United States
Environmental Protection Office of Mobile Sources
Agency Washington, D.C. 20460 March 1987
&EPA EFFECT OF LOW LEVELS OF
LEAD AND ALTERNATIVE
ADDITIVES TO LEAD ON ENGINES
DESIGNED TO OPERATE ON
LEADED GASOLINE
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Report No. B06725-2
(Proposal No. 86-86B)
March 1987
FINAL REPORT
EFFECT OF LOW LEVELS OF LEAD AND ALTERNATIVE ADDITIVES
TO LEAD ON ENGINES DESIGNED TO OPERATE ON LEADED GASOLINE
By
Jerry R. All sup
Work Performed for
U.S. Environmental Protection Agency
Under Contract No. 68-02-4355
DISCLAIMER
This report was prepared as an account of work sponsored by an agency of the Unitec
States Government. Neither the United States Government nor any agency thereof
nor any of their employees, makes any warranty, express or implied, or assumes an<
legal liability or responsibility for the accuracy, completeness, or usefulness of an
information, apparatus, product, or process disclosed, or represents that its use would
not infringe privately owned rights. Reference herein to any specific commercial
product, process, or service by trade name, trademark, manufacturer, or otherwise,
does not necessarily constitute or imply its endorsement, recommendation, or favor-
ing by the United States Government or any agency thereof. The views and opinions
of authors expressed herein do not necessarily state or reflect those of the United
States Government or any agency thereof.
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EXECUTIVE SUMMARY
A series of tests was conducted to determine effects of using leaded, low
lead, unleaded fuels, and fuel additives on valve seat recession in engine
designed for leaded fuels.
A total of eight engines: four tractor engines, one combine engine, two
light-duty truck/combine engines, and one heavy truck engine were tested with
various combinations of fuels, valve seat hardness, and duty cycles.
Results showed none of six engines tested on 1.2 gm/gal leaded fuel to
have problems with valve seat recession.
Using unleaded fuel, two low-speed tractor engines did not have problems
with valve seat recession. All other engines tested with unleaded fuel,
including induction-hardened heads, steel valve seat inserts, cast iron heads,
and cast iron valve seat inserts resulted in valve seat recession. Induction
hardening and use of steel valve seat inserts greatly reduced but did not
necessarily prevent valve seat recession. Reduction in severity of the engine
duty cycle reduced the rate of valve seat recession slightly. Engine failure
•*
in as little as 100 hours is likely with some engines.
Tests with 0.10 gm/gal lead in fuel essentially eliminated valve seat
recession using the specified duty cycles.
Tests with alternative fuel additives showed that valve seat recession was
significantly reduced by the use of moderate amounts of additive, and was
eliminated by larger amounts of additive. Combustion chamber deposits were
increased by the use of large amounts of additives. More work is needed to
evaluate long-term effects.
iii
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TABLE OF CONTENTS
Page
Executive Summary 1v
Abstract 1
Acknowledgment 1
Introduction 1
Test Parameters and Conditions 2
Duty Cycle 2
Measurement of Recession 4
Other Test Parameters 5
Engines . 6
Fuel and Additives 11
Fuel Additive "A" 13
Fuel Additive "B" 13
Fuel Additive "C" 13
Fuel Additive "D" 13
Lube 011 Analysis 14
Exhaust Emissions and Air-Fuel Ratio 14
Valve Seat Recession 15
John Deere "B" 15
Farmal 1 " H" 16
Ford 8N 17
IH-240 17
GM-292 17
John Deere 303 18
GM-454 19
Valve Train Inspection/Recession Measurement 20
Valve Seat Angle .. .20
Valve Seat Recession 20
Valve Height 22
Valve Tulip Diameter 22
Valve Guide Diameter 22
Valve Stem Diameter 22
Valve Spring Height 22
Valve Spring Force—Normal 22
Valve Spring Force Compressed 22
Results and Discussion 23
Leaded Fuel 23
John Deere "B" Engine 23
Farmal 1 "H" Engine 24
International Harvester 240 Engine 25
GM-292 "A" Engine 26
John Deere 303 Engine 28
GM-454 Engine 29
Unleaded Fuel 32
John Deere "B" Engine 32
Farmal 1 "H" Engine 35
Ford 8N *.. 35
IH-240 Engine 37
GM-292 "A" Engine "*41
GM-292 "B" Engine * 44
John Deere 303 Engine 11.47
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TABLE OF CONTENTS-CONTINUED
Page
GM-454 Engine Ł7
Low Lead Fuel, 0.10 gm/gal „
International Harvester 240 Engine '3
GM-292 "A" Engine 55
6M-292 "B" Engine • - &
John Deere 303 Engine ;)9
GM-454 Engine 61
Fuel Additive "A" 62
GM-292 "A" Engine 62
John Deere 303 Engine 64
Fuel Additive "B" 65
GM-292 "A" 65
John Deere 303 65
GM-454 68
Fuel Additive "C" 70
GM-292 "A" 70
John Deere 303 72
Fuel Additive "D" 72
GM-292 "B" 73
Deposits 75
Lube Oil Analysis 89
Summary 91
Leaded Fuel 91
Unleaded Fuel 91
Low Lead (0.10 gm/gal) 92
Fuel Additive "A" 93
Fuel Additive "B" 93
Fuel Additive "C" 94
Fuel Additive "D" : 94
Deposi ts 94
Glossary , 95
TABLES AND ILLUSTRATIONS
Table Page
1 Summary of speed/load conditions for engine duty cycle 4
2 Fuel compositional analysis 12
3 Fuel inspection data 12
4 Effect of accumulated engine hours on valve seat recession--
John Deere "B" engine, 1.2 gm/gal lead, average hardness HRB 96.5 23
5 Effect of accumulated engine hours on valve seat recession—
Farmall "H" engine, 1.2 gm/gal lead, avg. insert hardness HRB 95 25
6 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, 1.2 gm/gal lead, average hardness HRB 92.7 26
7 Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine, 1.2 gm/gal lead, average hardness HRB 91 27
8 Effect of accumulated engine hours on valve seat recession-
John Deere-303 engine, 1.2 gm/gal lead, average hardness HRB 100 29
VI
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TABLE OF CONTENTS (CONTINUED)
Table Page
9 Effect of accumulated engine hours on valve seat recession—
GM-454 engine, 1.2 gin/gal lead, induction hardened seats 30
10 Effect of accumulated engine hours on valve seat recession-
John Deere "B" engine, unleaded fuel, average hardness HRB 92.2 33
11 Effect of accumulated engine hours on valve seat recession—J.D."B"
engine, unleaded fuel repeat test, hardness HRB 92.7 34
12 Effect of accumulated engine hours on valve seat recession—
Farmall "H" engine* unleaded fuel, avg. insert hardness HRB 95.5 36
13 Effect of accumulated engine hours on valve seat recession--
Ford 8N engine, unleaded fuel, HRB 97 valve seat inserts 37
14 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, unleaded fuel, average hardness HRB 97.5 38
15 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, unleaded fuel, repeat test, avg. hardness HRB 92.7 38
16 Air fuel distribution, IH-240 engine 40
17 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, unleaded fuel, valve seat insert hardness HRB 96.3 41
18 Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine, unleaded fuel, average hardness HRB 88.8 42
19 Air-fuel ratio of individual cylinders 43
20 Effect of accumulated engine hours on valve seat recession—
6M-292 "B" engine, unleaded fuel, induction hardened engine head 45
21 Effect of accumulated engine hours on valve seat recession—GM-292 "B"
engine, unleaded fuel, average hardness HRB 89, mod. cycle 46
22 Effect of accumulated engine hours on valve seat recession-
John Deere-303 engine, unleaded fuel, average hardness HRB 97.7 48
23 Effect of accumulated engine hours on valve seat recession—
GM-454 engine, unleaded fuel, induction-hardened head 49
24 Effect of accumulated engine hours on valve seat recession—
GM-454 CID engine, unleaded fuel, steel exhaust valve seat 51
25 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, 0.10 gm/gal lead, average hardness HRB 92.8 54
26 Effect of accumulated engine hours on valve seat recession—
IH-240 engine, 0.10 gm/gal lead, valve seat insert hardness HRB 97 55
27 Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine, 0.10 gm/gal lead, average hardness HRB 89 56
28 Effect of accumulated engine-hours on valve seat recession—GM-292 "A"
engine, 0.10 gm/gal lead, average hardness HRB 91 (repeat) 58
29 Effect of accumulated engine hours on valve seat recession—
GM-292 "B" engine, 0.10 gm/gal lead, average hardness HRB 91.8 60
30 Effect of accumulated engine hours on valve seat recession—
John Deere-303 engine, 0.10 gm/gal lead, average hardness HRB 96.0 60
31 Effect of accumulated engine hours on valve seat recession—
GM-454 engine, 0.10 gm/gal lead, induction-hardened seats 62
32 Effect of accumulated engine hours on valve seat recession--
GM-292 "A" engine, fuel additive "A", average hardness HRB 89 63
33 Effect of accumulated engine hours on valve seat recession-
John Deere-303 engine, fuel additive "A", average hardness HRB 95 64
34 Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine, fuel additive "B", average hardness HRB 89 66
Vll
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TABLE OF CONTENTS (CONTINUED)
Table
35 Effect of accumulated engine hours on valve seat recession-
John Deere 303 engine, fuel additive "B", average hardness HRB 95 &/
36 Effect of accumulated engine hours on valve seat recession—
6M-454 engine, fuel additive "B", induction hardened head 69
37 Effect of accumulated engine hours on valve seat recession—
6M-292 "A" engine, fuel additive "C", average hardness HRB 89 71
38 Effect of accumulated engine hours on valve seat recession-
John Deere-303 engine, fuel additive "C", average hardness
HRB 95.4 73
39 Effect of accumulated engine hours on valve seat recession—
GM-292 "B" engine, fuel additive "D", average hardness HRB 96.2 74
Figure Page
1 Recession measurement jig, John Deere "B" engine 15
2 Recession measurement jig, Farmall "H" engine 16
3 Recession measurement jig, International Harvester 240 engine 18
4 Recession measurement jig, GM-292 engine 19
5 Fowler gauge used for measurement of valve seat recession 21
6 GM-454—1.2 gm/gal fuel 76
7 GM-292A—1.2 gm/gal fuel 77
8 John Deere 303—1.2 gm/gal fuel 78
9 GM-454—unleaded fuel 79
10 GM-292A—unleaded fuel 80
11 John Deere 303—unleaded fuel 81
12 GM-454—fuel additive "B" 83
13 GM-292A—fuel additive "B" 84
14 John Deere 303—fuel additive "B" 85
15 GM-292A—fuel additive "C" 86
16 GM-292A—fuel additive "C", showing intake valve leakage 87
17 GM-292B—fuel additive "D" 88
APPENDIX A
A-l Exhaust emissions profile—modes, JD "B" engine, 1.2 gm/gal lead A-l
A-2 Exhaust emissions profile—daily variation, JD "B" engine,
1.2 gm/gal lead A-l
A-3 Exhaust emissions profile—modes, Farmall "H" engine, 1.2 gm/gal lead..2
A-4 Exhaust emissions profile, daily variation, Farmall "H" engine,
1.2 gm/gal 1 ead A-2
A-5 Exhaust emissions profile—modes, IH-240 engine, 1.2 gm/gal lead A-3
A-6 Exhaust emissions profile—daily variation, IH-240 engine,
1.2 gm/gal 1 ead A-3
A-7 Exhaust emissions profile—modes, GM-292 "A" engine, 1.2 gm/gal lead...4
A-8 Exhaust emissions profile—daily variation, GM-292 "A" engine,
1.2 gm/gal 1 ead A-4
A-9 Exhaust emissions profile—modes, JD-303 engine, 1.2 gm/gal lead A-5
viii
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TABLE OF CONTENTS (CONTINUED)
Table
Page
A-10 Exhaust emissions profile—daily variation, JD-303 engine,
1.2 gm/gal lead [[[ A-5
A-ll Exhaust emissions profile— modes, 6M-454 engine, 1.2 gm/gal lead ..... A-6
A-12 Exhaust emissions profile— daily variation, GM-454 engine,
1.2 gm/gal lead [[[ A-6
A-13 Exhaust emissions profile— modes, JD "B" engine, unleaded fuel ....... A-7
A-14 Exhaust emissions profile— daily variation, JD "B" engine,
unleaded fuel [[[ A-7
A-15 Exhaust emissions profile— modes, JD "B" engine, unleaded fuel,
repeat test [[[ A-8
A-16 Exhaust emissions profile— daily variation, JD "B" engine,
unleaded fuel , repeat test ......................................... A-8
A-17 Exhaust emissions profile— modes, Farmall "H" engine, unleaded fuel..A-9
A-18 Exhaust emissions profile — daily variation, Farmall "H" engine,
unleaded fuel, valve seat inserts .................................. A-9
A- 19 Exhaust emissions profile— modes, Ford 8N, unleaded fuel ............ A-10
A-20 Exhaust emissions profile— daily variation, Ford 8N, unleaded fuel.. A-10
A-21 Exhaust emissions profile— modes, IH-240 engine, unleaded fuel ...... A-ll
A-22 Exhaust emissions profile— daily variation, IH-240 engine,
unleaded fuel [[[ A-ll
A-23 Exhaust emissions profile— modes, IH-240 engine, unleaded (repeat).. A-12
