0.461 19
arm so that ignition occurs at 26° btdc as displayed on the 851 0.408 18
digital timing indicator or spark quadrant. Tighten the control 925 0.356 17
arm knurled clamping screw. 998 0.304 16
1072 0.252 15
10.3.16.5 Automatic Change Spark Timing Adjustment—As 1145 0.200 14
cylinder height is adjusted during the determination of O.N.,

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FIG. 2 Actual Compression Pressure for Setting Cylinder Height
10.3.20 Carburetor Cooling—Circulate coolant through the the knockmeter needle to zero using the adjusting screw
coolant passages of the carburetor whenever there is evidence provided on the knockmeter face.
of premature vaporization in the fuel delivery passages. Re- 10.3.21.4 Analog Detonation Meter Zero Adjustment—With
lease of hydrocarbon vapors from the sample fuel can result in the detonation meter power switch in the ON position, the
uneven engine operation or erratic K.I. reading and is usually meter setting in the ZERO position, the time constant setting
indicated by bubble formation or abnormal fluctuation of the on 3, and the meter reading and spread controls in their
fuel level in the sight glass. nominal operating positions, set the needle of the knockmeter
10.3.20.1 Coolant—Water or a water/antifreeze mixture. to read zero using the detonation meter zero adjusting screw on
10.3.20.2 Coolant Temperature—The liquid coolant deliv- the 501T and 501C meters (which is to the left of the meter
ered to the carburetor coolant exchangers shall be cold enough switch on these detonation meters and covered by a knurled
to prevent excessive vaporization but not colder than 0.6 °C cap) or by depressing the zero button on the SSD7000.
(33 °F) or warmer than 10 °C (50 °F).12 10.3.22 Digital Instrumentation:
10.3.21 Analog Instrumentation: 10.3.22.1 Digital Knock Meter Reading Limits—The opera-
10.3.21.1 Analog Knockmeter Reading Limits—The opera- tional range for K.I. readings on the digital knockmeter shall be
tional range for K.I. readings on the analog knockmeter shall from 0 K.I. to 999 K.I. and is linear throughout this range.
be from 20 K.I. to 80. K.I. is a nonlinear characteristic below 10.3.22.2 Digital Detonation Meter Spread and Time Con-
20 and the analog knockmeter has the potential to be nonlinear stant Settings—Experience has shown that these variables can
above 80. be left constant, and default values can be used. The default
10.3.21.2 Analog Detonation Meter Spread and Time Con- value for Spread on the Digital Detonation Meter can be left at
stant Settings—Optimize these variables to maximize spread 0, and the default value for Time Constant on the Digital
commensurate with reasonable K.I. signal stability. Refer to Detonation Meter can be left at 38.
Procedure sections and Annex A2 for further details. NOTE 5—The Digital Knockmeter does not have a zero adjustment, as
10.3.21.3 Analog Knockmeter Needle Mechanical Zero it is a software-based device.
Adjustment—With the detonation meter power switch in the
OFF position, and the meter switch in the ZERO position, set 11. Test Variable Characteristics
11.1 Cylinder Height Relationship to Octane Number—
12
Cylinder height, an indication of C.R., has a significant effect
be obtained by requesting Research Report RR:D02-1006. Contact ASTM Customer on fuels and their knocking characteristics. Every fuel has a
Service at www.astm.org/contact. critical C.R. at which knock begins to occur. As C.R. is

'RZQORDGHGSULQWHGE\
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increased above this critical threshold, the degree of knock, or can be disengaged from the upper counter for the purpose of
severity of knock, increases. The Motor method of test com- off-setting its reading and thus establish the differential or
pares sample fuels to PRF blends at a selected knock level compensation for prevailing barometric pressure. With the
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.13 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
pressure. If the prevailing barometric pressure is other than
760 mm (29.92 in.) of Hg, correct the actual dial indicator
13
Detonation meter guide tables were generated by setting the cylinder height to reading so that it is compensated to standard barometric
the value for the former bouncing pin instrumentation value at 85 O.N. and then pressure. Compensated dial indicator readings apply whenever
using that K.I. as the reference for determining the cylinder height required for PRF the reading is pertinent during the rating of sample fuels or
blends over the range from 40 to 100 O.N.
when calibrating the engine using PRF blends.
11.2.2.1 Dial indicator readings decrease as cylinder height
is lowered and increase as cylinder height is raised.
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.
FIG. 3 Motor O.N. Versus Digital Counter Reading Characteristic The peaking or maximizing knock characteristic is illustrated

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in Fig. 4. This test method specifies that each sample fuel and
PRF shall be operated at the mixture condition that produces
the maximum K.I. The CFR engine carburetor, utilizing a
single vertical jet, provides a simple means to monitor a
measure of fuel-air ratio using a sight glass that indicates the
fuel level in the vertical jet. Fig. 5 illustrates the relationships
of the components. Low fuel levels relate to lean mixtures and
higher levels to rich mixtures. Fuel level changes are made to
determine the level that produces the maximum knocking
condition. To maintain good fuel vaporization, a restrictive
orifice or horizontal jet is utilized so that the maximum knock
condition occurs for fuel levels between 0.7 in. and 1.7 in.
referenced to the centerline of the carburetor venturi. The
mechanics for varying the fuel mixture can be accomplished
using various approaches.
11.4.1 Fixed Horizontal Jet–Variable Fuel Level System—
· Air flow through venturi is constant
Fuel level adjustments are made by raising or lowering the float · Raising fuel level richens F/A mixture
reservoir in incremental steps. Selection of a horizontal jet · Fuel level for maximum K.I. depends on horizontal jet size and fuel level
having the appropriate hole size establishes the fuel level at · Fuel level for maximum K.I. must be between 0.7 and 1.7
· Larger hole size in horizontal jet will lower maximum K.I. fuel level.
which a typical sample fuel achieves maximum knock. FIG. 5 CFR Engine Carburetor Assembly
11.4.2 Fixed Fuel Level–Variable Orifice System—A fuel
reservoir, in which the fuel can be maintained at a prescribed
constant level, supplies an adjustable orifice (special long-
tapered needle valve) used in place of the horizontal jet. Fuel recorded as the fuel-air ratio passes through the critical region,
mixture is changed by adjustment of the needle valve. either from a lean to rich, or a rich to lean condition.
Typically, the constant fuel level selected is near the 1.0 level,
which satisfies the fuel level specification and also provides 12. Engine Standardization
good fuel vaporization. 12.1 Unit Compliance—Operate the properly commissioned
11.4.3 Dynamic or Falling Level System—A fuel reservoir, knock test unit at temperature equilibrium and in compliance
filled to a higher level than that required for maximum K.I., with the basic engine and instrument settings and standard
delivers fuel through either a fixed bore or adjustable horizon- operating conditions prescribed for this test method.
tal jet. With the engine firing, the fuel level falls as fuel is 12.1.1 Operate the engine on fuel for approximately 1 h to
consumed. Fuel level changes automatically at a specifically ensure that all critical variables are stable. During the final
selected constant rate that is established by the cross-sectional 10 min of this warm-up period, operate the engine at a typical
area of the fuel reservoir and associated sight glass assembly. K.I. level.
Maximum K.I. is recorded as the fuel level passes through the
12.2 Fit-for-Use Qualification for Each Operating Period:
critical level.
12.2.1 Every sample fuel O.N. determination shall be per-
11.4.4 OA-Fixed Horizontal Jet-Variable Fuel Volume—
formed using an engine that has been qualified as fit-for-use by
Fuel-air ratio adjustments are made by changing the amount of
rating the appropriate TSF blend.
fuel delivered to the vertical jet. This is accomplished by
12.2.2 Qualify the engine using the appropriate TSF blends
varying the fuel delivery at a rate which ensures the K.I.
in accordance with the following conditions:
reaches equilibrium with each change. Maximum K.I. is
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 6—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.
FIG. 4 Typical Effect of Fuel-Air Ratio on Knock Intensity accepted reference value of the selected TSF blend.