A-24 Exhaust emissions profile— daily variation, IH-240 engine,
unleaded fuel (repeat) ............................................ A-12
A-25 Exhaust emissions profile— modes, IH-240 engine, unleaded fuel,
valve seat inserts ................................................ A-13
A-26 Exhaust emissions profile — daily variation, IH-240 engine,
unleaded fuel, valve seat inserts ................................. A-13
A-27 Exhaust emissions profile— modes, GM-292 "A" engine, unleaded ...... A-14
A-28 Exhaust emissions profile— daily variation, GM-292 "A" engine,
unleaded fuel [[[ A-14
A-29 Exhaust emissions profile— modes, GM-292 "B" engine, induction-
hardened head, unleaded fuel ...................................... A-15
A-30 Exhaust emissions profile— daily variation, GM-292 "B" engine,
induction-hardened head, unleaded fuel ............................ A-15
A-31 Exhaust emissions profile— modes, GM-292 "B" engine, unleaded fuel,
modified cycle ............................. ....................... A-16
A-32 Exhaust emissions profile— daily variation, GM-292 "B" engine,
unleaded fuel, modified cycle ..................................... A-16
A-33 Exhaust emissions profile— modes, JD-303 engine, tmleaded fuel ...... A-17
A-34 Exhaust emissions profile— daily variation, JD-303, unleaded fuel... A-17
A-35 Exhaust emissions profile— modes, GM-454 engine, unleaded fuel ...... A-18
A-36 Exhaust emissions profile— daily variation, GM-454, unleaded fuel... A-18
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TABLE OF CONTENTS (CONTINUED)
Table
A-40 Exhaust emissions profile—daily variation, IH-240 engine,
0.10 gm/gal lead • • • -A-ZO
A-41 Exhaust emissions profile—modes, IH-240 engine, 0.10 gm/gal lead--
valve seat inserts A-21
A-42 Exhaust emissions profile—daily variation, IH-240 engine,
0.10 gm/gal lead—valve seat inserts A-21
A-43 Exhaust emissions profile—modes, GM-292 "A", 0.10 gm/gal lead A-22
A-44 Exhaust emissions profile—daily variation, GM-292 "A" engine,
0.10 gm/gal lead A-22
A-45 Exhaust emissions profile—modes, GM-292 "A", 0.10 gm/gal,repeat A-23
A-46 Exhaust emissions profile—daily variation, GM-292 "A" engine,
0.10 gm/gal lead—repeat A-23
A-47 Exhaust emissions profile—modes, GM-292 "B", 0.10 gm/gal lead A-24
A-48 Exhaust emissions profile—daily variation, GM-292 "B" engine,
0.10 gm/gal lead A-24
A-49 Exhaust emissions profile—modes, JD-303, 0.10 gm/gal lead A-25
A-50 Exhaust emissions profile—daily variation, JD-303 engine,
0.10 gm/gal lead A-25
A-51 Exhaust emissions profile—modes, GM-454 engine, 0.10 gm/gal lead...A-26
A-52 Exhaust emissions profile—daily variation, GM-454 engine,
0.10 gm/gal 1 ead A-26
A-53 Exhaust emissions profile—modes, GM-292 "A" engine, additive "A"...A-27
A-54 Exhaust emissions profile—daily variation, GM-292 "A" engine,
fuel additive "A" A-27
A-55 Exhaust emissions profile—modes, JD-303, fuel additive "A" A-28
A-56 Exhaust emissions profile—daily variation, JD-303 engine,
fuel additive "A" A-28
A-57 Exhaust emissions profile—modes, GM-292 "A", fuel additive "B" A-29
A-58 Exhaust emissions profile—daily variation, GM-292 "A" engine,
fuel additive "B" A-29
A-59 Exhaust emissions profile—modes, JD-303, fuel additive "B" A-30
A-60 Exhaust emissions profile—daily variation, JD-303 engine,
fuel additive "B" A-30
A-61 Exhaust emissions profile—modes, GM-454, fuel additive "B" A-31
A-62 Exhaust emissions profile—daily variation, GM-454 engine,
fuel additive "B" A-31
A-63 Exhaust emissions profile—modes, GM-292 "A", fuel additive "C" A-32
A-64 Exhaust emissions profile—daily variation, GM-292 "A" engine,
fuel additive "C" A-32
A-65 Exhaust emissions profile—modes, JD-303, fuel additive "C" A-33
A-66 Exhaust emissions profile—daily variation, JD-303 engine,
fuel additive "C" A-33
A-67 Exhaust emissions profile—modes, GM-292 "B", fuel additive "D" A-34
A-68 Exhaust emissions profile—daily variation, GM-292 "B" engine,
fuel additive "D" A-34
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TABLE OF CONTENTS (CONTINUED)
Table Page
APPENDIX B
B-l Valve train inspection data—before and after test, John Deere "B"
1.2 gm/gal 1 ead B-l
B-2 Valve train inspection data—before and after test, Farmall "H"
1.2 gm/gal lead, valve seat inserts B-2
B-3 Valve train inspection data—before and after test, IH-240,
1.2 gm/gal lead B-3
B-4 Valve train inspection data—before and after test, GM-292 "A"
1.2 gm/gal lead B-4, B-5
B-5 Valve train inspection data—before and after test, JD-303,
1.2 gm/gal lead.I B-6, B-7
B-6 Valve train inspection data—before and after test, GM-454,
1.2 gm/gal lead B-8, B-9
B-7 Valve train inspection data—before and after test, JD "B",
unleaded fuel B-10
B-8 Valve train inspection data—before and after test—JD "B",
unl eaded fuel —repeat test B-ll
B-9 Valve train inspection data—before and after test, Farmall "H",
unleaded fuel, valve seat inserts B-12
B-10 Valve train inspection data—before and after test, Ford 8N,
unleaded fuel, valve seat inserts B-13
B-ll Valve train inspection data—before and after test, IH-240,
unleaded fuel B-14
B-12 Valve train inspection data—before and after test, IH-240,
unleaded fuel—repeat B-15
B-13 Valve train inspection data—before and after test, IH-240,
unleaded fuel—valve seat inserts B-16
B-14 Valve train inspection data—before and after test, GM-292 "A",
unleaded fuel B-17
B-15 Valve train inspection data—before and after test, GM-292 "B",
unleaded fuel, induction hardened head B-19
B-16 Valve train inspection data—before and after test, GM-292 "B",
unl eaded fuel —modif i ed cycl e B-21
B-17 Valve train inspection data—before and after test, John Deere-303,
unleaded fuel B-23
B-18 Valve train inspection data—before and after test, GM-454,
unleaded fuel B-25
B-19 Valve train inspection data—before and after test, GM-454,
unleaded fuel—inserts B-27
B-20 Valve train inspection data—before and after test, IH-240,
0.10 gm/gal lead B-29
B-21 Valve train inspection data—before and after test, IH-240,
0.10 gm/gal lead—valve seat inserts B-30
B-22 Valve train inspection data—before and after test, GM-292 "A",
0.10 gm/gal lead B-31
B-23 Valve train inspection data—before and after test, GM-292 "A",
0.10 gm/gal lead—repeat test B-33
xi
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TABLE OF CONTENTS (CONTINUED)
Table
Page
B-24 Valve train inspection data—before and after test, GM-292 B ,
0.10 gm/gal lead B"35
B-25 Valve train inspection data—before and after test,
John Deere-303, 0.10 gm/gal lead B~3/
B-26 Valve train inspection data—before and after test, GM-454,
0.10 gm/gal lead B-39
B-27 Valve train inspection data—before and after test, 6M-292 "A",
fuel additive "A" B~41
B-28 Valve train inspection data—before and after test,
John Deere-303, fuel additive "A" B-43
B-29 Valve train inspection data—before and after test, GM-292 "A",
fuel additive "B" B-45
B-30 Valve train inspection data—before and after test,
John Deere-303, fuel additive "B" B-47
B-31 Valve train inspection data—before and after test, GM-454,
fuel additive "B" B-49
B-32 Valve train inspection data—before and after test, GM-292 "A",
fuel additive "C" B-51
B-33 Valve train inspection data—before and after test,
John Deere-303, fuel additive "C" B-53
B-34 Valve train inspection data—before and after test, GM-292 "B",
fuel additive "D" B-55
APPENDIX C
C-l Lube oil metals analysis, John Deere "B" engine C-l
C-2 Lube oil metals analysis, Farmall "H" engine C-l
C-3 Lube oil metals analysis, Ford 8N engine C-2
C-4 Lube oil metals analysis, IH-240 engine C-2
C-5 Lube oil metals analysis, GM-292 "A" engine C-3
C-6 Lube oil metals analysis, GM-292 "B" engine C-3
C-7 Lube oil metals analysis, John Deere 303 engine C-4
C-8 Lube oil metals analysis, GM-454 engine C-4
xii
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EFFECT OF LOW LEVELS OF LEAD AND ALTERNATIVE ADDITIVES TO LEAD
ON ENGINES DESIGNED TO OPERATE ON LEADED GASOLINE
By
Jerry R. All sup
ABSTRACT
This report describes testing operations to determine the effect of using
leaded gasoline, low-lead gasoline, unleaded gasoline, and gasoline with
additives in engines designed for leaded gasoline. Four tractor engines, one
combine engine, two light-duty farm truck engines, and one heavy-duty truck
engine were tested using leaded fuel (1.2 gm/gal), unleaded fuel, and low-lead
fuel (0.10 gm/gal). Results show the medium and higher speed engines experi-
enced valve seat recession using unleaded fuel, while lower speed engines did
not show valve seat recession using the unleaded fuel. No substantial valve
seat recession occurred using the 1.2 or 0.10 gm/gal leaded fuel. Fuel
additives were found to have some potential with unleaded fuel in reducing
valve seat recession, although unresolved questions remain.
ACKNOWLEDGMENT
We wish to acknowledge the technical and administrative assistance of
Mr. John Garbak, U.S. Environmental Protection Agency, and to Dr. Gerald
Grinnell, U.S. Department of Agriculture, in providing technical direction and
assistance to the program. Further, we wish to acknowledge the technical
assistance provided by consultants Dr. Ralph D. Fleming, EFE Consulting
Services, and Dr. Louis Leviticus, Nebraska Tractor Test Laboratory.
INTRODUCTION
The testing program was designed to evaluate the effects that various
levels of lead in gasoline will have on engines designed to operate on leaded
fuel. In addition, the program was designed to determine if alternative fuel
additives had potential for reducing valve seat recession. Specifically, the
testing measured valve seat recession while operating engines on a fuel with
varying amounts of lead or other fuel additives. Eight test engines were pro-
cured, and rebuilt if necessary, and accumulated about 200 hours on each of
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the fuels in that engine. Valve seat recession was determined by measuring
valve stem height or valve lash periodically during the testing and by an
internal inspection of the cylinder head and the valve train assembly before
and after each test fuel.
The valve train parameters measured before and after the fuel tests
included valve seat angle, valve seat recession, valve height, valve tulip
diameter, valve guide diameter, valve stem diameter, valve spring height,
valve spring force—normal, and valve spring force—compressed.
TEST PARAMETERS AND CONDITIONS
Duty Cycle
1. Tractor and Combine Duty Cycle - The duty cycle was patterned after the
SAEJ-708 Agricultural Tractor Test Code and consisted of six power
settings with engine speed controlled by the governor per manufacturer's
specification. The engine was operated at each mode for a period of 40
minutes in the following order (four hours for a complete cycle):
a. Eighty-five percent of dynamometer torque obtained at maximum power.
b. Zero dynamometer torque at rated rpm.
c. One-half of 85 percent of dynamometer torque obtained at maximum
power.
d. Dynamometer torque at maximum power.
e. One-quarter of 85 percent of dynamometer torque obtained at maximum
power.
f. Three-quarters of 85 percent of dynamometer torque obtained at maximum
power.
g. Repeat this cycle until 144 hours has been reached. (The cycle was
run 16 hours on, 8 hours off.)
h. Steady-state duty cycle for tractors and combine engines - At the
conclusion of the 144-hour cycle above, the tractor and combine
engines were run at governed speed at 75 percent of dynamometer torque
obtained at maximum power for 56 hours continuously.
2. A farm truck speed/load cycle was used to simulate heavy and medium
hauling at highway speeds (85 and 45 percent maximum power at 3,000 rpm)
2
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as well as medium and low speed (2,500 rpm at 45 percent power, and
2,000 rpm at 25 percent power). Also included is a high-speed condition
of 3,600 rpm at 85 percent power. This cycle was repeated until 200 hours
was accumulated at 16 hours per day on and 8 hours off. The farm truck
cycle was as follows:
a. 85% maximum power (available at 3,000 rpm) at 3,000 rpm - 40 minutes.
b. 45% maximum power (available at 3,000 rpm) at 3,000 rpm - 40 minutes.
c. 45% maximum power (available at 2,500 rpm) at 2,500 rpm - 40 minutes.
d. 25% maximum power (available at 2,000 rpm) at 2,000 rpm - 40 minutes.
e. 85% maximum power (available at 3,600 rpm) at 3,600 rpm - 40 minutes.
3. Recreational Vehicle Cycle: The recreational vehicle (RV) speed/load
cycle simulates extended time at highway road load conditions required to
transport a relatively large RV at highway speeds. The cycle also
includes lower speed urban-type driving and near maximum speed/load
conditions. The cycle is repeated until 144 hours is reached at 16 hours
per day. Following 144 hours, a 16-hour per day steady-state mode of
100 hp at 3,000 rpm is followed until a total of 200 hours was
accumulated.
a. 85% maximum power (available at 3,000 rpm) at 3,000 rpm - 40 minutes.
b. 45% maximum power (available at 2,000 rpm) at 2,000 rpm - 40 minutes.
c. 85% maximum power (available at 3,600 rpm) at 3,600 rpm - 40 minutes.
d. 45% maximum power (available at 2,500 rpm) at 2,500 rpm - 40 minutes.
e. 45% maximum power (available at 3,000 rpm) at 3,000 rpm - 40 minutes.
f. 85% maximum power (available at 2,500 rpm) at 2,500 rpm - 40 minutes.
g. After 144 hours, 100 hp at 3,000 rpm for 56 hours at 16 hours per day.
The design of the program was to operate the engines for 16 hours per day,
five days per week. Occasional engine/dynamometer system problems affected
the scheduled tests (discussed in the results section of this report). During
the 56-hour continuous duty cycle (for tractor and combine engines) the
engines were shut down for approximately two hours at the 24-hour point for
recession measurements and service checks.
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The speed/load conditions for the various test engines are listed in
table 1.
TABLE 1. - Summary of speed/load conditions for engine duty cycle
RPM
Torque, ft/lb
RPM
Torque, ft/lb
RPM
Torque, ft/lb
1
1260
86
2050
56
2050
73
2
1370
0
2200
0
2200
0
3
John Deere
1300
43
Ford 8N
2100
28
IH-240
2100
37
Mode
4
"B"
1250
max
2000
max
2000
max
5
1300
21
2150
14
2150
18
6
1275
64
2100
42
2100
54
56-hour
1275
76
2100
50
2100
64
Farmall "H"
RPM*
Torque, ft/lb
RPM*
Torque, ft/lb
RPM
Torque, ft/lb
RPM
Torque, ft/lb
1700
85
2600
143
3000
168
3000
285
1800
0
2750
0
3000
89
2000
145
1750
43
John Deere
2700
71
GM 292
2500
92
6M_454
3600
258
1650
max
303
2500
max
2000
53
2500
149
1750
21
2700
36
3600
149
3000
151
1725
64
2650
107
NA
NA
2500
282
1725
75
2650
126
NA
NA
3000
175
*RPM listed for the tractor engines is nominal except for 0 load and max load
due to engine governor controlling rpm.
Measurement of Recession
1.
Measurement of valve seat recession was made at the conclusion of each
16-hour cycle. If technical problems occurred, valve seat recession-
measurements were made at earlier intervals.
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2. Standard measures of engine performance including coolant temperature,
exhaust temperature, power, engine rpm, oil temperature and pressure, in-
take air temperature, barometric pressure, and air-fuel (A/F) ratio were
continuously monitored and recorded at 4-minute intervals. Engine
compression was measured at the start and end of each fuel test sequence.
Undiluted carbon monoxide (CO), carbon dioxide (C02), unburned hydrocarbon
(HC), and oxide of nitrogen (NOX) emissions were determined at the test
modes specified earlier at 16-hour increments.
3. Valve lash was readjusted at each measurement interval to prevent failure
so that testing could be continued.
4. Other effects these test fuels may have on engines were observed and
measured (i.e., intake and exhaust valve deposits, valve train wear, etc.)
by an automotive machine shop operated by a certified engine rebuilder
under contract to NIPER. The qualifications of the rebuilder were
examined in detail by two independent consultants: Dr. R. D. Fleming, EFE
Consulting Services; and Dr. L. Leviticus, Nebraska Tractor Test
Laboratory.
Other Test Parameters
1. The cooling system used during the test program for the tractor and
combine engines is a centralized cooling system capable of maintaining
engine temperature of 205° F ± 5°. A pressurized cooling system was used
for the GM-292 and GM-454 engines to maintain engine coolant temperature
of 230° F.
2. Ambient engine intake air temperature was controlled to 85° F ± 5°.
3. Humidity was not controlled, but measurements were taken at the start of
each accumulation cycle.
4. Engine oil was changed at 100-hour intervals and after each test (but not
exceeding manufacturer's specifications) and make-up oil added daily as
required. Used engine oil was analyzed for wear metals using a qualified
commercial facility.
5. Oil temperature was monitored continuously.
6. Exhaust back pressure was determined on each engine/mode condition at the
start and end of each fuel test to ensure consistent back pressure.
5
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ENGINES
The test engines selected were as follows:
1. John Deere "B" tractor, 190.4-CID, 1,250 rpm, 24 hp, representative of
many of the 2-cylinder engines built by John Deere before 1960. The
engine had a compression ratio of 4.7:1. The tractor was built with cast
iron cylinder heads having a hardness of HRC 9-HRC 25.
The John Deere "B" engine was rebuilt prior to testing with a new engine
block and new original engine manufacturer (OEM) pistons and rings. The
crankshaft and camshaft were checked by a certified engine rebuilder and
found to be in tolerance for OEM specifications. The "B" engine crank-
shaft housing is an intergal part of the tractor frame; therefore, the
engine could not be removed from the tractor. Instead, an adaptor was
fabricated to accept power output from the flywheel side of the tractor to
a water brake dynamometer, thus allowing the engine to be tested while
mounted in the tractor. Instead of using the OEM radiator and gravity
flow coolant system, an external electrically driven water pump with a
capacity of about 4 gal/min was used to recirculate cooling water through
the engine and cooling tower reservoir. The coolant temperature was
maintained at 205° F.
The John Deere "B" engine did not use valve rotators for its exhaust or
intake valves.
After rebuilding, the John Deere "B" was "broken in" using 1.2 gm/gal
leaded test fuel following OEM recommendations as follows:
5 minutes - no load - low idle
5 minutes - no load - high idle
5 minutes - 1/4-load - governed rpm
10 minutes - 1/2-load - governed rpm
10 minutes - 3/4-load - governed rpm
10 minutes - full load - governed rpm
2. Farmall "H" tractor, 4-cylinder, 152-CID, 24 hp engine rated at 1,650 rpm.
The Farmall "H" has a compression ratio of 5.9:1.
The "H" engine was rebuilt with new OEM cylinder liners, pistons, and
rings. In addition, the crankshaft was dressed by a certified engine
-------
rebuilder to meet OEM specifications due to lack of availability of new
OEM equipment. Valve seat inserts of a cast iron variety were used in the
original head assembly. Several cast iron inserts from three manufac-
turers were measured for hardness with variations in the range of Rockwell
HRC 14 to HRC 20. An average value of HRC 17 or HRB 97 was selected such
that the inserts used were of average quality and of similar hardness.
The "H" did not use valve rotators for the exhaust and intake valves.
The OEM recommended break-in schedule for the Farmall "H" tractor used
prior to testing and with the 1.2 gm/gal leaded fuel is as follows:
30 minutes - 1/2 rated power - 825 rpm
30 minutes - 3/4 rated power - 1,240 rpm
30 minutes - 3/4 rated power - 1,650 rpm
Retorque head - readjust valves
60 minutes - 3/4 rated power - 1,650 rpm
3. Ford 8N tractor, 4-cylinder, 120-CID, rated at 23 hp at 2,000 rpm.
The Ford 8N is an "L" head or valve-in-block design with a compression
ratio of 6.7:1. The engine was rebuilt to factory "new" tolerances by a
major Ford tractor facility. The engine was tested with cast iron valve
seat inserts. The Ford 8N has valve rotators on the exhaust valves but
not on the intake valves.
After rebuilding, the engine was broken in using OEM recommendations as
follows:
30 minutes - 1/2 rated load - 1,000 rpm
30 minutes - 3/4 rated load - 1,500 rpm
30 minutes - 3/4 rated load - 2,000 rpm
Retorque head - adjust valves
60 minutes - 3/4 rated load - 2,000 rpm
The engine was broken in using unleaded fuel, which was the only fuel
tested in this engine. The fuel used for break-in on all engines was the
fuel to be tested during the next fuel test.
4. International Harvester Farmall 240 tractor, 123-CID, rated at 27 hp at
2,000 rpm, representative of most IH engines less than 150-CID sold until
1979. The IH 240 had a compression ratio of 6.8:1.
-------
The IH-240 engine was rebuilt prior to testing with new OEM cylinder
liners, pistons, and rings. An original crankshaft and camshaft were
measured and found to be within OEM specifications and installed. The
IH-240 engine used valve rotators for the exhaust valves only. The engine
was broken in using the 1.2 gm/gal leaded test fuel prior to testing. The
following break-in schedule for the IH-240 was followed as recommended by
the manufacturer:
30 minutes - 1/2 rated load - 1,000 rpm
30 minutes - 3/4 rated load - 1,500 rpm
30 minutes - 3/4 rated load - 2,000 rpm
Retorque head - adjust valves
60 minutes - 3/4 rated load - 2,000 rpm
5. John Deere 303, 6-cylinder, 303-CID combine engine rated at 80 hp at
2,500 rpm, representative of engines used in tractors, combines, and other
equipment between 1960 to 1974. The John Deere 303 had a compression
ratio of 7.6:1.
The 303 engine was rebuilt with new OEM cylinder liners, pistons, and
rings. The crankshaft and camshaft were checked for wear and balance by a
certified engine rebuilder and found to be within OEM tolerance and used
for testing. The 303 engine used valve rotators only on the exhaust
valves.
The John Deere 303 was broken in prior to testing using the 1.2 gm/gal
leaded test fuel on the following OEM recommended "break-in" schedule:
5 minutes - no load - 800 rpm
5 minutes - no load - 2,000 rpm
5 minutes - 1/4 load - 2,200 rpm
10 minutes - 3/4 load - 2,200 rpm
10 minutes - full load - 2,300 rpm
6. Two GM-292 6-cylinder, 292-CID engines rated at 120 hp at 4,000 rpm
representative of pre-1974 engines used in light trucks and agricultural
equipment. The two engines designated as GM-292 "A" and GM-292 "B", with
a compression ratio of 8.0:1, were procured from General Motors (GM). New
8
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carburetor, intake manifold, exhaust manifold, and electrical system were
used representative of pre-1974 engine adjustments. The GM-292 engine
used valve rotators for exhaust valves only.
Induction-hardened engine heads were used on 1974 and later model produc-
tions. New OEM engine heads without induction hardening were obtained
from GM for this test. The GM-292 engines were installed on a test stand
using a pressurized closed cooling system with a water-cooled external
heat exchanger in order to operate at 225° to 230° F as required to
simulate actual operation.
The break-in procedure used for the GM-292 and recommended by the
manufacturer is shown below.
The test fuel used for break-in contained 1.2 gin/gal lead.
RPM Time Torque, ft/lb
1,000 30 minutes 58
Change oil/filter
1,600 2 hrs., 55 min. 61
Idle 5 minutes
2,600 1 hrs., 55 min. 80
Idle 5 minutes
3,200 2 hrs., 55 min. 90
Idle 5 minutes
3,600 2 hrs., 55 min. 96
Idle 5 minutes
4,000 15 minutes WOT
Idle 5 minutes
4,000 15 minutes WOT
Idle 5 minutes
4,000 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
Change oil/filter
*Wide Open Throttle
Following engine break-in, the head was removed and new OEM heads were
installed for testing.
-------
6. GM-454 heavy truck engine, 8-cylinder, 454-CID rated at 210 hp at 4,000
rpm. The GM-454 engine had a compression ratio of 9.1:1. The GM-454
engine has induction-hardened valve seats and represents a 1982 model
vintage production engine. The GM-454 was procured as a new OEM "short"
block. Other OEM equipment including engine heads, intake and exhaust
assemblies, and complete valve assemblies were procured and installed on
the engine to represent OEM production. The GM-454 engine used valve
rotators only on the exhaust valves.
This engine was installed using a pressurized cooling system with water-
to-water heat exchanger which operated at 225° to 230° F.
The break-in procedure for the GM-454 engine recommended by the
manufacturer is shown below.
The fuel used for break-in contained 1.2 gm/gal lead.
RPM Time Torque, ft/lb
1,000 30 minutes 103
Change oil/filter
1,600 2 hrs., 55 min. 110
Idle 5 minutes
2,600 2 hrs., 55 min. 144
Idle 5 minutes
3,200 2 hrs., 55 min. 162
Idle 5 minutes
3,600 2 hrs., 55 min. 173
Idle 5 minutes - .