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12.2.4 When a bracketing procedure is utilized to determine approximately 0.5 °C (1 °F). Increasing the temperature decreases the
the TSF blend rating, set the cylinder height, compensated for O.N.
the prevailing barometric pressure, to the guide table value for 12.3.5.2 If the temperature tuned TSF blend rating is within
the O.N.ARV of the selected TSF blend. 6 0.1 O.N. of the O.N.ARV in Table 6, the engine is fit for use
12.2.5 When the compression ratio procedure is utilized to to rate sample fuels within the applicable O.N. range.
determine the TSF blend rating, first establish standard K.I. 12.3.5.3 If the temperature tuned TSF blend rating is more
using the PRF blend whose whole O.N. is closest to that of the than 60.1 O.N. from the O.N.ARV in Table 6, the engine shall
O.N.ARV of the selected TSF blend. not be used for rating sample fuels having O.N. values within
12.3 Fit-for-Use Procedure 76.4 to 94.7 O.N.: the applicable range until the cause is determined and cor-
12.3.1 Select the appropriate TSF blend(s) from Table 6 that rected.
are applicable for the O.N.s of the sample fuel ratings tested or 12.4 Fit-for-Use Procedure—Below 76.4 and Above 94.7
to be tested during the operating period. O.N.:
12.3.2 Rate the TSF blend using the standard intake MIXT 12.4.1 Select the appropriate TSF blend(s) from Table 7 that
of 149 °C (300 °F). are applicable for the O.N. values of the sample fuel ratings
12.3.2.1 It is permissible to start fit-for-use testing for a new tested or to be tested during the operating period.
operating period using approximately the same MIXT tuning 12.4.2 The rating tolerances of Table 7 are determined by
adjustment applied for the previous operating period, if both multiplying the standard deviation of the data that established
conditions shown are met: the O.N.ARV of the TSF blend and a statistical tolerance limit
(1) The engine standardization during the last operating factor K for normal distributions. Using the standard deviation
period required MIXT tuning for the last fit-for-use test. values for the TSF blend data sets of 100 or more values and
(2) Maintenance has not taken place in the period between K = 1.5, it is estimated that in the long run, in 19 cases out of
fit-for-use tests. 20, at least 87 % of the test engines would rate the TSF blend
12.3.3 If the untuned TSF blend rating is within the untuned within the rating tolerances listed in Table 7.
rating tolerances of Table 6 for that TSF blend, the engine is fit 12.4.3 Rate the TSF blend using the standard intake MIXT
for use to rate sample fuels within the applicable O.N. range. of 149 °C (300 °F). Temperature tuning is not permitted for
Intake MIXT tuning is not required. these O.N. levels.
12.3.4 If the untuned TSF blend rating is more than 0.1 O.N. 12.4.4 If the TSF blend rating is within the rating tolerance,
from the O.N.ARV in Table 6 for that TSF blend, it is the engine is fit for use to rate sample fuels having O.N. values
permissible to adjust the intake MIXT slightly to obtain the within the applicable range for that TSF blend.
O.N.ARV for that specific TSF blend. 12.4.5 If the TSF blend rating is outside the rating tolerance,
12.3.5 If the untuned TSF blend rating is outside the conduct a comprehensive examination to determine the cause
untuned rating tolerance of Table 6, adjust the intake MIXT, and required corrections. It is expected that some engines will
within prescribed limits, to obtain the O.N.ARV for that specific rate outside the rating tolerance, at one or more of the O.N.
TSF blend. levels, under standard operating conditions. Control records or
12.3.5.1 The tuned intake MIXT shall be no lower than charts of these TSF blend ratings can be helpful to demonstrate
141 °C (285 °F) nor higher than 163 °C (325 °F). the ongoing performance characteristic of the unit.
NOTE 7—When using the analog detonation meter, a TSF blend rating
13. Checking Engine Performance
change of 0.1 O.N. requires an intake mixture temperature adjustment of
approximately 1 °C (2 °F). Increasing the temperature decreases the O.N. 13.1 Check Fuels:
NOTE 8—When using the digital detonation meter, a TSF blend rating 13.1.1 While engine standardization is dependent solely on
change of 0.1 O.N. requires an intake mixture temperature adjustment of
TSF blend determinations, rating Check Fuels can be done to
determine the accuracy (lack of bias) of the engine.
TABLE 6 TSF Blend O.N.ARV, Untuned Rating Tolerances and

Sample Fuel Octane Number Range of UseA TABLE 7 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.

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13.1.1.1 Test Check Fuel(s). 14.3.4 Analog detonation meter spread set at 12 K.I. to
13.1.1.2 Compare the octane rating obtained for the Check 14 K.I. divisions per O.N. at the 90 O.N. level will typically
Fuel to the Check Fuel O.N.ARV. provide suitably optimized spread settings for the range
13.1.1.3 Specifics for control chart set up and interpretation 80 O.N. to 103 O.N. without resetting. Refer to Annex A2.
of the delta between the rating and the ARV value can be found 14.4 Sample Fuel:
in Practice D6299. 14.4.1 Introduce the sample fuel to the carburetor, purge the
13.1.1.4 If an out-of-statistical control situation is detected, fuel system, and if applicable, the sight glass and float reservoir
examine the engine system operation for assignable cause(s). by opening and then closing the sight glass drain valve several
13.2 Quality Control (QC Testing)—Users should conduct a times and observing that there are no bubbles in the clear
regular statistical quality control program to monitor the engine plastic tubing between the float reservoir and the sight glass.
is in statistical control over time. (Warning—Sample fuel is extremely flammable and its vapors
13.2.1 This test method suggests validating the engine are harmful if inhaled. Vapors may cause flash fire. See Annex
system by the rating of a QC sample. A1.)
13.2.2 The QC sample is a typical spark ignition engine fuel 14.4.2 Operate the engine on sample fuel.
having a motor octane number within the normal operating 14.4.3 Make a preliminary adjustment of the cylinder
range of the engine. height.
13.2.2.1 Users are encouraged to assess the normal operat- 14.4.3.1 For the analog detonation meter, adjust the cylinder
ing range and determine if multiple QC samples are required height to cause a mid-scale knockmeter reading.
based upon the M.O.N. range of the samples typically rated. 14.4.3.2 For the digital detonation meter, it is not necessary
13.2.3 Use appropriate control charts or other statistically to establish a mid-scale knockmeter reading.
equivalent techniques to assess the MON value. Control charts
NOTE 9—The digital detonation meter will typically exhibit peak to
often used for this application are Individuals and Moving peak voltages between 0.2 V and 0.3 V at standard knock intensity for
Range (I/MR). O.N. < 100. For samples with O.N. > 100, the digital detonation meter will
13.2.4 Specifics for control chart set up and interpretation typically exhibit peak to peak voltages between 0.08 V and 0.18 V.
can be found in Practice D6299. 14.4.4 Determine the fuel level for maximum K.I. One
13.2.5 5 If an out-of-statistical control situation is detected, approach is to first lower the fuel level (float reservoir
examine the engine system operation for assignable cause(s). assembly) and then raise it in small increments (0.1 sight glass
divisions or less) until the knockmeter reading peaks and
PROCEDURE A
begins to fall off. Reset the float reservoir to the fuel level that
produces the maximum knockmeter reading.
14. Bracketing—Equilibrium Fuel Level
14.4.5 Make a second adjustment of the cylinder height.
14.1 Check that all engine operating conditions are in 14.4.5.1 For the analog detonation meter, adjust the cylinder
compliance and equilibrated with the engine running on a height so that the knockmeter reading is 50 6 2 divisions. (No
typical fuel at approximately standard K.I. adjustment of the digital detonation meter is necessary).
14.2 Perform engine fit-for-use testing utilizing a TSF blend 14.4.5.2 For the analog detonation meter, when testing TSF
applicable for the O.N. range in which sample fuels are blends (for which the rating is conducted at the guide table
expected to rate. If TSF blend temperature tuning is to be used, cylinder height setting for the ARV of the blend), the detona-
determine the proper intake MIXT required. Perform this tion meter settings shall be adjusted to obtain a knockmeter
rating in the same manner described below for a sample fuel reading of 50 6 2 divisions. (No adjustment of the digital
except that the TSF blend shall be rated without carburetor detonation meter is necessary).
cooling, and the cylinder height shall be set, compensated for 14.4.6 Record the knockmeter reading. (For the digital
the prevailing barometric pressure, to the guide table value for panel, refer to manufacturer’s operation manual for the appro-
the O.N.ARV of the selected TSF blend. 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.

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14.6 Reference Fuel No. 2:
14.6.1 Select another PRF blend that can be expected to
result in a knockmeter reading that causes the readings for the
two reference fuels to bracket that of the sample fuel.
14.6.2 The maximum permissible difference between the
two reference fuels is dependent on the O.N. of the sample
fuel. Refer to Table 8. FIG. 6 Sample and Reference Fuel Reading Sequence
14.6.3 Prepare a fresh batch of the second PRF blend.
14.6.4 Introduce Reference Fuel No. 2 to the engine and, if meter, the average of the last two sample fuel knockmeter
applicable, purge the fuel lines in the same manner as noted for readings is between 45 and 55. (Condition (2) is not applicable
the sample fuel. for the digital detonation meter.)
14.6.5 Position the fuel-selector valve to operate the engine
14.8 Checking Guide Table Compliance:
on Reference Fuel No. 2 and perform the required step-wise
14.8.1 Check that the cylinder height, compensated for
adjustments for determining the fuel level for maximum K.I.
barometric pressure, used for the rating is within the prescribed
14.6.6 If the knockmeter reading for the sample fuel is
limits of the applicable guide table value of cylinder height for
bracketed by those of the two PRF blends, continue the test;
the sample fuel O.N. At all O.N. levels, the digital counter
otherwise try another PRF blend(s) until the bracketing re-
reading shall be within 620 of the guide table value. The dial
quirement is satisfied.
indicator reading shall be within 60.014 in. of the guide table
14.6.7 Record the equilibrium knockmeter reading for Ref-
value.
erence Fuel No. 2.
14.8.2 If the cylinder height of the sample fuel rating is
14.7 Repeat Readings: outside the guide table limit, repeat the rating after readjust-
14.7.1 Perform the necessary steps to obtain repeat knock- ment of the detonation meter to obtain standard K.I. using a
meter readings on the sample fuel, Reference Fuel No. 2, and PRF blend whose O.N. is close to that of the sample fuel.
finally Reference Fuel No. 1. For each fuel, be certain that the
14.9 Special Instructions for Sample Fuel Ratings Above
fuel level used is that for maximum K.I. and allow operation to
100 O.N.:
reach equilibrium before recording the knockmeter readings.
14.9.1 Knock characteristics become more erratic and un-
The fuel switching for the complete rating shall be as illus-
stable at octane levels above 100 for several reasons. Careful
trated in Fig. 6.
attention to the setting and adjustment of all variables is
14.7.2 Refer to Section 18 for detailed interpolation and
required to ensure that the rating is representative of the sample
calculation procedure.
fuel quality.
14.7.3 The two knockmeter readings for the sample fuel and
14.9.2 When using the analog knockmeter, if the sample
two for each of the PRF blends constitute a rating provided (1)
fuel rating will be above 100 O.N., it is necessary to establish
the difference between the rating calculated from the first and
standard K.I. using an isooctane plus TEL PRF blend before
second series of readings is no greater than 0.3 O.N., and, when
sample fuel testing can continue. This may require more than
using the analog detonation meter, (2) the average of the
one trial to select the appropriate leaded PRF (one of the two
sample fuel knockmeter readings is between 45 and 55.
that bracket the sample fuel) and proper cylinder height. It will
(Condition (2) is not applicable for the digital detonation
also necessitate adjustment of the detonation meter METER
meter.)
READING setting to obtain a knockmeter reading of approxi-
14.7.4 If the first and second series of knockmeter readings
mately 50 divisions. If the rating is between 100.0 O.N. and
do not meet the criteria, a third series of readings may be
100.7 O.N., use the isooctane plus 0.05 mL TEL PRF to
obtained. The fuel switching order for this set shall be sample
establish standard K.I. At the higher O.N. levels, either of the
fuel, Reference Fuel No. 1, and finally Reference Fuel No. 2.
specified leaded PRF blends for the particular O.N. range may
The second and third series of knockmeter readings shall then
be used for this purpose.
constitute a rating provided the difference between the rating
14.9.2.1 When using the digital knockmeter, if the sample
calculated from the second and third series of readings is no
fuel rating will be above 100 O.N., it is necessary to establish
greater than 0.3 O.N., and, when using the analog detonation
standard K.I. using an isooctane plus TEL PRF blend before
sample fuel testing can continue. This may require more than
TABLE 8 Permissible Bracketing PRF Blends
one trial to select the appropriate leaded PRF (one of the two
that bracket the sample fuel) and proper cylinder height. The
O.N. Range of Sample Fuel Permissible PRF Blends
digital detonation meter will typically exhibit peak to peak
40 to 72 Maximum Permissible O.N. Difference of 4.0
72 to 80 Maximum Permissible O.N. Difference of 2.4 voltages of 0.08 to 0.18 when testing fuels with O.N. > 100. If
80 to 100 Maximum Permissible O.N. Difference of 2.0 the rating is between 100.0 O.N. and 100.7 O.N., use the
100.0 to 100.7 Use only 100.0 and 100.7 O.N. PRF blends isooctane plus 0.05 mL TEL PRF to establish standard K.I. At
100.7 to 101.3 Use only 100.7 and 101.3 O.N. PRF blends
101.3 to 102.5 Use only 101.3 and 102.5 O.N. PRF blends the higher O.N. levels, either of the specified leaded PRF
102.5 to 103.5 Use only 102.5 and 103.5 O.N. PRF blends blends for the particular O.N. range may be used for this
103.5 to 108.6 Use only PRF blends 0.2 mL TEL/gal apart purpose.
108.6 to 115.5 Use only PRF blends 0.5 mL TEL/gal apart
115.5 to 120.3 Use only PRF blends 1.0 mL TEL/gal apart 14.9.3 Refer to Table 8 when selecting the PRF blends for
sample fuels that rate above 100 O.N. Use only the specified

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PRF pairs for sample fuels that rate in the O.N. ranges 100.0 to 15.5.1 Introduce the sample fuel to an empty fuel reservoir.
100.7; 100.7 to 101.3; 101.3 to 102.5; and 102.5 to 103.5. Purge the fuel line, sight glass, and fuel reservoir by opening
14.9.4 When using the analog detonation meter, check that and then closing the sight glass drain valve several times and
detonation meter spread is maintained as large as possible observing that there are no bubbles in the clear plastic tubing
despite the fact that knockmeter readings will vary consider- between the fuel reservoir and the sight glass. Top off the level
ably and make selection of an average reading tedious. (No so that the fuel level is at approximately 0.4 in the sight glass.
adjustment of the digital detonation meter is necessary.) Where experience demonstrates the critical maximum K.I.
14.10 In cases of dispute between results from the different occurs near a specific fuel level, filling to a level 0.3 above the
procedures within this method, Procedure A shall be used as typical level is acceptable. (Warning—Sample fuel is ex-
the referee procedure. The designation of Procedure A as the tremely flammable and its vapors are harmful if inhaled.
referee is not a tacit endorsement or recognition that this Vapors may cause flash fire. See Annex A1.)
procedure is technically better than the other procedures. 15.5.2 Position the fuel-selector valve to operate the engine
on the sample fuel and observe that the fuel level begins to fall
PROCEDURE B in the sight glass.
15.5.3 When applying this falling level technique, stop the
15. Bracketing—Dynamic Fuel Level: sequence by switching to another fuel when the K.I. reading
15.1 Applicable O.N. Rating Range—This procedure shall passes its maximum value and decreases approximately ten
only apply for ratings within the range from 70. O.N. to 100. divisions. Closely monitor each falling fuel level sequence to
O.N.14 ensure the engine is always supplied with fuel and that
15.2 Check that all engine operating conditions are in knocking conditions prevail for a high proportion of rating time
compliance and equilibrated with the engine running on a to maintain operating temperature conditions.
typical fuel at approximately standard K.I. 15.5.4 When using the analog detonation meter, if the K.I.
reading falls outside 30 to 70, adjust the cylinder height to
15.3 Perform engine fit-for-use testing utilizing a TSF blend bring the engine close to the standard K.I. condition.
applicable for the O.N. range in which sample fuels are 15.5.5 When using the digital detonation meter and rating
expected to rate. If TSF blend temperature tuning is to be used, fuels with O.N. < 100, if the peak to peak voltage falls outside
determine the proper intake MIXT required. Perform this the range of 0.20 to 0.40, adjust the cylinder height to bring the
rating in the same manner described below for a sample fuel engine close to the standard K.I. condition. (The digital
except that the TSF blend shall be rated without carburetor detonation meter will typically exhibit peak to peak voltages of
cooling, and the cylinder height shall be set, compensated for 0.08 to 0.18 when testing fuels with O.N. > 100.)
the prevailing barometric pressure, to the guide table value for
the O.N.ARV of the selected TSF blend. NOTE 10—Proficiency in making this initial adjustment of cylinder
height is achieved with experience.
15.4 Establish standard K.I. by engine calibration using a
PRF blend having an O.N. close to that of the sample fuels to 15.5.6 Refill the fuel reservoir to the appropriate rich
be rated. mixture sight glass level for each successive repetition of the
15.4.1 Set the cylinder height to the barometric pressure trial-and-error process.
compensated value for the O.N. of the midpoint of the PRF 15.5.7 When using the analog detonation meter, after the
bracket. cylinder height is approximately determined, it may be neces-
15.4.2 When using the analog knockmeter, determine the sary to make a final adjustment to ensure that (1) the fuel level
fuel level for maximum K.I. and then adjust the detonation for maximum K.I. occurs at a sight glass level within the
meter METER READING setting to produce a knockmeter critical range from 0.7 in. to 1.7 in. and (2) the maximum K.I.
reading of 50 6 20 divisions. (No adjustment of the digital reading is between 30 and 70 divisions. (Condition (2) is not
detonation meter is necessary.) necessary when using the digital detonation meter.
15.4.3 When using the analog knockmeter, check that deto- 15.5.8 Record the maximum K.I. reading, or if a K.I.
nation meter spread is maximized commensurate with satisfac- recorder is being used, mark the trace to indicate the sample
tory knockmeter stability. (No adjustment of the digital deto- identification and highlight the maximum reading.
nation meter is necessary.) 15.5.9 Observe the cylinder height reading, compensated to
15.4.4 When using the analog detonation meter, spread set standard barometric pressure, and using the appropriate guide
at 12 K.I. to 14 K.I. divisions per O.N. at the 90 O.N. level will table, determine the estimated O.N. of the sample fuel.
typically provide suitably optimized spread settings for the 15.6 Reference Fuel No. 1:
range 80 O.N. to 100 O.N. without resetting. Refer to Annex
15.6.1 Prepare a fresh batch of a PRF blend that has an O.N.
A2. (No adjustment of the digital detonation meter is neces-
estimated to be close to that of the sample fuel.
sary.)
15.6.2 Introduce Reference Fuel No. 1 to one of the unused
15.5 Sample Fuel: fuel reservoirs, taking care to purge the fuel line, sight glass,
and fuel reservoir in the same manner as noted for the sample
14
fuel.
be obtained by requesting Research Report RR:D02-2075. Contact ASTM Customer 15.6.3 Position the fuel-selector valve to operate the engine
Service at www.astm.org/contact. on Reference Fuel No. 1 and record, or mark the recorder