4,000 15 minutes WOT
Idle 5 minutes
4,000 15 minutes WOT
Idle 5 minutes
4,000 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
4,200 15 minutes WOT
Idle 5 minutes
Change oil/filter
*Wide Open Throttle
Following engine break-in, the engine heads were removed, and new OEM
heads were installed for testing.
10
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After each engine completed a test with a fuel or additive, the engine
head was removed and another installed for a new test. A minor break-in was
conducted after a new test head was installed. This consisted of 10 minutes
at each test mode of test cycle followed by engine shutdown, retorquing the
heads, and obtaining the first data point (0 hours).
FUEL AND ADDITIVES
Commercial-grade unleaded-regular fuel was procured from the Sun Oil
Refinery in Tulsa, Oklahoma, in a single batch of sufficient quantity to
operate the entire planned test program. The test fuel was tested for lead
tolerance by the NIPER Fuels Chemistry section. The lead was reported to be
undetectable at .0008 gm/gal detection limit. This fuel was used as
"unleaded" fuel and also served as base fuel for all other test fuels.
Tetraethyl lead motor mix, composed of 61.49 weight-percent tetraethyl
lead, 17.86 weight-percent ethylene dibromide, and 18.81 weight-percent
ethylene dichloride, with the remainder kerosene and dye stabilizers, was
added to unleaded fuel on board a tank truck and delivered to the test site.
Subsequent analyses of the fuel by the NIPER Fuels Processing Laboratory
showed 1.2 ±.1 gm/gal lead with the target being 1.1 gm/gal. This fuel was
used and reported as 1.2 gm/gal.
The tetraethyl lead motor mix was used also to blend a batch of low lead
fuel in a similar procedure with a target of 0.10 gm/gal. Fuel analysis by a
commercial laboratory, NIPER, EPA, and Phillips Petroleum Company showed a
range of 0.09 to 0.13 gm/gal lead in the fuel. This fuel is described as low
lead fuel or 0.10 gm/gal lead.
Compositional analysis of the unleaded fuel is shown in table 2. Physical
properties test data of the fuel are shown in table 3.
The octane of only the base fuel was measured.
11
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TABLE 2. - Fuel compositional analysis
Vo
Carbon
No.
1
2
3
4
5
6
7
8
9
10
11
12
lume Percent Summation by Carbon
Paraffins
Normal
0.00
0.00
0.10
4.04
7.50
3.45
1.91
0.83
0.26
0.16
0.18
0.11
ISO
0.00
0.00
0.00
1.32
8.10
9.46
5.13
5.35
2.95
0.88
0.04
0.00
Naphthenes
0.00
0.00
0.00
0.00
0.21
1.41
1.29
1.25
0.01
0.00
0.00
0.00
Number and Compound Class
Olefins Aromatics Total
0.00
0.00
0.01
2.68
4.64
3.84
2.81
0.33
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.48
4.39
10.06
8.80
5.06
0.83
0.12
0.00
0.00
0.11
8.04
20.46
18.64
15.54
17.82
12.01
6.10
1.05
0.24
Total
18.53
33.23
4.17
14.31
Average Molecular Weight = 91.70
Average Density = .730
Average Carbon Number =6.59
H/C Ratio = 1.88
29.75
100.00
TABLE 3. - Fuel inspection data
Distillation, D
% Evaporated
IBP
5
10
15
20
30
40
50
60
70
80
90
95
EP
86
90° F
114
128
139
149
173
200
230
261
287
310
345
370
411
Research Octane No. 91.7
Motor Octane No. 81.3
12
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Fuel Additive "A"
Fuel additive "A" was a supplied by The Lubrizol Corporation. The
additive, a variation of the "Powershield" product, was blended with unleaded
gasoline at a level of 250 pounds of additive per 1,000 barrels of fuel (250
PTB). Fuel samples were analyzed by the U.S. Environmental Protection Agency
(EPA) facility at Ann Arbor, Michigan, and by The Lubrizol Corporation prior
to testing to ensure the proper concentration of additive was used. The fuel
blending procedure consisted of measuring an amount necessary at the NIPER
laboratory for each individual fuel compartment of the fuel transport truck.
The additive was then introduced to the transport truck compartment as the
compartment was being filled with base fuel. The transport then was driven
approximately 25 miles to the test facility and the fuel was transferred to a
storage tank. From the storage tank the test fuel was delivered directly to
the test engines.
Fuel Additive "B"
Fuel additive "B" was a commercial product supplied by The Lubrizol
Corporation with a trade name "Powershield." The product was blended with
unleaded gasoline at a level of 250 PTB. Fuel samples were collected and
analyzed at the EPA facility at Ann Arbor, Michigan, and at The Lubrizol
Corporation confirming the product was properly mixed prior to testing.
Fuel Additive "C"
Fuel additive "C" was a product supplied by E. I. du Pont de Nemours and
Company, Inc., of Wilmington, Delaware, labeled as "DM-A4." The product was
blended at a level of 200 PTB. Fuel sample analysis from the EPA and
E. I. du Pont Company prior to testing confirmed the additive was properly
blended.
Fuel Additive "D"
Fuel additive "D" was a commercial product supplied by The Lubrizol
Corporation with a trade name of "Powershield." The product was blended with
unleaded gasoline at a level of 1,000 PTB. Fuel sample analysis from the EPA
and The Lubrizol Corporation prior to testing confirmed the fuel product was
properly blended.
13
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Lube Oil Analysis
Phillips Trop-Artic SAE-30 lube oil was used in all the tractor and
combine engines, and Phillips Trop-Artic SAE-10-40 was used in the GM engines
during this test series.
The oil and filter were changed at 100-hour intervals during the tests
with the engine always beginning the test with new oil.
The oil wear metals analysis was performed by a major Caterpillar equip-
ment dealer in the local area.
EXHAUST EMISSIONS AND AIR-FUEL RATIO
Exhaust emissions were measured at regular intervals during the 200-hour
test. The gaseous emissions, CO, C02, HC, NOX, and unconverted oxygen in the
undiluted exhaust were measured. Air-fuel (A/F) ratio was calculated from the
exhaust gas composition. The exhaust emission and air-fuel ratio data are
discussed in the text and presented in tabular form in appendix A. Emissions
were measured at the midpoint of the daily 16-hour engine cycle on each mode
and for each engine on a daily basis, thus providing comparative data on the
status of the engines.
Considerable variation in emissions and A/F with engine type and duty
cycle is inherent in the engine design. This variation is normal for proper
engine operation.
The exhaust emission data presented herein are summarized in two ways.
First, the emissions for a single mode for all of the test days the engine
operated on a specific fuel are averaged and presented as "mode average." In
addition, the standard deviation is included as a "variability index" of the
emissions during each specific mode during the complete fuel test. Thus, a
large standard deviation indicates the engine did not closely repeat itself
during day-to-day operation, and conversely a small standard deviation
indicates good repeatability of a mode on a daily basis.
Secondly, in order to provide a summary of emissions on a day-to-day
basis, the emissions are presented on a "daily average" basis. The daily
average simply represents a numerical average of all modes for each day. The
standard deviation is not useful here because it is recognized at the outset
that significant variability between modes exists due to characteristics of
14
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the engine; however, the variability is adequately demonstrated in the "mode
average." The "daily average" presented herein is useful only in noting
overall trends of emissions and A/F. The "daily average" cannot identify
which mode or modes vary nor which ones remained constant. If the "daily
average" remains constant, the probability is that all modes remained
constant.
Further, it must be recognized that the majority of these test engines
were built when precise carburetion for emission controls was not required.
Therefore, the emission data should be useful only in examining trends or as
an additional diagnostic in understanding exhaust valve seat recession.
VALVE SEAT RECESSION
John Deere "B"
Valve seat measurement on the John Deere "B" tractor engine was made using
a jig made at NIPER (figure 1). This measurement required removal of the
rocker arm assemblies and attaching the jig via the rocker arm stud directly
to the machined head surface. Two holes drilled in the jig directly over the
intake and exhaust valves allowed direct measurement from the surface of the
jig (secured rigidly to the head) to the top of the valves.
JDB
FIGURE 1. - Recession measurement jig—John Deere "B" engine,
15
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Far-mall "H"
Valve seat recession measurements were made on the Farmall "H" tractor
engine using a jig made from aluminum which rested on each side of the valve
covers' machined surface area with a flat plate across the top of the head
just over the valve train assembly. The plate across the top was machined
such that one surface was 6° from horizontal which made the measurement
directly perpendicular to the direction of travel of the intake valve. This
resulted in measurements directly in the line of travel and eliminated errors
due to the angles included. The measurement jig is shown in figure 2. The
angle of the exhaust valve was also 6° in order to accomplish the goal
described above.
After valve lash had been adjusted and with the feeler gauge inserted
between the rocker and valve stem, the recession measurement was made using a
depth micrometer to measure the distance from the angled surface of the jig
resting on the machined head surface to the top of the rocker assembly in
contact with the valve.
Farmall H
FIGURE 2. - Recession measurement jig—Farmall "H" engine.
16
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Ford 8N
Valve seat measurement on the Ford 8N was made measuring the valve lash
using a feeler gauge. The "valve-in-block" design required removing the
intake/exhaust assembly to gain access to the valve inspection ports. The
procedure was simply to determine the lash using a feeler gauge and compare
the reading to the previous measurement and reset the valve lash to the proper
setting.
At the start and end of the test, the engine was disassembled and the
distance from the flat machined engine block surface to the face of the valve
installed in the block was measured using a micrometer. The valve seat
recession was calculated from these measurements.
IH-240
Valve seat recession measurements on the IH-240 engine were made using a
jig consisting of a stainless steel machined cylinder with a slot along the
length, allowing the cylinder to be placed over the valve and valve spring
with the rocker assembly attached (figure 3). The jig rests on the machined
head surface near the valve, and measurements are made from the top of the jig
to the top of the rocker arm resting directly on the valve. During actual
measurement, valve lash was set to specifications using a feeler gauge
inserted between the rocker and valve and measured from top of cylinder to top
of rocker arm assembly using a dial depth gauge. The engine was manually
rotated to get maximum compression of either the exhaust or intake valve while
measuring the companion valve to accurately repeat the lash and recession
measurement.
GM-292
Valve seat recession measurements were accomplished for the GM-292 engine
using a jig consisting of a machined cylinder with a slot along the length
similar to that used on the IH-240 engine (figure 3). The jig was placed over
the valve and valve spring and allowed to rest on the machined head surface
near the valve spring area. The distance from the top of the jig to the top
of the rocker arm assembly in contact with the valve was measured using a
depth dial indicator.
17
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IHC 240
FIGURE 3. - Recession measurement jig—International Harvester 240.
The engine was rotated by hand to top dead center (TDC) on the compression
stroke (cylinder No. 1), after which intake valves 1, 2, and 4 and exhaust
valves 1, 3, and 5 were measured. The remaining valves were measured at after
rotating the engine 360°.
John Deere-303
Valve seat recession measurements were made for the John Deere 303 engine
using a system similar to the IH-240 and GM-292 by constructing a jig
consisting of a stainless steel cylinder machined with a slot the length of
the cylinder. The jig was placed over the valve and valve spring and allowed
to rest on a machined head surface near the valve. Valve lash was adjusted in
accordance with manufacturer specifications. With the feeler gauge inserted,
the measurement from the top of the rocker arm resting on the valve to the top
of the jig was made to represent the change in valve height relative to the
engine head. Intake valves 1, 2, and 4 and exhaust valves 1, 3, and 5 were
measured with the engine at TDC on the compression stroke of cylinder No. 1.
The engine was rotated exactly 360° and the remaining valves adjusted and
recession measured. This was done to ensure accurate measurements without
camshaft imperfections influencing measurements.
18
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GM-454
Valve seat recession measurements on the GM-454 engine were difficult due
to the design of the valves in the head. From the surface of the head, the
exhaust and intake valves are not vertical with respect to the head but are
offset at an angle measured both lengthwise and crosswise to the head.
Measured in a plane along the engine head (front to rear), the intake and
exhaust valves are offset 5° from horizontal. Measured in a plane across the
engine head, the intake valves are offset 10° and exhaust valves 15° from
horizontal. Therefore, in order to get a direct vertical measurement, it was
necessary to design a suitable jig. The jig consisted of a rotating cylinder
held parallel to the engine head by appropriate braces resting on the machined
valve cover surface. The rotating cylinder had two flat surfaces machined
onto the cylinder such that one of the surfaces was perpendicular to the angle
of the exhaust valve and the other surface perpendicular to the intake valve.
Holes were drilled through the machined surfaces to allow direct measurement
from the surface of the cylinder, through the cylinder, and directly to the
top of the rocker arm assembly. Alignment of mating marks on the jig and head
surface was used to assure repeatable measurements. Figure 4 shows the jig
assembly used to measure valve seat recession on the GM-454.
GM454
FIGURE 4. - Recession measurement jig--GM-454 engine,
19
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The heads for the GM-454 engine used for these tests were induction
hardened. Induction hardening typically consists of heating only the valve
seat area with electrical coils followed by rapid quenching. The hardened
area covers only a small portion around the valve seat area. The induction-
hardened valve seat area of the head is reported by the OEM manufacturer to be
approximately HRC 55.
VALVE TRAIN INSPECTION/RECESSION MEASUREMENT
A measure of pertinent valve train components and a measure of valve seat
recession were made off site at an automotive machine shop under the direction
of a certified engine rebuilder independent of the NIPER facility.
A brief description of the techniques used follows.
Valve Seat Angle
Valve seat angle was determined using a valve seat surfacing machine with
a precision grinding stone.
Valve Seat Recession
A Fowler gauge was used to measure valve seat recession. A Fowler gauge
is a device that slips over the valve, rests on the valve spring surface and
measures the distance from the valve spring surface to the valve tip. A
sketch of the device is presented in figure 5. The apparent valve seat
recession is the difference between starting and ending measurements. The
actual valve seat recession is the apparent valve seat recession corrected for
any change in valve height during the test. The valve and valve seat are
wiped clean with a cloth prior to measuring, but are not vigorously cleaned.
20
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Engine Head
Fowler Gauge
Valve Guide
Valve Spring Seat
Valve Seat
FIGURE 5. - Fowler gauge used for measurement of valve seat recession,
21
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Valve Height
Valve height is the overall length of the valve and Is measured using a
height gauge. Prior to testing a small dimple is placed in the center of the
valve face. The valve tip is placed on a granite block in a vertical
position; the height gauge also on the granite block measures the distance
from the dimple on the valve face to the surface of the block. The dimple
area on the valve face is cleaned of deposits prior to measuring valve height.
Valve Tulip Diameter
The valve tulip is the widest part of the valve, and its diameter is
measured with a micrometer.
Valve Guide Diameter
The valve guide diameter is measured with a valve guide dial bore gauge, a
device specifically designed for this purpose and commonly used at automotive
machine shops.
Valve Stem Diameter
The valve stem diameter is measured at the area of travel of the valve
stem inside the valve guide. The valve stem is measured using a micrometer.
Valve Spring Height
The valve spring height is measured, after the valve spring is installed,
from the head surface to the top of the valve spring using a snap gauge.
Valve Spring Force—Normal
The valve spring is removed from the engine head and compressed to the
exact height value recorded as "Valve Spring Height" and the spring force
measured.
Valve Spring Force Compressed
After measuring the valve spring force (normal) the valve spring is
compressed to a distance equal to the camshaft lift and the spring force
measured.
22
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RESULTS AND DISCUSSION
LEADED FUEL
John Deere "B" Engine
The engine head was tested for hardness at two points and found to be 17.7
HRC and 19.5 HRC (Rockwell hardness on the "C" scale), which is roughly equi-
valent to 95.5 HRB and 97.5 HRB (Rockwell hardness on the "B" scale).
Exhaust valve seat recession measurements presented in table 4 ranged
±.003 inch from start to finish, thus indicating no exhaust valve seat reces-
sion using the 1.2 gm/gal fuel.
Intake valve measurements showed an apparent .005 inch change at the
97-hour test point. However, data before and after this point suggest no
significant trends. The valve train inspection data (table B-l in appendix B)
show a slight negative recession in all valves which can indicate deposit
build-up on the valve seats. Further, the inspection data do not confirm the
observed change in intake valve No. 2 at the 97-hour point.
The A/F for all modes for the John Deere "B" tractor test using 1.2 gm/gal
leaded fuel ranged from 12.7 to 14.1 over the six test modes (table A-l in
appendix A). Significant daily variation was also noted (table A-2) on day
three when the average A/F leaned from about 12.4 to almost 15.9 and then
dropped to 10.5 on the fourth day. The A/F also leaned on day six to 17.7 and
dropped to a more typical condition of about 11.5 on the next.day. While
significant A/F variations occurred, no significant exhaust valve seat
recession was noted using the leaded fuel.
TABLE 4. - Effect of accumulated engine hours on valve seat recession—
John Deere "B" engine—1.2 gm/gal lead—average hardness HRB 96.5
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
Intake 1
2
Exhaust 1
2
17
0
0
2
-1
33
-1
3
2
-1
49
-1
3
1
-1
65
2
2
-2
-1
81
-1
2
-2
-1
97
1
7
0
2
113
1
8
-1
0
129
3
10
-1
-1
144
4
10
-1
-2
200
3
8
-3
-1
*
-1
-2
0
-1
*Measurement based upon engine disassembly and inspection.
23
-------
Far-mall "H" Engine
Several intake and exhaust cast iron inserts were tested for hardness,
and inserts of median values were selected. The inserts selected for the
1.2 gm/gal fuel tests are as follows:
Intake 1 - HRC 16.5 Exhaust 1 - HRC 16.2
2 - HRC 16.5 2 - HRC 17.1
3 - HRC 16.6 3 - HRC 17.0
4 - HRC 16.9 4 - HRC 17.5
The average hardness value of HRC 16.8 is roughly equivalent to HRB 95.
Valve seat inserts for these series of tests were installed using the
interference fit method. With this method, the valve seat insert is .005 inch
larger in diameter than the hole in which the insert is to be installed. The
insert (designed with chamfered edges) is then pressed into the engine head
assembly.
Valve seat recession measurements for the Farmall "H" using fuel with
1.2 gm/gal are presented in table 5.
Data show that, at the 58-hour point, valve seat recession apparently
increased in cylinder No. 1 exhaust valve but remained constant after that
point, as well as before. This coincides with a point when a compression
check indicated somewhat lower compression in this cylinder compared to the
other. It is postulated that the valve seat insert had moved slightly while
in the head. The test was continued while closely monitoring the engine
condition. During the remainder of the test, little change was noted, thus
suggesting that the observed effect was not, in fact, valve seat recession but
due to another factor.
24
-------
TABLE 5. - Effect of accumulated engine hours on valve seat recession—
Farmall "H" engine, 1.2gm/gal lead—average insert
hardness HRB 95
Hours
Accumu 1 a ted
1 ntake 1
2
3
4
Exhaust 1
2
3
4
15
0
2
1
0
8
2
2
2
30
-3
6
3
-2
8
2
2
2
37
0
2
1
0
8
4
2
2
42
1
-1
2
0
9
5
3
2
Valve
58
1
1
1
-1
37
4
4
3
Seat Recession, inches/1000
73
1
2
-1
0
39
2
2
2
87
2
2
-1
0
32
4
1
1
104
1
2
0
0
30
4
1
2
120
3
3
-1
0
31
4
3
2
136
2
2
1
-1
30
4
1
2
144
2
3
2
-2
30
4
1
3
168
2
0
2
-2
31
6
2
2
200
2
3
1
-3
30
4
3
2
*
-1
0
-5
-2
0
-5
-5
-3
•Measurement based upon engine disassembly and inspection.
Comparison of valve train inspection data (table B-2) before and after
testing suggests no valve seat recession within a range of .005 inch. The
inconsistency of exhaust valve No. 1 noted in the "running" measurements was
not apparent in the valve train inspection. Valve guide wear of about .0006
inch was consistent for both intake and exhaust valves. The valve properties
were essentially unaffected. The valve spring force was reduced about 10
percent due to the aging of the springs during the 200-hour test.
The A/F variation between modes for the Farmall "H" using leaded fuel
ranged from 11.5 to 12.9 (table A-3), while the daily A/F variation ranged
from 10.0 to 14.2 (table A-4). There appears to be no consistent trend toward
enleanment or enrichment in the daily A/F variations noted.
International Harvester 240 Engine
Table 6 presents valve seat recession measurements for the IH-240 engine
and shows no exhaust valve seat recession using the leaded fuel. The data
tend to indicate valve seat recession of No. 1 intake valve. However, if a
new baseline were taken after only three hours of operation, no recession
would be indicated. It is assumed that the valve was not seated well on the
initial reading. The head was measured for hardness at three places and found
to be HRC 17.5, HRC 20.7, and HRC 16.5 measured on the Rockwell "C" scale.
Subsequent measurements showed HRB 92, HRB 93, and HRB 93 when measured on the
Rockwell "B" scale.
25
-------
TABLE 6. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—1.2 gin/gal lead—average hardness HRB 92.7
Valve Seat Recess!onf inches/1000
Hours
AccumuIated 3
18
34
39
54
69 84
99
114 128 144 168 200
1 ntake
1
2
3
4
Exhaust
1
2
3
4
4
-2
-2
0
-2
0
-1
-1
4
-1
-1
-2
-2
0
-1
-2
5
-1
-2
0
0
0
0
-2
7
0
0
1
3
1
1
0
3
0
-1
1
0
1
0
-2
3
-1
-2
0
0
0
0
-2
5
0
-2
-1
-1
1
0
-2
5
0
-1
-1
0
1
-1
-2
4
-1
-1
0
-1
1
-1
-2
6
1
0
0
1
1
0
-2
5
0
-1
0
0
1
-1
-3
5
0
-1
0
0
0
0
-3
5
0
0
-1
-1
0
-1
-3
-1
-1
2
2
2
3
2
3
•Measurement based upon engine disassembly and inspection.
Comparison of valve train inspection data (table B-3) before and after the
200-hour test suggests no valve seat recession outside a range of .004 inch.
A .003-inch change in valve height was noted in exhaust valve measurements.
This could have been due to an early problem with the lack of lubricant
transferred to the valve train in the first test cycle due to an undetected
restriction of the oil line. The restriction was detected and repaired after
about six hours of engine operation. Valve guide wear appeared to be normal
except for intake valve No. 3 which had about .0143-inch wear. The valve
spring force reduction due to the test also appeared to be consistent.
The A/F variation between modes was large for the IH-240 engine operating
on the leaded fuel, with modes 1 and 4 operating at A/F of 13.9 and mode 2
operating at 11.1 (table A-5). However, daily operation was consistent with
an average A/F ranging from 12.2 to 12.9 (table A-6).
GM-292 "A" Engine
The hardness of the head was measured and found to be HRB 91. The
construction of the head was such that accurate readings could only be
obtained at one spot near the rear of the engine. The data presented in
table 7 suggest no trend toward valve,seat recession during the 200-hour
period using leaded fuel. Valve seat recession data show greater variability
than noted in the other engines, with up to .008-inch recession noted.
26
-------
TABLE 7. - Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine, 1.2 gm/gal leaded fuel—average hardness HRB 91
ro
Hours
Accumu 1 ated
Intake
1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
6
-
-
-
-
-
~
-2
-1
-5
-3
7
0
16
2
-
3
1
3
2
0
-2
-3
-2
9
0
32
-1
-
5
0
0
0
0
-2
-3
-1
7
0
48
-2
-
5
2
1
0
-1
-2
-1
-1
6
0
Valve
63
0
1
4
2
0
-2
0
0
-1
-1
7
0
Seat
79
-2
1
5
1
0
-4
0
0
-1
0
7
3
Recession, inches/1000
95
1
2
3
2
0
-5
0
-3
3
-1
6
0
111
-1
2
3
4
10
0
-1
1
6
-3
6
2
122
-1
1
5
4
9
-4
-1
1
6
0
6
2
138
-2
2
4
4
8
-4
-1
0
6
-2
7
2
154
0
2
5
3
8
-4
-1
-1
6
-3
6
2
170
2
2
6
3
9
-3
0
-2
6
-3
5
1
186
2
3
4
2
7
-3
-1
-2
6
-2
7
1
200
2
3
5
2
7
-2
0
-1
6
-2
8
1
*
2
2
3
2
3
0
-3
-5
2
-4
2
-5
•Measurement based upon engine disassembly and inspection.
-------
After the engine had accumulated some 16 hours, variability was reduced to
only ±.003 inch which was similar to the range noted in the other tests.
Intake valve 5 changed by about .010 inch during one period at 111 hours, but
measurements remained stable both before and after that point. This suggested
that valve seat recession was not the cause but the result of other factors.
Comparison of the valve train inspection data at the start and end of
testing (table B-4) shows no valve seat change in excess of .003 inch. The
variability of the "running" measurements on valve seat recession was on the
order of .008 inch. Measurements of valve height of the exhaust valves
appeared to indicate that the valve "stretched" during the 200-hour test.
While the valve spring forces on this engine are significantly greater than
the other engines (which would tend to "stretch" the valve) the mechanism of
valve elongation is not understood, but is duly noted. Valve guide diameter
changes in the range of .003 to .0006 inch were the norm. Exhaust valve guide
No. 6 increased by .0018 inch during the 200-hour test.
A/F variations between the five test modes with the GM-292 engine operat-
ing on leaded gasoline ranged from 11.9 at the highest speed/power condition
to 14.5 at the 45 percent power conditions (table A-7). Daily variations in
the averaged A/F ranged from 12.9 to 14.1 (table A-8).
John Deere 303 Engine
The new OEM engine head was measured for hardness and found to be HRC
20.7, HRC 20.2, and HRC 19.5 which approximates HRB 101, HRB 101, and HRB 100
if measured on the Rockwell "B" scale.
Measurements presented in table 8 showed no valve seat recession and, with
the exception of questionable measurements taken at the 101-hour point, the
variability was generally ±.003 inch for all valves during the 200-hour cycle.