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tracing, to indicate the maximum K.I. reading that occurs as the 15.9.2 If the cylinder height of the sample fuel rating is
fuel level falls. Care shall be taken to observe that the outside the guide table limit, repeat the rating after readjust-
maximum K.I. condition occurs at a fuel level within the ment of the detonation meter to obtain standard K.I. using a
specified 0.7 in. to 1.7 in. range. PRF blend whose O.N. is close to that of the sample fuel.
15.7 Reference Fuel No. 2: PROCEDURE C
15.7.1 Select another PRF blend that can be expected to
result in a maximum K.I. reading that causes the readings for
16. Compression Ratio
the two reference fuels to bracket that of the sample fuel.
15.7.2 The maximum permissible difference between the 16.1 Cylinder Height Measurement—This procedure shall
two reference fuels is dependent on the O.N. of the sample be used only if the CFR engine is equipped with a digital
fuel. Refer to Table 8. counter for measurement of cylinder height in order to maxi-
15.7.3 Prepare a fresh batch of the selected PRF blend. mize the resolution of the measurement of this primary
15.7.4 Introduce Reference Fuel No. 2 to one of the unused variable.
fuel reservoirs, taking care to purge the fuel line, sight glass, 16.2 Applicable O.N. Rating Range—This procedure shall
and fuel reservoir in the same manner as noted for the sample only apply for ratings within the range from 80. O.N. to
fuel. 100. O.N.
15.7.5 Position the fuel-selector valve to operate the engine
16.3 Check that all engine operating conditions are in
on Reference Fuel No. 2 and record, or mark the recorder
compliance and equilibrated with the engine running on a
tracing, to indicate the maximum K.I. reading which occurs as
typical fuel at approximately standard K.I.
the fuel level falls. Care shall be taken to observe that the
maximum K.I. condition occurs at a fuel level within the 16.4 Perform engine fit-for-use testing utilizing a TSF blend
specified 0.7 in. to 1.7 in. range. applicable for the O.N. range in which sample fuels are
15.7.6 If the maximum K.I. reading for the sample fuel is expected to rate. If TSF blend temperature tuning is to be used,
bracketed by those of the two reference fuel blends, continue determine the proper intake MIXT required. This rating shall
the rating; otherwise try another reference fuel blend(s) until be performed in the same manner described below for a sample
the bracketing requirement is satisfied. fuel, except that the TSF blend shall be rated without carbu-
retor cooling.
15.8 Repeat Readings:
15.8.1 Perform the necessary steps to obtain repeat K.I. 16.5 Establish standard K.I. by engine calibration using a
readings on the sample fuel, Reference Fuel No. 2, and finally PRF blend having an O.N. close to that of the sample fuels to
Reference Fuel No. 1. The fuel switching for the complete be rated.
rating shall be as illustrated in Fig. 6. 16.5.1 Set the cylinder height to the barometric pressure
15.8.2 Refer to Section 18 for detailed interpolation and compensated value for the O.N. of the selected PRF.
calculation procedure. 16.5.2 Determine the fuel level for maximum K.I., adjust
15.8.3 The two maximum K.I. readings for the sample fuel the detonation meter METER READING setting to produce a
and two for each of the PRF blends constitute a rating provided knockmeter reading of 50 6 2 divisions, and record this value.
(1) the difference between the rating calculated from the first 16.5.3 Check that detonation meter spread is maximized
and second series of readings is no greater than 0.3 O.N., and commensurate with satisfactory knockmeter stability.
the (2) average of the sample fuel K.I. readings is between 30 16.5.4 Detonation meter spread set to 12 K.I. to 14 K.I.
and 70. (Condition (2) is not applicable for the digital detona- divisions per O.N. at the 90 O.N. level will typically provide
tion meter.) suitably optimized spread settings for the range 80 O.N. to
15.8.4 If the first and second series of K.I. readings do not 100 O.N. without resetting. Refer to Annex A2.
meet the criteria, a third series of readings may be obtained. 16.6 Sample Fuel:
The fuel switching order for this set shall be sample fuel, 16.6.1 Introduce the sample fuel to the carburetor, purge the
Reference Fuel No. 1, and finally Reference Fuel No. 2. The fuel system, and if applicable, the sight glass and float reservoir
second and third series of maximum K.I. readings shall then by opening and then closing the sight glass drain value several
constitute a rating provided the difference between the rating times and observing that there are no bubbles in the clear
calculated from the second and third series of readings is no plastic tubing between the float reservoir and the sight glass.
greater than 0.3 O.N., and the average of the last two sample (Warning—Sample fuel is extremely flammable and its vapors
fuel K.I. readings is between 30 and 70. (Condition (2) is not are harmful if inhaled. Vapors may cause flash fire. See Annex
applicable for the digital detonation meter.) A1.)
15.9 Checking Guide Table Compliance: 16.6.2 Operate the engine on sample fuel. If the engine
15.9.1 Check that the cylinder height, compensated for knock changes drastically and results in either a very low or
barometric pressure, used for the rating is within the prescribed very high knockmeter reading, adjust cylinder height in the
limits of the applicable guide table value of cylinder height for proper direction to reestablish a mid-scale knockmeter reading.
the sample fuel O.N. At all O.N. levels, the digital counter This shift in O.N. level may require establishing standard K.I.
reading shall be within 620 of the guide table value. The dial with a different PRF blend whose O.N. can be estimated from
indicator reading shall be within 60.014 in. of the guide table the guide table for the cylinder height reading that has just been
value. determined.

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16.6.3 Adjust the cylinder height to cause a mid-scale using a new PRF whose O.N. is within the indicated limits. If
knockmeter reading for the sample fuel. the new PRF knockmeter reading, at the cylinder height for its
16.6.4 Determine the fuel level for maximum K.I. One O.N., is within 50 6 1 divisions, the previously determined
approach is to first lower the fuel level (float reservoir rating may be accepted. If not, perform a new engine calibra-
assembly) and then raise it in small increments (0.1 sight glass tion using the selected PRF and repeat the sample fuel rating.
divisions or less) until the knockmeter reading peaks and 16.9 Testing Sample Fuels of Similar O.N.:
begins to fall off. Reset the float reservoir to the fuel level that 16.9.1 If the O.N. values of several sample fuels are known
produces the maximum knockmeter reading. to be similar, it is permissible to determine standard K.I. using
16.6.5 Adjust the cylinder height so that the knockmeter an appropriate PRF, rate each of the sample fuels, and then
reading is within 62 divisions of the standard K.I. reading check that the standard K.I. for the PRF is within 61 division
recorded for the applicable PRF blend. of the initial value.
16.6.6 Allow equilibrium to occur, and if necessary, make 16.9.2 A check of standard K.I. shall, in any event, be made
any slight adjustment in cylinder height to obtain a valid after every fourth sample fuel measurement.
standard K.I. reading. Do not extend the operating time beyond
approximately 5 min as measured from the time at which the PROCEDURE D
fuel level setting is finalized.
16.6.7 Upset engine equilibrium by opening the sight glass 17. Bracketing–OA
drain valve momentarily to cause the fuel level to fall and any
17.1 Applicable O.N. Rating Range—This procedure shall
trapped vapor bubbles to be removed. After closing the drain
apply for ratings within the range from 72. O.N. to 103.5 O.N.
valve, observe that the knockmeter reading returns to the
previous value. If the knockmeter reading does not repeat 17.2 Check that all engine operating conditions are in
within 61 division, readjust the cylinder height to obtain the compliance and equilibrated with the engine running on a
standard K.I. value for the applicable PRF blend and when typical fuel at approximately standard K.I.
equilibrium is achieved, repeat the fuel level upset check for 17.3 Perform engine fit-for-use testing utilizing a TSF blend
repeatability of readings. applicable for the O.N. range in which sample fuels are
16.6.8 Read and record the compensated digital counter expected to rate. If TSF blend temperature tuning is to be used,
reading. determine the proper MIXT required. Perform this rating in the
16.6.9 Convert the compensated digital counter reading to same manner described below for a sample fuel except that the
O.N. using the appropriate guide table. TSF blend shall be rated without carburetor cooling, and the
16.7 Repeat Reading: cylinder height shall be set, compensated for the prevailing
16.7.1 Check standard K.I. by operation on the PRF blend at barometric pressure, to the guide table value for the O.N.ARV of
the compensated digital counter reading for the O.N. of this the selected TSF blend.
blend. If the knockmeter reading is within 63 divisions of the 17.4 Sample Fuel:
original reading, record the value and switch back to the 17.4.1 Spread is optimized by the computer control system.
sample fuel. If the knockmeter reading is outside the 63 17.4.2 Select two PRF blends that will bracket the expected
division limit, standard K.I. must be reset before again rating octane number of the sample. One PRF should have an octane
the sample fuel. number that is greater than the sample and one should have an
16.7.2 Check the sample fuel by adjusting the cylinder octane number less than the sample, such that the PRFs bracket
height so that the knockmeter reading is within 62 divisions of the expected octane of the sample.
the standard K.I. reading recorded for the PRF blend and 17.4.3 The maximum permissible difference between the
convert the compensated digital counter reading to O.N. using two reference fuels is dependent on the O.N. of the sample
the appropriate guide table. fuel. Refer to Table 8.
16.7.3 The average of the two sample fuel O.N. results
constitutes a rating provided the difference between them is no 17.5 Set the cylinder height between the barometric pres-
greater than 0.3 O.N. sure compensated value for the O.N. of the selected PRFs.
16.8 Checking PRF Limit Compliance: 17.6 Introduce the sample fuel and PRF blends to the
16.8.1 The average O.N. of the sample fuel is acceptable if carburetor, purge the fuel system, and if applicable, the sight
it does not differ from the O.N. of the PRF used to establish glass and float reservoir by opening and then closing the drain
standard K.I., by more than the value in Table 9. valve several times and observing that there are no bubbles in
16.8.2 When the O.N. difference between the sample fuel the plastic tubing between the float reservoir, the sight glass
and the PRF exceeds the limits in Table 9, check standard K.I. and the fuel selector valve. (Warning—Sample fuel is ex-
tremely flammable and its vapors are harmful if inhaled.
Vapors may cause flash fire. See Annex A1.)
TABLE 9 Maximum Sample Fuel O.N. Difference from Calibration
PRF 17.7 Octane Measurement:
Sample Fuel O.N.
Maximum O.N. Difference Sample Fuel 17.7.1 Provide initial pump settings for the determination of
from PRF maximum knock. The OA will search for maximum knock
80 to 90 2.0
90 to 100 1.0 from these initial settings. Care should be taken to ensure
initial pump settings will produce adequate knock to allow