Examination of the valve train inspection data before and after testing with
1.2 gm/gal leaded fuel (table B-5) shows no valve seat recession outside a
variation of about .003 inch. Other variables measured show no unusual
effects.
The A/F variation between the six modes for the John Deere 303 engine
using leaded fuel ranged from 11.7 to 13.3 (table A-9). In addition, the
daily A/F variation of the averaged modes ranged only from 12.3 to 13.4 (table
A-10).
28
-------
TABLE 8. - Effect of accumulated engine hours on valve seat recession—
John Deere-303 engine, 1.2 gm/gal lead—average hardness HRB 100
Valve Seat Recession, inches/1000
Hours
AccumuIated
Intake
28
44
58
70
85
101
116
132
146
200
1
2
3
4
5
6
Exhaust
1
2
3
4
5
6
0
0
0
0
0
0
0
0
0
0
0
0
0
0
2
0
-1
4
0
0
0
1
0
-1
-2
-1
1
-1
1
1
-1
-1
1
0
-1
0
-1
0
1
-4
1
0
0
1
0
2
4
6
-1
0
6
0
2
3
0
1
2
3
0
1
0
1
7
2
6
8
7
5
4
8
5
5
-1
-1
2
0
-1
3
0
-1
0
3
0
1
-1
0
3
0
1
1
0
1
-1
3
0
2
-1
0
3
-1
0
1
-1
1
-1
3
-2
1
-2
-1
3
-1
0
1
-1
1
1
3
0
1
1
-1
1
-1
0
0
0
— 1
1
1
1
0
•Measurement based upon engine disassembly and inspection
GM-454 Engine
Measurements presented in table 9 show significant variability in valve
seat recession. The cause of the variability is undefined. Subsequent tests
using a different measurement technique that showed better repeatability
suggest two probable factors. First, the difficulty of jig repositioning and
alignment considering the two angles for the intake and two other angles for
the exhaust valves may have been the major factor. The second factor,
however, may have been the hydraulic valve lifters not releasing all the oil
pressure as the engine was rotated by hand during the measurement process.
Attempts to eliminate these variables were made during subsequent tests.
Recession measurement variability of ±.019 inch was recorded, which may be
excessive for detecting slight trends. Closer inspection of the data showed
no obvious trends toward recession. In fact, the negative recession values
indicate the possibility of head warpage or other factors at work in addition
to those discussed above.
29
-------
TABLE 9. - Effect of accumulated engine hours on valve seat recession—GM-454 engine,
1.2 gm/gal leaded fuel — induction-hardened seats
Valve Seat Recession, inches/1000
Hours
Accumulated 15 32 41 56 73 89 104 120 136 144 152 168 184 200
Intake
CO
o
1
2
3
4
5
6
7
8
Exhaust
1
2
3
4
5
6
7
8
13
16
15
16
19
7
13
40
-1
-5
0
4
3
6
-4
4
2
11
26
-8
19
7
14
16
0
-7
0
1
3
1
-4
4
1
9
18
-7
17
7
10
15
-5
0
-2
6
2
7
-7
7
6
9
5
-5
20
7
8
14
-10
2
-10
3
0
10
-8
4
4
9
9
-8
17
12
10
17
-12
-6
-12
-2
-10
-3
-8
-3
2
5
12
-4
10
6
5
21
-9
-8
-13
-2
-7
1
-10
2
1
1
13
-8
12
5
5
13
-10
-5
-9
0
-3
0
-13
6
2
2
11
-5
14
9
6
19
-13
-10
-16
-7
-12
1
-17
-1
4
5
12
-4
17
12
13
2>
-11
-7
-7
0
-6
0
-14
1
2
5
13
-5
17
9
14
20
-11
-7
-10
-1
-7
-1
-14
3
2
6
10
-4
17
9
13
21
-12
-10
-11
-1
-8
-5
-17
-1
0
6
9
-6
17
8
13
16
-14
-11
-12
-7
-8
-6
-18
-3
3
2
15
-1
18
13
12
22
-16
-16
-16
-8
-11
-2
-18
-4
-1
2
9
-8
16
8
12
14
-19
-15
-18
-10
-12
-6
-19
-5
1
-1
-1
-2
3
-2
2
1
5
2
6
0
2
2
2
2
"Measurement based upon engine disassembly and inspection.
NOTE: See text for discussion of measurement difficulties and limitations.
-------
Valve seat inspection data for the GM-454 engine using 1.2 gin/gal lead
(table B-6) show no valve seat recession in excess of .006 inch. Recession
data variability is greater than noted on most other engines.
Valve guide wear was a nominal .0005 inch and relatively consistent for
all valves. Consistent valve "stretch" was not noted on this engine even
though the valve spring pressures were greater than with the other engines
tested. Possible differences in valve construction or composition could
affect this issue. Other parameters measured show only slight variations due
to normal wear.
The A/F variations over the six modes for tests with the GM-454 engine
using leaded fuel showed significant variability between modes ranging from
A/F of 12.9 at 3,600 rpm, 85 percent power to 15.2 at 2,000 rpm at 45 percent
power (table A-ll). The daily A/F average data showed good A/F repeatability
ranging from 13.6 to 14.3 A/F (table A-12).
31
-------
UNLEADED FUEL
John Deere "B" Engine
A new head was installed on the engine with a hardness measured at three
places of HRB 93, HRB 92, HRB 91.5.
Exhaust valve seat recession measurements, presented in table 10, show a
.011-inch recession in one cylinder after 200 hours and no recession in the
other intake or exhaust valves. Detailed examination of the valve train
assembly suggested possible misalignment problems due to the rocker arm
striking the valve stem on the side rather than the center of the valve stem.
The test was repeated after a new head was installed and the rocker arm
assembly realigned properly to strike the valve in the center of the stem
area. The hardness of the head was measured at three places and found to be
HRB 92.5, HRB 92.5, and HRB 93. The valve seat recession data for the repeat
test using unleaded fuel (presented in table 11) showed .006- and .013-inch
recession in exhaust valves after 200 hours of operation. The engine test was
continued for an additional 100 hours of operation (6-mode cycle) to determine
if the slight amount of recession noted represented a consistent trend. The
additional 100 hours of operation resulted in a total recession of only .008
and .013 inch in the exhaust valve seats, suggesting that valve seat recession
1s minimal with this engine.
Post inspection of the valve train assembly for the original test using
unleaded fuel (table B-7) showed a .009-inch recession in one exhaust valve
compared to .013 inch measured during engine operation. Further examination
of the right-hand exhaust valve guide showed .0035-inch wear at the bottom of
the guide, and the top of guide showed .0005-inch wear. This wear pattern is
an indication of the rocker arm pulling the valve stem toward the rocker shaft
each time the valve opens. This would explain the elongated guide and the
irregular valve seat wear.
Inspection of the valve stem end showed scuffing on the edges of stem tip,
further indicating irregular rocker arm tip contact.
Inspection of the rocker arm shaft and rocker arm tip also suggested
excessive wear.
32
-------
TABLE 10. - Effect of accumulated engine hours on valve seat recession—
John Deere "B" engine—unleaded fuel—average hardness HRB 92.2
Hours
Accumu 1 ated
Intake 1
2
Exhaust 1
2
Valve Seat Recession, inches/1000
16 32 48 64 80 96 112 128 144 168 195 200 *
1 00-1 0-1 0101101
-1 0-1 0-11 -10-10000
0 00 0-11 00-1-1-1-10
-1 -1-1 0 00 1 1-1 4 11 11 9
•Measurement based upon engine disassembly and inspection.
33
-------
TABLE 11. - Effect of accumulated engine hours on valve seat recession—
John Deere "B» engine—unleaded fuel repeat test—average hardness HRB 92.7
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
Intake 1
2
Exhaust 1
2
16
0
-1
-1
-1
32
0
-1
-1
-1
48
0
-1
-1
0
64
0
-1
0
0
80
0
-2
-1
0
96 112
0 0
-2 -2
1 4
5 8
128
0
-1
6
10
144
0
-1
8
13
168
0
-2
7
13
200
-1
-2
6
13
213
-1
-2
7
11
226
-2
-1
10
11
242
0
-2
8
13
258
-1
-2
8
13
274
-1
-2
8
13
290
-1
-2
8
13
300
-1
-2
8
13
*
0
-2
9
14
•Measurement based upon engine disassembly and inspection.
CO
-------
Additional inspection of the head used previously with leaded fuel showed
a similar wear pattern of .001 guide wear at the bottom of the guide, and
.0001 was found at the top. The guide was elongated at the same place as the
unleaded test head, only not as severe. The valve seat had a build-up of lead
deposit which indicated signs of the same irregular valve seat, but wear was
not measurable.
Post-inspection of the valve train assembly in the unleaded repeat test
(300-hour) (table B-8) showed no irregularities within the valve guide
assembly as was noted during the original 200-hour test using unleaded fuel.
The A/F during the original unleaded fuel test with the John Deere "B"
engine was somewhat "richer" but much more consistent compared to the leaded
fuel test with the A/F varying between modes from about 10.7 to 11.3 (table
A-13). Further, daily variations were much more limited ranging only between
A/F of 10.2 to 11.2 for the test duration (table A-14). The A/F during the
repeat unleaded fuel test (tables 15 and 16) showed the average A/F was 10.1
to 10.4 during the first four days, then ranged from 12 to 13.3 for the
remainder of the test. The 56-hour mode operated at 13.1 A/F.
Far-mall "H" Engine
Data for the unleaded fuel tests, presented in table 12, show no tendency
toward valve seat recession in any of the cylinders. The values of the hard-
ness of the valve seat inserts used are as follows:
Intake 1 - HRB 95.5 Exhaust 1 - HRB 95.5
2 - HRB 95.5 2 - HRB 95.0
3 - HRB 95.2 3 - HRB 95.5
4 - HRB 96.4 4 - HRB 95.0
The valve train inspection data (table B-9) showed no valve seat
recession. Further, all valve guide and stem diameters, as well as valve
height, were unusually repeatable and consistent from start to end of test.
Tests with the unleaded fuel in the Farmall "H" showed greater A/F
variations between modes with A/F ranging from 10.5 to 15.9 (table A-17).
However, the daily A/F variations were more consistent ranging from 12.6 to
13.1 (table A-18).
Again, no valve seat recession was noted during either of the tests with
the Farmall "H" engine.
35
-------
TABLE 12. - Effect of accumulated engine hours on valve seat recession—
Far-mail »H» - unleaded fuel - average insert hardness HRB 95.5
Valve Seat
Hours
Accumu 1 ated
Intake 1
2
3
4
Exhaust 1
2
3
4
16
0
0
0
0
0
-1
0
0
32
0
0
-1
-1
-1
-1
1
0
48
-1
0
0
0
0
-1
0
1
64
-1
1
0
1
0
-2
0
0
80
0
2
0
1
0
-2
0
0
Recession, inches/1000
96
0
2
0
1
0
-2
0
0
1)2
0
1
1
0
0
-2
0
1
128
0
1
1
-1
1
-2
0
1
144
0
1
1
-1
0
0
0
1
168
0
1
1
-1
1
0
0
1
200
-1
0
0
1
1
1
1
1
*
-3
-3
-4
-4
-4
-3
-2
-4
•Measurement based upon engine disassembly and inspection.
Ford 8N
The Ford 8N engine was tested using cast iron valve seat inserts with a
hardness of Rockwell HRB 96.5. The data (table 13) showed that valve seat
recession occurred in one exhaust valve after about 40 hours and continued at
a slow rate during the remainder of the test to about .020-inch seat recession
total. The other exhaust valve seats remained generally unchanged until the
start of the 56-hour steady state mode when they began to recede rapidly. The
test resulted in all of the exhaust valve seats receding from .017 to .029
inch. The intake valve seats were essentially unchanged during the test.
The valve train inspection data (table B-10) also suggested no change in
the intake valve seats but .017 to .030 inch recession of exhaust valve
seats. The other parameters measured showed only nominal changes during the
test.
Examination of the emission and air-fuel data (table A-19) showed varia-
tions in A/F of 11.6 to 13.9 of the various modes, with the 56-hour mode
operating at 12.7 to 13.1 A/F. The daily variations (table A-20) showed a
relatively consistent A/F average of 11.7 to 12.9 during the days the engine
was operated. The NOX instrument was inoperable during this series of tests;
therefore, no data are presented.
36
-------
TABLE 13. - Effect of accumulated engine hours on valve seat recession—
Ford 8N—unleaded fuel—HRB 97 valve seat inserts
Valve Seat Recession
Hours
Accumu 1 ated
Intake 1
2
3
4
Exhaust 1
2
3
4
7
0
-2
-2
0
1
0
-1
0
23
-1
-4
-3
0
1
4
-2
1
39
0
-4
-3
-1
1
8
-1
2
55
0
-3
-3
-1
1
10
-1
3
71
0
-4
-3
-1
1
11
-1
3
87
0
-4
-3
-1
1
12
0
3
103
0
-4
-3
-1
1
14
0
3
, inches/1000
119
0
-4
-3
-1
1
15
0
3
135
0
-4
-3
-1
1
17
0
4
144
0
-4
-3
-1
1
17
1
4
168
0
-4
-3
-1
3
17
14
6
188
0
-4
-3
-1
9
19
21
16
200
0
-4
-3
-1
17
20
29
26
*
0
-1
-1
-2
17
21
30
25
•Measurement based upon engine disassembly and inspection.