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maximum knock determination. Experience with the OA will 18.2 Calculate the O.N. by interpolation of these average
help in setting initial pump settings. knockmeter readings proportioned to the O.N. values of the
17.7.1.1 The fuels shall be measured in the following bracketing PRF blends in accordance with the example shown
sequence PRF, PRF and then the sample fuel. in Fig. 8 and Eq 4:
17.7.2 Initiate octane determination sequence.
17.7.2.1 Review maximum knock curves and confirm they
rise through maximum knock and fall as shown in Fig. 7, if
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)
they do not identify cause and repeat the analysis.
17.7.2.2 If the reading for the sample fuel is bracketed by where:
those of the two PRF blends, continue with next set of O.N. S = octane number of the sample fuel,
determinations; otherwise try another PRF blend(s) until the O.N.LRF = octane number of the low PRF,
bracketing requirement is satisfied. O.N.HRF = octane number of the high PRF,
17.7.3 Refer to 18 for the detailed interpolation and calcu- K.I.S = knock intensity (knockmeter reading) of the
lation procedure. sample fuel,
17.7.4 The average of the first and second determinations K.I.LRF = knock intensity of the low PRF, and
for the sample fuel constitute a rating provided (1) the K.I.HRF = knock intensity of the high PRF.
difference between the rating calculated from the first and
19. Report
second series of determinations is no greater than 0.3 O.N. and
(2) the OA demonstrates stability in the determination of 19.1 Motor Octane Number of Spark-Ignition Engine Fuels:
maximum knock. 19.1.1 Report the calculated bracketing procedure or the
17.7.5 If the first and second series of octane determinations C.R. procedure result as Motor O.N.
do not meet the criteria, obtain a third series of determinations. 19.1.1.1 For ratings below 72.0 O.N., report the value to the
17.7.6 The average of the second and third determinations nearest integer. When the calculated O.N. ends with a 0.50,
for the sample fuel constitute a rating provided the difference round off to the nearest even number; for example, round 67.50
between the rating calculated from the second and third series and 68.50 to 68 O.N.
of determinations is no greater than 0.3 O.N. 19.1.1.2 For ratings from 72.0 through 103.5 O.N., report
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.
outside the guide table limit, repeat the rating after readjust-
19.1.3 Report the engine room barometric pressure at the
ment of the cylinder height to ensure compliance with the
time of the rating.
guide table value to the sample octane.
19.1.4 Report the intake MIXT used.
18. Calculation of O.N.—Bracketing Procedures 19.2 Motor Octane Number and Aviation Method Rating of
18.1 Calculate the average knockmeter readings for the Aviation Spark-Ignition Engine Fuel:
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

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19.2.1 Report the calculated rating result as Motor O.N. 20. Precision and Bias
rounded to the nearest tenth. 20.1 Bracketing—Equilibrium Fuel Level Procedure A15
19.2.1.1 Report the engine room barometric pressure at the 20.1.1 80 to 87 Motor O.N. Range—The precision of this
time of the rating. test method for Motor O.N.s between 80 and 87 based on
19.2.1.2 Report the intake MIXT used. statistical examination of interlaboratory test results by the
19.2.2 If it is desired to also report the Aviation method bracketing—equilibrium fuel level procedure is as follows:
rating of the fuel, use the Motor O.N., rounded to the nearest 20.1.1.1 RepeatabilityNEG—The difference between two test
tenth, and Table 10 to obtain the Aviation method rating. results obtained under the replicate testing conditions em-
Round the converted value to the nearest tenth using the same ployed by the NEG would exceed 0.13 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 Repeatability—The difference between two test
19.2.2.1 Report Aviation method ratings that are 100.0 or results obtained under repeatability conditions would exceed
less as O.N. 0.62 O.N. only in one case in twenty.
19.2.2.2 Report Aviation method ratings that are higher than 20.1.1.3 Reproducibility—The difference between two test
100.0 as performance number (P.N.). results obtained under reproducibility conditions would exceed
1.17 O.N. only in one case in twenty.
TABLE 10 Conversion of Motor O.N. to Aviation Method 20.1.1.4 Consistent with the recommendation in Practice
RatingA,B,C D6300 8.4.5 that the range of test results considered valid for
Motor the applicability of precision functions be computed using the
Octane 0.0 0.2 0.4 0.6 0.8 following formulae:
Number
75 73.59 73.81 74.04 74.27 74.49
76 74.72 74.95 75.17 75.40 75.63
lowest test result = lowest retained ILS sample mean – R
77 75.85 76.08 76.30 76.53 76.75 evaluated at the lowest retained ILS sample mean
78 76.98 77.20 77.43 77.65 77.88
79 78.10 78.33 78.55 78.77 79.00 highest test result = highest retained ILS sample mean + R
80 79.22 79.44 79.67 79.89 80.11
81 80.33 80.55 80.78 81.00 81.22
evaluated at the highest retained ILS sample mean
82 81.44 81.66 81.88 82.10 82.32 The applicable range for these data is 78.72 to 87.12 O.N.
83 82.55 82.77 82.99 83.21 83.43 20.1.1.5 The above precision estimates are based on data
84 83.65 83.86 84.08 84.30 84.52
85 84.74 84.96 85.18 85.40 85.61
from the National Exchange Group and other interlaboratory
86 85.83 86.05 86.27 86.48 86.70 test programs conducted between 1993 and 2016.16
87 86.92 87.13 87.35 87.57 87.78 20.1.1.6 Sample fuels containing ethanol in the concentra-
88 88.00 88.22 88.43 88.65 88.86
89 89.08 89.29 89.51 89.72 89.94
tions typical of commercial spark-ignition engine fuels, were
90 90.15 90.37 90.58 90.79 91.01 included in the above programs and the precision for these
91 91.22 91.43 91.65 91.86 92.07 sample fuels is statistically indistinguishable from non-
92 92.29 92.50 92.71 92.92 93.13
93 93.35 93.56 93.77 93.98 94.19 oxygenated fuels in the Motor O.N. range from 80 to 87.
94 94.40 94.61 94.82 95.04 95.25 20.1.1.7 The equivalence of this test method when per-
95 95.46 95.67 95.88 96.09 96.29 formed at barometric pressures less than 94.8 kPa (28.0 in. of
96 96.50 96.71 96.92 97.13 97.34
97 97.55 97.76 97.96 98.17 98.38 Hg) has not been determined. Reproducibility for the 80 O.N.
98 98.57 98.74 98.91 99.08 99.25 to 90 O.N. range at altitude locations, based on ASTM Rocky
99 99.43 99.60 99.77 99.95 100.54 Mountain Regional Group interlaboratory test results, would,
100 101.07 101.60 102.14 102.67 103.21
101 103.74 104.27 104.81 105.34 105.88 in the long run, in the normal operation of the test method,
102 106.41 106.94 107.48 108.01 108.55 exceed approximately 1.4 O.N. only in one case in twenty.
103 109.08 109.61 110.15 110.68 111.22 20.1.2 Below 80 Motor O.N. Range:
104 111.75 112.28 112.82 113.35 113.89
105 114.42 114.95 115.49 116.02 116.56 20.1.2.1 Precision cannot be stated for the range below 80
106 117.09 117.62 118.16 118.69 119.23 Motor O.N. because current data are not available.
107 119.76 120.29 120.83 121.36 121.90 20.1.3 88 to 102 Motor O.N. Range:
108 122.43 122.96 123.50 124.03 124.57
109 125.10 125.63 126.17 126.70 127.24 20.1.3.1 Precision cannot be stated for the 88 to 102 Motor
110 127.77 128.30 128.84 129.37 129.91 O.N. range because sufficient current data are not available.
A
This table converts Motor octane numbers to Aviation method ratings equivalent
to those of now-discontinued Method D614, Test for Knock Characteristics of 15
Aviation Fuels by the Aviation Method. Supporting data 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:D02-1731. Contact ASTM Customer
ASTM Methods D614 and D357.” (Replaced by Test Method D2700.) Service at www.astm.org/contact.
16
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:D02-2065. Contact ASTM Customer
Service at www.astm.org/contact.

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20.1.4 102 to 103 Motor O.N. Range—The precision of this 20.3.1.1 RepeatabilityNEG—The difference between two test
test method at the 102 to 103 Motor O.N. level based on results obtained under the replicate testing conditions em-
statistical examination of interlaboratory test results is as ployed by the NEG would exceed 0.10 O.N. only in one case
follows: in twenty.
20.1.4.1 RepeatabilityNEG—The difference between two test 20.3.1.2 Repeatability—There is insufficient data to develop
results obtained under the replicate testing conditions em- an estimate of the repeatability of the CR procedure.
ployed by the NEG would exceed 0.6 O.N. only in one case in 20.3.1.3 Reproducibility—The difference between two test
twenty. results obtained under reproducibility conditions would exceed
20.1.4.2 Reproducibility—The difference between two test 1.10 O.N. only in case in twenty.
results obtained under reproducibility conditions would exceed 20.3.1.4 Consistent with the recommendation in Practice
2.0 O.N. only in one case in twenty. D6300 8.4.5 that the range of test results considered valid for
the applicability of precision functions be computed using the
20.1.4.3 The above repeatability and reproducibility values following formulae:
are based on replicate O.N. results obtained by from 12 to 15
laboratories participating in the ASTM Aviation National lowest test result = lowest retained ILS sample mean – R
Exchange Group (NEG) during the period from 1988 through evaluated at the lowest retained ILS sample mean
1994. The repeatability and reproducibility pooled variances
for the 21 samples that rated within this range were deter- highest test result = highest retained ILS sample mean + R
mined. The resulting average standard deviations have been evaluated at the highest retained ILS sample mean
multiplied by 2.772 to obtain the respective limit values. The applicable range for these data is 78.92 to 90.23 O.N.
20.3.1.5 The above precision estimates are based on data
20.1.5 Above 103 Motor O.N. Range:
from the National Exchange Group reported between 2013 and
20.1.5.1 Precision cannot be stated for the range above 103 2016.16
Motor O.N. because current data are not available.
20.4 Bracketing–OA Procedure D:
20.2 Bracketing—Dynamic Fuel Level Procedure B: 20.4.1 82 – 88 Motor O.N. Range—The data for the
20.2.1 80 to 87 Motor O.N. Range—The precision of this bracketing–OA procedure is from a 2003 interlaboratory test
test method for Motor O.N.s between 80 and 87 based on program using both the Waukesha Engine Custom CFR Con-
statistical examination of interlaboratory test results by the trol Octane Analyzers and Phillips KEAS Systems. The test
bracketing—dynamic fuel level procedure is as follows: results for the commercial range gasoline samples from that
20.2.1.1 RepeatabilityNEG—The difference between two test program.were re-evaluated for precision and bias by Practices
results obtained under the replicate testing conditions em- D6300 and D6708 in 2020,16 with the following results:
ployed by the NEG would exceed 0.27 O.N. only in one case 20.4.1.1 Repeatability—The difference between two test
in twenty. results obtained under repeatability conditions would exceed
20.2.1.2 Repeatability—The difference between two test 0.37 O.N. only in one case in twenty.
results obtained under repeatability conditions would exceed 20.4.1.2 Reproducibility—The difference between two test
0.41 O.N. only in one case in twenty. results obtained under reproducibility conditions would exceed
20.2.1.3 Reproducibility—The difference between two test
20.4.1.3 Procedure Bias—A Practice D6708-compliant as-
results obtained under reproducibility conditions would exceed
sessment of the O.N. data from the 2003 interlaboratory test
program comparing the Octane Analyzer apparatus and
20.2.1.4 Consistent with the recommendation in Practice Bracketing-Equilibrium Fuel Level procedure showed that the
D6300 8.4.5 that the range of test results considered valid for degree of agreement between results obtained using the OA
the applicability of precision functions be computed using the versus results using the Br-Eq procedure can be further
following formulae: improved by applying the following correction equation:
lowest test result = lowest retained ILS sample mean – R Corrected MONOA 5 0.9538 × MONOA13.9544 (5)
evaluated at the lowest retained ILS sample mean NOTE 11—The corrected MONOA result can be interpreted as the
predicted MONBr-Eq result if the sample were tested using the Octane
highest test result = highest retained ILS sample mean + R Analyzer apparatus.
evaluated at the highest retained ILS sample mean 20.5 High Ethanol Fuels:
The applicable range for these data is 79.42 to 86.94 O.N. 20.5.1 The previous precision estimates were obtained on
20.2.1.5 The above precision estimates are based on data fuels containing oxygenated components in concentrations
from the National Exchange Group and other interlaboratory typically present as ethanol (up to 10 % by volume). An
test programs conducted between 1993 and 2016.16 interlaboratory study was conducted in 2010-11 to investigate
the precision of fuels containing 15 % by volume ethanol to
20.3 Compression Ratio Procedure C: 25 % by volume ethanol (see RR:D02-175817). Twelve fuels
20.3.1 80 – 89 Motor O.N. Range—The precision of this test
method for Motor O.N.s between 80 and 89 based on statistical 17
examination of interlaboratory test results by the CR procedure be obtained by requesting Research Report RR:D02-1758. Contact ASTM Customer
is as follows: Service at www.astm.org/contact.

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with concentrations from 15 % to 25 % v ⁄v ethanol were tested
by 12 laboratories; the octane results were in the range of 85.4
to 90.4 M.O.N., and all four of the test procedures (A, B, C,
and D) were utilized for the testing program, which resulted in
the following precision estimates.
20.5.1.1 Repeatability—The difference between two test
results obtained under repeatability conditions would exceed
20.5.2 Reproducibility—The difference between two test
results obtained under reproducibility conditions would exceed
20.6 Bias—The results obtained by 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.
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 Isooctane

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

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A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS
A2.1 Camshaft Timing and Valve Lift Measurement—The A2.1.2.2 Assemble a dial indicator on the deck of the
camshaft for the Model CFR-48 crankcase has intake and crankcase so that it can be positioned to indicate the lift of the
exhaust cam lobes both ground to produce a valve lift of intake valve lifter.
0.238 in. Each lobe is designed to include a quieting ramp at A2.1.2.3 The dial indicator must have a minimum travel of
the beginning and end of the contour change from the base 0.250 in. and read to 0.001 in.
circle diameter. These quieting ramps are flat spots in the A2.1.2.4 Position the flywheel to tdc on the compression
contour which occur at 0.008 in. to 0.010 in. rise from the base stroke and set the dial indicator to zero.
circle of the lobe and that extend for typically 4° to 6° of crank A2.1.2.5 Rotate the flywheel in the normal direction until
angle rotation. Actual valve lift does not take place until valve the valve lifter rises, causing movement of the dial indicator.
clearance is overcome and this is essentially coincident with A2.1.2.6 Continue flywheel rotation until the dial indicator
the flat spot of the quieting ramp. The maximum height of the reading is 0.054 in.
lobe from the base circle is typically 0.248 in. A2.1.2.7 Read the flywheel crank angle and compare it to
A2.1.1 Measurement Principle—It is difficult to define the the specification that is 30°.
actual point at which a valve should open or close because the A2.1.2.8 If the observed crank angle is within 30° 6 2°, the
event takes place on the quieting ramp where the rate-of- timing is satisfactory. Otherwise, the camshaft needs retiming
change of the cam profile is minimal. The following procedure either by shifting the cam gear with respect to the crankshaft or
uses a point higher up on the contour of the lobes where by relocating the cam gear on its shaft using one of the other
maximum lift velocity occurs. Thus, all timing events are three keyways. Changing the point of mesh of the cam gear
referenced to the flywheel crank angle degree readings, which with respect to the crankshaft by one full gear tooth makes a
occur at a rise of 0.054 in. off the cam lobe base circle. Timing 9.5° change on the flywheel for a given mark. Four keyways in
of the camshaft can be judged by the measurement of the intake the cam gear permit shifts of timing in 1° 11 min increments
valve opening event which along with the exhaust valve for a given mark. Cam gears are supplied with an X mark at the
closing event are the so-called “top end” events that are most tooth to be aligned with the corresponding X mark on the
critical. Fig. A2.1 illustrates both the intake and exhaust lobe crankshaft gear. If another keyway is used, the gear X mark is
profiles and their relationship in the 720° of rotation of the irrelevant and the proper tooth for the unmarked keyway must
flywheel during one combustion cycle. be determined. Greater detail is available from the manufac-
A2.1.2 Timing Check Procedure: turer.
A2.1.2.1 Measurement is best made when the cylinder NOTE A2.1—The other valve opening and closing events may also be
assembly is removed from the crankcase although it is possible checked but the single measurement based on the intake valve opening
with the cylinder and valve mechanism in place. event is sufficient to make the judgment as to proper camshaft timing.
FIG. A2.1 Camshaft Timing Diagram

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A2.1.3 Valve Lift Check Procedure: ment feature is utilized to offset the lower indicator from the
A2.1.3.1 With the dial indicator still positioned over the upper indicator so that the differential digital counter reading
intake valve lifter, continue rotation of the flywheel until a can be compensated for other than standard barometric pres-
maximum reading is obtained on the dial indicator. sure conditions. The reading on the lower digital counter thus
A2.1.3.2 Read the dial indicator and compare it to the provides compensated values for knock test units operated at
specification which is 0.246 in. to 0.250 in. If the rise is less other than standard 101.0 kPa (29.92 in. Hg) barometric
than 0.243 in. from the base circle of the cam, wear of the lobe pressure conditions. Digital counter reading changes in direct
occurred and camshaft replacement is indicated. proportion to C.R. and a digital counter reading change of one
A2.1.3.3 Valve lift for the exhaust cam lobe should also be digit is equal to 0.0007 in. movement of the cylinder height.
checked by repeating the procedure with the dial indicator A2.2.1.2 Dial Indicator Assembly—See Fig. A2.3. The dial
positioned over that valve lifter. The lift specification is the indicator is fastened to the cylinder clamping sleeve by a
same as for the intake valve lifter. bracket. An adjusting screw with a flat circular anvil that
A2.2 Basic Cylinder Height Indexing: contacts the spindle of the dial indicator is supported in a
second bracket which is fastened to the engine cylinder. The
A2.2.1 Measurement Principles—C.R. is a significant vari- adjusting screw provides the means to set the dial indicator to
able in relation to knock in internal combustion engines and is the proper reading when the device is being indexed and is then
a basic parameter for the knock testing methods. The CFR locked in place by a lock nut tightened against the bracket. Dial
engine cylinder and clamping sleeve mechanism provide a indicator readings change in inverse proportion with respect to
means to change C.R. by moving the cylinder up or down with C.R.; increasing in value when the cylinder is raised in the
respect to the crankcase. As a convenient alternative to clamping sleeve. Cylinder height movement is indicated to the
determination of the actual C.R., the vertical position of the nearest 0.001 in. There is currently no commercial offset
cylinder can be measured and provides an indication that is mechanism to provide directly compensated dial indicator
proportional to C.R. Two approaches to indicating the cylinder readings for knock test units operated at other than standard
height are applicable as follows: 101.0 kPa (29.92 in. Hg) barometric pressure conditions.
A2.2.1.1 Compression Ratio Digital Counter Assembly—
See Fig. A2.2. A flexible cable connects the cylinder clamping A2.2.2 Establishing Basic Cylinder Height—The cylinder
sleeve worm shaft to a mechanical digital counter unit that has height measurement instruments must be indexed to a stan-
two digital display counters or indicators. The input shaft of the dardized value after every top overhaul or equipment change
unit is directly connected to the upper digital indicator and the that affects the combustion chamber. Originally, the clearance
digital counter reading responds to any rotation of the worm volume of the combustion chamber was set by introducing a
shaft which moves the engine cylinder up or down. The lower specified volume of water to fill the clearance volume to the top
digital indicator is directly connected to the input shaft of the of the pickup hole and then setting the indicator to a specific
unit when a selector knob is positioned to 1 but is disengaged value. Experience has demonstrated that cylinder height index-
when the selector knob is at any other position. The disengage- ing can be achieved by adjusting the cylinder position until a
FIG. A2.2 C.R. Digital Counter