IH-240 Engine
This engine was tested three times on unleaded fuel. Table 14 presents
data for the first test. The data showed no trend toward recession with a
range of measurements generally agreeing to ±.001 inch. Subsequent exami-
nation of the hardness of the head used for this test showed the head to be
harder (measured in two places - HRB 97, HRB 98) compared to the four other
engine heads acquired for testing (HRB 92 to HRB 94). It was therefore
decided to repeat the test with a "softer" engine head.
The data for the second test with unleaded fuel are presented in table 15.
The data from this test showed exhaust valve seat recession of almost .050
inch in two cylinders and no recession in the other cylinders. The hardness
of this head was measured in three places and found to be HRB 93, HRB 92, and
HRB 93. In order to determine if the hardness of the two cylinders showing
recession was different than the other cylinders, the entire engine head was
sectioned, allowing access to the valve seats for individual cylinder hardness
measurements. The sectioning process allowed determining the material hard-
ness perpendicular to direction of valve travel on the sectioned surface of
the head. This measurement was made approximately 1/16 inch immediately below
the valve seat surface. The hardness of the four valve seats of the head used
in the first unleaded test was HRB 97, and no recession was noted.
37
-------
TABLE 14. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—unleaded fuel—average hardness HRB 97.5
Valve Seat Recession
Hours
Accumu 1 ated
Intake
1
2
3
4
Exhaust
1
2
3
4
6
1
-1
-1
2
0
1
-1
-1
12
0
0
-2
1
0
2
1
2
28
1
0
-1
-1
0
1
0
0
44
0
1
0
1
-1
1
-1
1
60
0
0
-1
1
0
1
-1
0
76
0
0
-1
0
-1
0
-1
1
92
0
-1
-1
-1
0
0
-1
0
108
0
-1
-1
-1
0
0
-1
0
. inches/1000
124
0
-1
-1
-1
0
1
-1
0
140
0
-1
-1
-1
0
0
-1
0
144
0
0
-1
-1
0
0
-1
0
168
0
-1
-1
-1
0
0
-1
0
200
0
-1
-1
-1
0
0
-1
0
*
-4
-3
-2
-2
-5
-3
-5
-5
•Measurement based upon engine disassembly and inspection.
TABLE 15. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—unleaded fuel—repeat test—average hardness HRB 92.7
Valve Seat Recession,
Hours
Accumu 1 ated
Intake
1
2
3
4
Exhaust
1
2
3
4
16
-1
-1
0
0
— 1
0
-1
0
32
-1
0
0
0
-1
-1
-1
1
48
-1
-1
0
0
-1
-1
0
0
64
-2
0
0
0
-1
0
4
1
80
-2
0
0
0
-1
0
6
6
96
-2
0
0
-1
-1
0
9
11
inches/1000
112
-2
-2
0
0
0
-1
11
16
128
-1
-1
0
0
0
1
16
19
144
-1
0
0
0
0
1
20
24
168
-1
0
0
-1
0
0
29
36
200
0
0
0
0
0
1
43
49
*
-2
-4
-4
-4
-2
-1
38
47
"Measurement based upon engine disassembly and inspection.
Hardness of the four valve seats of the head used in the repeat unleaded test
was HRB 96, HRB 97, HRB 95, and HRB 96.5 for valve seats 1 through 4, aver-
aging 96.1. Valve seats Nos. 3 and 4 received about .050-inch recession, while
valve seats Nos. 1 and 2 received no recession suggesting factors other than
valve seat hardness were responsible for the recession.
38
-------
Valve train inspection data for the two tests with unleaded fuels (tables
B-ll and B-12) confirm no valve seat recession in the first test. In the
second test, .038-inch recession in cylinder No. 3 and .047-inch recession in
cylinder No. 4 were noted. Valve spring force was consistent for both tests.
During the first test, valve guide wear of .0022 inch in exhaust valve No. 3
was outside the norm of about .0007 inch; however, no valve seat recession was
noted. During the second test, valve guide wear of .0019 inch was noted in
cylinder No. 4, which had the greatest recession. This suggests that exces-
sive valve guide wear is not consistently associated with valve seat
recession.
The A/F variation between modes for the first test with unleaded fuel
ranged from 10.7 to 13.4 (table A-21). Daily operation was unusually
consistent and ranged from an A/F of 12.0 to 12.8 (table A-22). Again, no
recession was noted during this test.
The A/F for the repeat test with unleaded fuel operated at leaner A/F
conditions than in the first test. The A/F variation between modes ranged
from 13.3 to 15.2 (table A-23), while the daily variation ranged from 12.8 to
16.1 with the A/F becoming leaner as the testing progressed (table A-24).
This suggests that A/F enleanment, which can increase combustion temperature,
may be a factor in the valve seat recession noted during these tests.
In an effort to further understand why some cylinders showed valve seat
recession and others did not, even though many variables were constant (e.g.,
valve seat hardness, speed, load, engine temperature, etc.), a test was
conducted to measure the A/F in individual cylinders. The IH-240 engine was
outfitted with three sampling probes inserted in the exhaust manifold with the
sample probe intake as close to the exhaust valves as practical. The exhausts
for cylinder Nos. 2 and 3 pass through a common port and were sampled as one.
The engine was then operated at the six test modes and the three exhaust ports
sampled individually during the 6-mode test. The exhaust was sampled for
approximately 10 minutes at each test condition. It is recognized that
considerable exhaust mixing from all cylinders occurs due to the exhaust
pulsations and that exact definition of cylinder A/F would require complete
isolation of all exhaust ports. However, sampling in the exhaust ports as
described above will provide an "estimate" for information on trends and serve
as an indicator of amount of variation from the norm.
39
-------
The cylinder-to-cylinder A/F (estimates) represent data from a single test
and are shown in table 16. These data show the A/F in cylinder No. 4 is not
significantly different than cylinder No. 1, except for mode 6 which
represents only 65 percent power. Thus, in this case, the data do not support
the hypothesis that the A/F ratio is generally higher in the cylinders that
showed the most valve seat recession.
Exhaust valve seat inserts with hardness of Rockwell HRB 96 to HRB 97
averaging HRB 96.3 were used for the third test of unleaded fuel with the
IH-240.
TABLE 16. - Air-fuel distribution, IH-240
Mode
1
2
3
4
5
6
Cylinder
1
14.3
11.8
12.8
14.6
12.2
13.5
Cylinder
2/3
13.9
11.7
12.6
13.8
12.1
13.4
Cylinder
4
14.0
11.9
12.9
14.4
12.1
14.0
The valve seat recession data (table 17) showed no recession until about
100 hours, after which each exhaust valve seat began receding at a substantial
rate. At the end of the modal operation the valve seats had receded about
.040 inch. During the following steady-state 56-hour mode recession was
approximately doubled. Valve seat recession was much greater than observed
when the engine was operated without valve seat inserts.
The valve train inspection (table B-13) also showed valve seat recession
from .058 to .085 inch, and showed no change in valve height or valve stem
diameter. However, the valve guide diameter from exhaust cylinders 3 and 4
showed significant wear.
40
-------
TABLE 17. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—unleaded fuel—valve seat insert hardness HRB 96.3
Valve Seat Recession
Hours
Accumu I ated
I ntake 1
2
3
4
Exhaust 1
2
3
4
16
0
0
0
0
-1
-1
-2
-1
32
1
0
0
0
-2
-1
-3
-1
48
1
0
0
0
-2
-1
-3
-1
64
1
0
0
-1
-3
-1
-2
-1
80
1
-1
0
-1
-1
-1
-1
1
96
1
-1
-1
-1
2
-1
11
9
112
0
-1
-1
-1
20
-1
26
26
, inches/1000
128
0
-1
0
-1
30
8
36
37
144
0
-1
0
-1
38
16
46
47
166
0
-1
0
-1
52
26
65
60
186
0
-1
-1
-2
63
45
75
79
200
0
-2
-1
-2
68
63
85
94
*
-3
-3
0
-1
63
58
77
85-
•Measurement based upon engine disassembly and inspection.
The A/F and emission data (tables A-25 and A-26) showed consistent daily
A/F mixtures during the test ranging only from 12.3 to 13.3. The variation
between modes ranged from 11.6 to 13.7. The modes with the leaner A/F (1, 4,
and 6) also are the modes with the highest engine load factor.
GM-292 "A" Engine
The GM-292 "A" engine was the first of two GM-292 engines tested in the
program. Tests with unleaded fuel using a new head of hardness HRB 88.8
showed a large amount of valve seat recession that would probably have led to
catastrophic engine failure if not terminated early. The data are shown in
table 18. Approximately 0.125 inch of valve seat recession was noted in one
cylinder after 71 hours of engine operation. It is interesting to note that
even though valve seats in cylinders 5 and 6 had receded substantially,
cylinder No. 4 showed a moderate (approximately .020 inch) recession, and the
remaining cylinders showed little or no recession.
41
-------
TABLE 18. - Effect of accumulated engine hours on valve
seat recession--GM-292 "A" engine-unleaded fuel
average hardness HRB 88.8
Hours
Accumulated
Intake
Exhaust
1
2
3
4
5
6
1
2
3
4
5
6
16
0
-3
1
-1
-1
-1
0
0
-1
1
10
15
20
3
-3
1
-2
-1
-1
0
-1
0
3
13
20
Valve
23
2
-2
4
-2
-1
-1
1
-1
-1
4
11
24
Seat Recession, inches/1000
39
1
-2
3
-2
0
-1
-1
1
-2
9
30
67
55
2
-2
2
-2
1
-6
-1
6
-2
10
61
103
71
1
-4
1
-2
0
-3
0
10
-1
21
87
131
*
0
-4
-5
-5
-4
2
-5
1
-4
16
90
121
*Measurement based upon engine disassembly and inspection.
In order to understand the reason for recession in selected cylinders,
this engine head was sectioned to allow access for hardness measurements of
One individual exhaust valve seats. The sectioning process allowed hardness
measurements to be made immediately below the valve seat surface on a cross
section of the valve seat surface perpendicular to the direction of valve
travel. The hardness of the individual exhaust valve seats was HRB 93.5,
HRB 91.0, HRB 89.5, HRB 90.0, HRB 90.5, and HRB 91.0, respectively, for
cylinders No. 1 through No. 6. Again, it should be noted that while cylinder
Nos. 1 and 3 had no recession, cylinders No. 2 and 4 had about .015 inch
recession, and cylinders No. 5 and 6 showed about .100 inch recession. The
data suggest that effects other than material hardness were responsible for
valve seat recession for this engine.
Inspection of the valve train data before and after the test with unleaded
fuel (table B-14) confirms the "running" measurements of valve seat recession
in that three cylinders had no recession, one had recession of .016 inch, and
two cylinders had recession of .090 and .121 inches. Further examination of
valve guide wear (exhaust) showed .0016- and .0015-inch wear in the two
cylinders with no valve seat recession and .0022 inch in the cylinder with the
42
-------
most wear. However, the cylinder with .090-inch recession showed essentially
no valve guide wear. Valve spring force was significantly lower in cylinders
5 and 6 after the test, compared to other cylinders.
A/F variations between modes for the test (table A-27) using unleaded fuel
ranged from 11.9 to 14.1 which are similar to the tests using leaded fuel.
Further, the daily A/F variations noted were 12.9 to 13.4 (table A-28) which
are also similar to the leaded test. In spite of the similarities in A/F, the
unleaded tests resulted in high valve seat recession, whereas the leaded test
resulted in no recession.
In an effort to further understand why some cylinders received valve seat
recession and others did not (even though many variables were consistent;
e.g., valve seat hardness, speed, load, engine temperature, etc.), selected
tests were conducted to measure the A/F in individual cylinders. The engine
was outfitted with six sampling probes inserted in the exhaust manifold with
the sample probe intake as close to the exhaust valves as practicable. The
engine was then operated at the five test modes, and the exhaust ports were
sampled individually. It is recognized that considerable exhaust mixing from
all cylinders occurs due to the exhaust pulsations and that exact definition
of cylinder A/F would require complete isolation of all exhaust ports. How-
ever, sampling in the exhaust ports as described above will provide an
"estimate" for information on trends and serve as an indicator of the amount
of variation from the norm.
The cylinder-to-cylinder A/F (estimates) represent data from a single test
and are shown in table 19.