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FIG. A2.4 Compression Pressure Gauge Assembly
(1) Collect and have ready a calibrated compression pres-

sure gauge assembly and the tools required to remove the
detonation pickup and install the gauge assembly in the
combustion chamber pickup hole.
FIG. A2.3 Cylinder Height Dial Indicator (2) Users of the C.R. digital counter assembly shall discon-
nect the flexible cable by loosening the set-screw and slipping
the cable connector off the digital counter unit and manually set
the upper and lower digital counter readings so that both read
specified compression pressure is produced dependent on the 930.
prevailing barometric pressure. Fig. 2, indicates the compres- (3) Determine the prevailing barometric pressure and using
sion pressure that must be produced at standard operating Fig. 2, read the compression pressure expected for cylinder
conditions with the CFR engine motoring. The cylinder height height instrument indexing.
instrument is then set to the basic value. For C.R. digital (4) Shut the engine down by turning the fuel off, turning
counter assemblies, the basic digital counter reading is 930. For the ignition switch off, and then positioning the engine power
dial indicator assemblies, the basic reading is 0.352 in. switch to off.
A2.2.3 Basic Cylinder Height Indexing Procedure: (5) Drain all fuel from the carburetor.
A2.2.3.1 Operate the knock test unit for sufficient time to (6) Remove the detonation pickup cable connector, un-
reach temperature equilibrium, on a typical sample fuel, at screw the detonation pickup from the cylinder, and install the
standard operating conditions with an intake MIXT regulated compression pressure gauge assembly. (Warning—Avoid con-
to 149 °C 6 1 °C (300 °F 6 2 °F). (Warning—In addition to tact with the detonation pickup because it is extremely hot and
other precautions, users of the C.R. digital counter assembly can cause serious burns.)
are urged to set the upper and lower digital counters so that (7) Check that the ignition switch is off and that all fuel has
they both display the same value to ensure that indexing will be been drained from the carburetor.
based on an uncompensated reading.) (8) Restart the engine and operate in a motoring mode only.
A2.2.3.2 Cylinder height indexing requires the determina- (9) Observe the compression pressure gauge reading and
tion of compression pressure using the compression pressure adjust the cylinder height so that the expected compression
gauge assembly specified as critical instrumentation. The pressure is indicated. Release the pressure once or twice using
gauge assembly shall have been calibrated in accordance with the deflator valve and make any required change in cylinder
the instructions provided by the manufacturer. See Fig. A2.4. height so that the expected compression pressure is obtained.
A2.2.3.3 The following steps shall be performed as quickly (Warning—In addition to other precautions, read the compres-
as possible to ensure that the pressure readings represent hot sion pressure gauge in whatever position it faces without
engine conditions. twisting the gauge and hose, which can distort the readings.)

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(10) Users of the C.R. digital counter assembly must A2.3.7 Restart the engine and operate in a motoring mode
reconnect the flexible cable to the unit and tighten the set-screw only.
while being careful not to change the digital counter readings A2.3.8 Determine the compression pressures at the cylinder
from 930. height settings for the two O.N. levels in accordance with Table
(11) Users of the dial indicator assembly must loosen the A2.2.
lock nut, set the adjusting screw so that the dial indicator A2.3.8.1 Use cylinder height settings compensated for baro-
reading is 0.352 in., and then tighten the lock nut. Several metric pressure in accordance with the compensation tables in
respects of the adjustment may be required to obtain the Annex A4.
0.352 in. reading when the lock nut is retightened. A2.3.8.2 Observe the compression pressure and record the
(12) Shut the engine down, remove the compression pres- readings.
sure gauge assembly, install the detonation pickup with a new A2.3.8.3 If the compression pressures are not within the
gasket, and tighten the pickup to the torque setting specified in limits, repeat the basic cylinder indexing procedure, and if
Table A2.1. necessary, perform the maintenance required to obtain the
A2.3 Checking Compression Pressures—Checking com- proper compression characteristic.
pression pressure with the engine operating at each of two A2.4 Setting Standard Knock Intensity—O.N. ratings, re-
different C.R. conditions can be a useful indication of combus- gardless of octane level or barometric pressure, are presumed
tion chamber and valve condition. The C.R. values selected for to be determined at approximately the same degree of knock,
making the motor method checks are those for 81.1 and 105 which is termed standard K.I. Every engine follows a natural
O.N. levels. track or characteristic of cylinder height variation with changes
A2.3.1 Operate the knock test unit for sufficient time to in O.N. that is based on the assumed standard K.I. The average
reach temperature equilibrium, on a typical sample fuel having of the values determined for numerous engines defines the
an O.N. in the mid-80 O.N. range, at standard operating guide table of standard K.I. for this method. The basic setting,
conditions and with the intake MIXT regulated to established when the detonation meter was first accepted,
149 °C 6 1 °C (300 °F 6 2 °F). duplicated the cylinder height at 85 O.N., which had been used
A2.3.2 Collect and have ready a calibrated compression for the original bouncing pin. “Setting the engine on the guide
pressure gauge assembly and the tools required to remove the table,” a term that has been used historically, denotes operating
detonation pickup and install the gauge assembly in the the engine on a PRF blend of known O.N., under standard
combustion chamber pickup hole. conditions, with the cylinder height set to the value specified
by the appropriate guide table. If the fuel-air ratio is then
A2.3.3 Shut the engine down by turning the fuel off, turning adjusted to the maximum knock condition, the engine will be
the ignition switch off and then positioning the engine power operating at standard K.I. Adjustment of the detonation meter
switch to off. to cause the knockmeter to read 50 6 2 divisions, establishes
A2.3.4 Drain all fuel from the carburetor. the required numerical display of this standardized knock
A2.3.5 Remove the detonation pickup cable connector, condition.
unscrew the detonation pickup from the cylinder, and install A2.4.1 The procedure for setting standard K.I. at any
the compression pressure gauge assembly. (Warning—Avoid selected O.N. level is as follows:
contact with the detonation pickup because it is extremely hot A2.4.1.1 Prepare a PRF blend for the O.N. selected and
and can cause serious burns.) introduce it to a fuel tank and position the fuel selector-valve to
A2.3.6 Check that the ignition switch is off and that all fuel operate the engine on this fuel.
has been drained from the carburetor. A2.4.1.2 Using the appropriate guide table from Annex A4,
and the proper compensation for other than standard baromet-
ric pressure (compensation tables in Annex A4), determine the
TABLE A2.1 Torque Specification Values cylinder height (digital counter or dial indicator reading), and
Item Torque, lbf-ft Torque, N-m adjust the cylinder height to this value.
Cylinder clamping sleeve: A2.4.1.3 Determine the fuel-air ratio for maximum K.I.
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 TABLE A2.2 Specifications for Checking Compression Pressures
Balancing shaft weight bolts 100 136
Octane number 81.1 105
Balancing shaft weight bolt locknuts 75 102
Compensated digital counter setting
Balancing rod bolts (high speed crankcase) 100 136
For 9⁄16 venturi 578 1008
Connecting rod bolts 104 141
Flywheel nut 200 271
Spark plug 25 to 30 34 to 41
Compensated dial indicator setting, in.
Detonation pick-up, type D-1 30 41
For 9⁄16 venturi 0.602 0.297
A
With clamp handle in locked position. (Warning—Do not exceed 25 lbf-ft to avoid For 19⁄32 venturi 0.647 0.328
cylinder distortion.) For 3⁄4 venturi 0.685 0.365
B
When motorized C.R. changer is used. Compression pressure, psi 120 ± 2 194 ± 4

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A2.4.1.4 Adjust the detonation meter METER READING tion. At these high O.N. levels, it is important that the retained
setting so that the knockmeter reading averages 50 6 2 signal represent the knock function and not a “knockless
divisions. knock” measurement.
A2.5 Setting Overall Knock Measurement System Param- A2.5.3 Setting Spread, 501C Meter—Setting spread at any
eters: selected O.N. level involves adjustment of the detonation meter
SPREAD and METER READING controls. Each control has
A2.5.1 Principles of Knock Measurement—The knock mea- independent coarse and fine adjustment dials as illustrated in
surement system incorporates the detonation pickup, detona- Fig. A2.7. The control ratio of the coarse dial (10 point switch)
tion meter, and the indicating knockmeter as illustrated in Fig. to the fine dial is 10:1 for both SPREAD and METER
A2.5. The rate-of-change of combustion chamber pressure READING controls. Change spread as follows:
signal produced by the detonation pickup is modulated by the A2.5.3.1 Operate the engine on the PRF blend for the
detonation meter input filter circuit to create a signal which will selected O.N. level at standard operating conditions.
simulate the octane rating characteristics of the original bounc- A2.5.3.2 To increase spread, increase the knockmeter read-
ing pin instrumentation. Further conditioning of this signal by ing to 80 or more by adjusting the fine spread dial clockwise
the detonation meter circuitry subtracts away the portion that and then reduce the knockmeter reading to 50 6 3 by adjusting
represents normal or knock-free operation, amplifies and the fine meter reading dial counterclockwise.
stretches the remaining knock pulse, integrates multiple cycles A2.5.3.3 To decrease spread, decrease the knockmeter read-
of the knock pulse to average the engine characteristic, and ing to 20 or less by adjusting the fine spread dial counterclock-
finally produces a dc output signal proportional to knock for wise and then increase the knockmeter reading to 50 6 3 by
display by the knockmeter. adjusting the fine meter reading dial clockwise.
A2.5.2 Spread Characteristic—Detonation meter spread or A2.5.3.4 If at any point during the spread adjustment
sensitivity (K.I. divisions per O.N.) is a function of the procedure, adequate range of adjustment is not possible using
detonation meter SPREAD setting. Regardless of the spread the fine controls, the coarse dial for that function should be
setting, however, K.I. divisions per O.N. varies as O.N. level is moved so that proper range is available using the fine dial.
changed because of the engine operating characteristics and the
A2.5.4 Setting Spread, SSD7000 Meter—Setting spread at
nature of the O.N. scale. The effect of spread variation with
any selected O.N. level involves adjustment of the detonation
O.N. level for a selected spread setting is illustrated in Fig.
meter Meter and Spread controls. See Fig. A2.8. The current
A2.6. In the 95 O.N. to 100 O.N. range, the maximum amount
settings for either control is shown in the digital display.
of spread achievable can be greater than desired because K.I.
Change spread as follows:
reading may become too unstable for satisfactory observation
A2.5.4.1 Operate the engine on the PRF blend for the
(excessive signal-to-noise ratio). However, as the figure
selected O.N. level at standard operating conditions.
demonstrates, a workable spread setting can be selected to
A2.5.4.2 To increase spread, increase the knockmeter read-
permit rating over a wide O.N. range. Use of a spread set to
ing to 80 or more by pressing the Spread “+” button and then
approximately 12 to 14 for the 90 O.N. level typically achieves
reduce the knockmeter reading to 50 6 3 by pressing the Meter
this condition and reduces the frequency of making spread
“–” button.
setting changes when testing sample fuels in the commercial
fuel O.N. range. When testing samples at levels below 80 O.N., A2.5.4.3 To decrease spread, decrease the knockmeter read-
spread naturally decreases and spread setting changes are ing to 20 or less by pressing the Spread “–” button and then
desirable to maximize sensitivity for optimum measurement increase the knockmeter reading to 50 6 3 by pressing the
resolution at these lower O.N. levels. Spread can also naturally Meter “+” button.
decrease as O.N. is increased above 100. Resetting the spread A2.5.5 Measuring Spread—Spread is measured using either
becomes necessary, in this case, not only to gain measurement a two PRF technique or a one PRF technique. In every case,
resolution but more importantly, to ensure that the electronic adjust the PRF fuel-air ratio to produce maximum K.I.
conditioning of the detonation meter circuitry removes the A2.5.5.1 The two PRF technique measures the change in
portion of the measured signal that represents normal combus- K.I. divisions that occurs when the engine, operating at the
FIG. A2.5 Block Diagram of Knock Measurement System

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FIG. A2.6 Typical Detonation Meter Spread Characteristic
FIG. A2.7 501C Detonation Meter—Front Panel
guide table C.R. or cylinder height for the O.N. of one PRF, is
switched to the second PRF that is either 1.0 O.N. higher or
lower than the first PRF.
A2.5.5.2 The single PRF technique measures the change in
K.I. divisions that occurs when the engine is first operated at
the guide table C.R. for the O.N. of the PRF and then at the
C.R. equivalent to one O.N., either higher or lower than that of
the PRF.
A2.6 Adjusting Crankcase Lubricating Oil Pressure—The
oil pressure of the lubricating oil in the engine crankcase
gallery is dependent on the setting of the pressure control valve
located at the lower left side of the engine crankcase when
FIG. A2.8 SSD7000 Detonation Meter—Front Panel
viewed from in front of the engine. See Fig. A2.9.

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A2.6.1 Adjust the oil pressure with the engine hot and
running.
A2.6.2 Remove the acorn nut and gasket from the oil
pressure control valve assembly.
A2.6.3 Loosen the gasketed locknut so that the adjusting
screw is free.
A2.6.4 While observing the engine oil pressure gauge, set
the adjusting screw to obtain the specified 172 kPa to 207 kPa
(25 psi to 30 psi) pressure.
A2.6.5 Tighten the gasketed locknut while observing that
the pressure remains within limits.
A2.6.6 Reinstall the gasket and acorn nut.
A2.7 Engine Torque Tightening Specifications—See Table
A2.1.
FIG. A2.9 Oil Pressure Control Valve Assembly
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).

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TABLE A3.2 Octane Numbers for Blends of 80 Octane PRF and Isooctane
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).
TABLE A3.3 Octane Numbers for Blends of Tetraethyllead in

IsooctaneA
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 . sa 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.

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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 STANDARD KNOCK INTENSITY
A4.1 See Tables A4.1-A4.10.

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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

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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

'RZQORDGHGSULQWHGE\
D2700 − 24c
TABLE A4.2 Guide Table for Standard Knock Intensity at Standard Barometric Pressure—9⁄16 in. Venturi
Motor Octane Numbers for Digital Counter Readings
(31.0 in. Hg) and 94.8 kPa (28.0 in. Hg).
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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 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 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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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.

'RZQORDGHGSULQWHGE\
D2700 − 24c
(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 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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
Motor Octane Numbers for Digital Counter Readings
(28.0 in. Hg) and 84.4 kPa (25.0 in. Hg).
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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.

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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

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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.

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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.
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.

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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).

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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.

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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.

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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

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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.

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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.
X4.2.1 Daily Checks—Those checks associated with the X4.2.4.1 Quarterly cleaning of volumetric apparatus is rec-
preparations before starting the engine as detailed in Appendix ommended.
X3. X4.2.5 Carbon Blasting—Combustion chamber deposits
X4.2.2 Top Overhaul—The generally accepted term used to can be effectively removed by carbon blasting without removal
describe valve reconditioning, the cleaning of the combustion of the cylinder from the engine. Performed on a regular basis
chamber, piston, piston rings, and the cleaning of the coolant between top overhauls, this technique effectively extends the
jacket passages and the coolant condenser. Some other parts period of time between these mechanical overhauls.
may also be given attention during a top overhaul, depending X4.2.5.1 Blasting is done through the intake and exhaust
on need. ports and the spark plug hole. The return line for removal of the
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
function checks, power absorption motor inspection, belt X4.2.5.2 Complete blasting procedure instructions are in-
tension adjustment, instrumentation checks, and so forth. cluded with the carbon blasting kit and all phases of the
X4.2.3.1 The recommended interval between crankcase/unit procedure should be carried out for effective results.
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- X4.3.1 Disassemble the complete cylinder/clamping sleeve
gine unit before performing any maintenance. Shut off electri- assembly from the engine crankcase. Components to be re-
cal power at the main disconnect, lock out, if possible. Place a moved include:

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

'RZQORDGHGSULQWHGE\
D2700 − 24c
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.

'RZQORDGHGSULQWHGE\
D2700 − 24c
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 – 24b) that may impact the use of this standard. (Approved Dec. 1, 2024.)
(1) Revised subsections 7.3.1.6, 14.4.5.2, 19.1.2.
(D2700 – 24a) that may impact the use of this standard. (Approved July 1, 2024.)
(1) Revised subsection 15.1. (2) Added RR:D02-2075.
(D2700 – 24) that may impact the use of this standard. (Approved May 1, 2024.)
(1) Revised Annex A4 Title.
(D2700 – 23b) that may impact the use of this standard. (Approved March 1, 2024.)
(1) Revised Section 8 on Reagents and Materials. (2) Added Tables 2 and 3 and renumbered subsequent.
(D2700 – 23a) that may impact the use of this standard. (Approved Nov. 1, 2023.)
(1) Added Practices D6300 and D6708 to Section 2.

'RZQORDGHGSULQWHGE\
D2700 − 24c
(2) Deleted former discussion for repeatability conditions defi- (3) Significant revisions made to Section 20 on Precision and
nition and added new definition for repeatability conditions Bias, including new Research Report RR:D02-2065.
NEG.
(D2700 – 23) that may impact the use of this standard. (Approved Oct. 1, 2023.)
(1) Non-mandatory guidance moved from mandatory clauses (2) Subsequent notes renumbered accordingly.
to notes.
ASTM International takes no position respecting the validity of any patent rights asserted in connection with any item mentioned
in this standard. Users of this standard are expressly advised that determination of the validity of any such patent rights, and the risk
of infringement of such rights, are entirely their own responsibility.
This standard is subject to revision at any time by the responsible technical committee and must be reviewed every five years and
if not revised, either reapproved or withdrawn. Your comments are invited either for revision of this standard or for additional standards
and should be addressed to ASTM International Headquarters. Your comments will receive careful consideration at a meeting of the
responsible technical committee, which you may attend. If you feel that your comments have not received a fair hearing you should
make your views known to the ASTM Committee on Standards, at the address shown below.
This standard is copyrighted by ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959,
United States. Individual reprints (single or multiple copies) of this standard may be obtained by contacting ASTM at the above
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This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles

Designation: D2700 − 24c

Standard Test Method for

*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

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19⁄32 ; 500 m to 1000 m (3300 ft)

3⁄4 ; over 1000 m (3300 ft)

Ignition Electronically triggered condenser discharge

TABLE 2 Specifications for Primary Reference Fuels

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TABLE 3 Specifications for Toluene

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FIG. 2 Actual Compression Pressure for Setting Cylinder Height

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TABLE 6 TSF Blend O.N.ARV, Untuned Rating Tolerances and

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A1. HAZARDS INFORMATION

A1.1 Introduction A1.3.1.6 Isooctane

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A2. APPARATUS ASSEMBLY AND SETTING INSTRUCTIONS

FIG. A2.1 Camshaft Timing Diagram

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FIG. A2.2 C.R. Digital Counter

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FIG. A2.4 Compression Pressure Gauge Assembly

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

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FIG. A2.5 Block Diagram of Knock Measurement System

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FIG. A2.6 Typical Detonation Meter Spread Characteristic

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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TABLE A3.3 Octane Numbers for Blends of Tetraethyllead in

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

A4. GUIDE TABLES OF STANDARD KNOCK INTENSITY

A4.1 See Tables A4.1-A4.10.

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 1

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 2

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 3

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 4

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 5

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 6

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 7

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 8

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 9

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 10

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 11

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 12

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 13

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 14

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 15

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 16

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 17

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 18

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 19

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 20

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 21

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 22

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 23

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 24

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 25

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 26

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 27

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 28

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 29

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 30

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 31

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 32

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 33

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 34

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 35

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 36

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 37

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 38

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 39

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 40

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 41

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 42

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 43

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 44

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 45

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 46

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 47

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 48

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 49

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 50

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 51

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 52

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 53

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 54

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 55

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 56

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 57

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 58

&RS\ULJKWE\$670,QW O DOOULJKWVUHVHUYHG 0RQ'HF87& 59