TABLE 19. - Air-fuel ratio of individual cylinders
Mode Speed/Load
1 (3,000 RPM/8530
2 (3,000 RPM/45%)
3 (2,500 RPM/45%)
4 (2,000 RPM/25%)
5 (3,600 RPM/85%)
1
10.6
14.4
14.4
13.6
10.3
2
10.7
14.3
13.9
13.6
10.5
3
12.2
14.7
14.7
13.9
11.7
4
13.3
14.3
14.6
13.6
12.8
5
13.8
14.1
13.6
12.7
13.2
6
14.1
14.2
13.8
13.0
13.4
43
-------
The data suggest that during the severe duty conditions of modes 1 and 5,
the A/F distribution is askewed, in that cylinders 4, 5, and 6 are much leaner
than other cylinders; and cylinders 4, 5, and 6 encountered exhaust valve seat
recession of .016, .090, and .121 inches, repectively. The leaner A/F
mixtures would result in higher cylinder temperatures which could increase
valve seat recession at the high speed/load condition. It is interesting to
note that during the lighter duty cycles, in which valve seat recession is
expected to be less severe, the A/F distribution levels out so that only
slight differences are apparent. It could be postulated from this data (and
the material hardness data presented earlier) that valve seat recession may be
influenced by A/F. The degree of A/F influence (if any) is unknown without
further testing under controlled A/F conditions.
6M-292 "B" Engine
A second 6M-292 engine designated as GM-292 "B" was tested with unleaded
fuel and using an induction-hardened head. Induction hardening only included
the valve seat area and is reported by the manufacturer to be approximately
HRC 55 hardness. The valve seat recession data (table 20) showed exhaust
valve seat No. 5 to recede some .014 inch, while the other valve seats changed
less than .005 inch.
The valve train inspection data (table B-15) showed cylinders 1, 3, 4, 5,
and 6 to have valve seat recession of about .010 inches, while cylinder No. 2
received only .003 inch. The valve train inspection data also showed valve
height decreasing by about .005 inch on most valves.
The A/F and emissions data (table A-29 and A-30) showed a range of A/F due
to modes of 11.6 to 14.0 which is typical of other tests with this engine.
The daily variation of averaged A/F ranged only from 12.8 to 13.6 which
suggests no unusual perturbation of A/F occurred during the test.
The GM-292 "B" engine was also tested using unleaded fuel in a modified
(reduced severity) duty cycle using a noninduction-hardened engine head. The
mode No. 5, which is a high-speed/high-load condition of 85 percent power at
3,600 rpm, was dropped from the test condition leaving only a 4-mode cycle.
The test with the GM-292 "B" engine was discontinued after 88 hours due to
excessive valve seat recession. The valve seat recession data (table 21)
showed .099 inch recession in cylinder 6, while cylinder 5 had .014 inch.
44
-------
Cylinders 1, 2, and 3 had essentially no recession. Comparative tests with
the GM-292 "A" engine using the original duty cycle (discussed earlier) showed
exhaust valve seat recession of about .125 inch after 71 hours in cylinder 6.
The valve train inspection data (table B-16) also showed exhaust valve
seat No. 6 was recessed by .094 inch, with cylinders 1-3 showing essentially
no recession. The other parameters measured showed only nominal values
indicating normal wear.
The A/F and emission data (table A-31 and A-32) are presented in the
appendix, but the averaged data are not directly comparable to the other tests
due to elimination of one of the modes. The data do show, however, that the
A/F for the remaining modes is similar to the same modes in other tests.
Further, the daily variation ranges only from A/F of 12.8 to 13.3 indicating
no significant changes in A/F during the test.
TABLE 20. - Effect of accumulated engine hours on valve seat recession—
GM-292 "B" engine—unleaded fuel—induction hardened engine head
Valve Seat
Hours
Accumu 1 ated
1 ntake
Exhaust
1
2
3
4
5
6
1
2
3
4
5
6
16
0
-1
0
-1
-1
0
-3
0
3
-4
8
5
32
-1
-1
-2
-1
0
0
-5
-1
-2
-3
9
3
48
-1
1
0
0
0
0
-5
0
2
-1
10
3
64
-2
1
0
-1
0
0
-4
0
1
-5
10
4
80
-1
0
0
-1
0
0
-3
1
2
-1
11
5
Recession, inches/1000
96
-1
-1
0
-1
0
0
-3
0
6
-1
11
4
112
-1
-1
0
0
0
0
-5
0
2
-1
14
5
128
-1
-1
-1
-1
0
0
-5
0
2
-2
15
5
136
-1
-1
0
0
0
0
-4
-1
2
-2
15
5
152
-1
-1
-1
-1
0
0
-5
-1
2
-2
15
5
168
-1
-1
-1
-1
0
0
-4
-2
2
-1
15
5
184
-1
-1
-1
0
0
0
-4
0
2
-1
14
7
200
-1
-1
_1
-1
0
0
-4
1
2
-1
14
5
*
3
6
5
4
4
4
8
3
10
8
11
11
•Measurement based upon engine disassembly and inspection.
45
-------
TABLE 21. - Effect of accumulated engine hours on valve seat recession--
GM-292 »B" engine—unleaded fuel—average hardness HRB 89—
mod i f i ed eye Ie
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
Intake
Exhaust
1
2
3
4
5
6
1
2
3
4
5
6
14
-1
0
-1
-3
-3
-1
-1
-1
0
0
1
14
25
-1
-1
-1
-2
-3
-1
-1
-2
0
2
3
2$
41
1
-1
-1
-1
-3
0
-1
-1
1
4
10
52
57
-1
-1
-2
-2
-3
-1
-1
-1
0
6
10
70
61
-1
-2
-2
-2
-4
-1
0
-1
0
5
11
73
72
0
-2
-2
-2
-4
-1
-1
-2
2
6
13
81
88»
0
-1
0
-2
-5
1
0
0
3
8
14
99
**
-1
-1
2
0
-3
1
-1
-1
2
6
10
94
Test was terminated at 88 hours due to recession.
Measurement based upon engine disassembly and inspection.
46
-------
John Deere 303 Engine
The 200-hour test was conducted using unleaded fuel with a new engine head
which measured HRB 98, HRB 99, and HRB 96 at three places. Valve seat reces-
sion data, presented in table 22, showed recession of at least .050 inch in
all exhaust valves and some recession in one intake valve. The most recession
occurred during the 56-hour steady-state mode beginning at 144 hours, rather
than during the cyclic operation.
Valve train inspection data (table B-17) confirm exhaust valve seat reces-
sion of about .050 inch for all cylinders using the unleaded fuel for 200
hours. The apparent recession noted on No. 4 intake valve during the
"running" measurements was not confirmed by the valve train inspection. The
reason for this discrepancy is not clear. Valve height was increased during
the 200-hour test, again the valve spring force is relatively high, but the
mechanism of valve elongation is not understood. Valve guide diameters
increased a consistent .0003 to .0008 inch for all cylinders except for
exhaust No. 3 which increased .0015 inch. Valve stem diameters were also
consistent and decreased by .0004 to .0005 inch.
All parameters measured, except valve seat depth, appeared to be normal
and consistent.
The A/F variations noted for the John Deere 303 engine using unleaded fuel
are very similar to the tests using leaded fuel in that the average A/F
between modes ranges from 12.2 to 13.9 (table A-33). The daily average A/F
ranged from 12.5 to 13.5 (table A-34).
GM-454 Engine
Two valve seat measurement jigs (one for the exhaust valve, one for the
intake valve) were used for this series of tests to eliminate measurement
variability due to jig realignment and to accommodate both the exhaust and
intake valves. Exhaust valve seat recession in the 6M-454 engine using
unleaded fuel ranged from about .015 to .035 inch for the 200-hour test. The
data are presented in table 23. The recession is consistent among all exhaust
valves. It should be noted again that this engine test series used new OEM
induction-hardened heads.
47
-------
TABLE 22. - Effect of accumulated engine hours on valve seat recession—
John Deere-303 engine—unleaded fuel—average hardness HRB 97.7
oo
Valve Seat Recession
Hours
Accumu 1 ated
1 ntake
1
2
3
4
5
6
Exhaust
1
2
3
4
5
6
6
-1
-1
0
-1
0
-1
1
-1
1
-2
1
2
10
0
0
1
1
0
-1
3
1
-1
-2
1
3
26
0
-1
0
1
1
f
-1
3
1
5
2
0
7
42
0
-1
0
2
0
0
4
1
6
2
1
14
58
0
-1
0
1
0
-1
7
1
5
5
1
13
74
1
-1
1
1
0
-1
3
2
5
5
0
15
90
0
-1
0
1
0
-1
8
2
7
8
-1
14
, inches/1000
106
0
-2
0
0
0
-1
10
6
9
9
5
18
122
0
-2
0
6
0
1
17
8
14
11
6
15
138
6
-1
1
7
0
0
16
11
21
11
10
16
144
0
-1
1
14
0
0
24
12
22
18
10
19
168
0
0
1
15
0
-1
41
28
40
25
24
36
200
-1
0
0
15
0
-1
63
46
61
48
41
50
*
-4
-2
-3
-4
-3
0
56
41
64
41
36
43
•Measurement based upon engine disassembly and inspection.
-------
10
TABLE 23. - Effect of accumulated engine hours on valve seat recession—
GM-454 engine—unleaded fuel — induction-hardened head
Valve Seat Recession, inches/1000
Hours
Accumu 1 a ted
Intake 1
2
3
4
5
6
7
8
Exhaust 1
2
3
4
5
6
7
8
16
-1
-2
-2
0
0
-1
-4
-1
1
1
0
3
1
2
1
0
32
1
-4
-2
-2
-1
-2
-4
-4
2
5
0
3
2
7
2
2
48
3
-5
0
-3
-1
2
-1
2
4
5
3
7
4
9
7
4
59
1
-6
-2
-5
0
2
-1
1
8
7
6
9
9
11
10
12
75
1
-3
-2
-1
-1
4
-2
3
7
7
10
12
9
11
10
11
88
3
-3
0
-1
-1
4
-4
3
11
9
11
12
12
13
11
10
100
4
-4
1
0
0
3
-4
3
13
13
13
17
17
17
15
18
116
1
-2
-1
-1
-1
3
-3
2
12
15
12
18
16
16
13
18
125
2
-2
0
1
2
6
1
3
15
19
14
29
19
13
12
19
133
2
0
0
2
-1
5
-4
1
14
30
15
30
20
16
13
19
140
3
-3
0
1
1
5
-2
3
14
30
15
31
21
17
14
21
144
2
1
0
0
0
6
-3
1
14
30
16
30
22
16
16
19
160
2
-2
0
0
2
6
-2
2
15
32
17
32
22
21
16
23
176
1
-2
-1
1
0
6
-2
1
14
31
14
32
23
21
18
24
192
1
0
0
1
0
6
-1
2
14
32
16
32
25
23
18
23
200
2
0
0
0
1
6
-1
3
14
31
16
34
23
24
20
23
*
0
1
0
-3
0
-2
0
-1
7
26
10
32
20
15
16
22
•Measurement based upon engine disassembly and inspection.
-------
Examination of the valve train inspection data (table B-18) confirmed
relatively consistent exhaust valve seat recession ranging from .007 to .032
inch using unleaded fuel. Valve guide wear was a nominal .0004 inch for the
intake valves, which exhibited no valve seat recession; however, exhaust valve
guide wear ranged from .0006 to .0046 inches (cylinder No. 5). In addition,
there are no correlations of valve seat recession with valve guide or valve
stem wear.
Tests with the unleaded fuel showed A/F variations between modes to be
relatively narrow, compared to the leaded fuel test, ranging from A/F of 12.8
to 13.9 (table A-35). The daily A/F average of all modes showed consistent
A/F of 12.7 to 14.3 (table A-36). These were slightly richer than the tests
with leaded fuel. However, operation during the 56-hour mode averaged 14.6
for the unleaded test compared to an average of about 14.1 for the leaded
test.
The GM-454 engine was also tested using unleaded fuel with valve seat
inserts. The valve seat inserts are for "moderate duty" based upon SAE-J610b
recommended practice. The inserts (J-LOY, X-B) contained 1.5 percent carbon,
20 percent chromium, 1.3 percent nickel, 1.25 percent silicon, and the
remainder cast iron. The hardness of the inserts used was tested and found to
be an average of HRC 42.0. Standard exhaust valves were used for the test as
recommended by the valve seat manufacturer.
At approximately 120 hours into the test the engine began to lose power, a
compression check confirmed low compression on No. 6 cylinder. The head was
removed and inspected and the problem diagnosed as collapsed piston rings.
The No. 6 piston was removed and a new piston and rings installed (standard
size), correcting the problem and the test continued to 200 hours.
The valve recession data (table 24) showed maximum recession of .017 inch
during the 200-hour test with a range of .005 to .017 inches for the eight
exhaust valves.
50
-------
TABLE 24. - Effect of accumulated engine hours on valve seat recession—
GM-454 CID engine—unleaded fuel—steel exhaust valve seat
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
1 ntake 1
2
3
4
5
6
7
8
Exhaust 1
2
3
4
5
6
7
8
16
-2
2
-2
0
-2
3
~2
0
3
-2
2
-2
3
0
2
-2
32
-3
3
-2
-1
-2
4
-2
0
3
-1
5
-1
3
-1
4
-4
48
-2
3
-1
-1
2
4
-3
1
3
-1
9
-2
4
5
5
-3
64
-1
5
-1
0
-2
5
0
1
4
-1
12
0
4
8
4
-2
72
0
5
-1
1
-2
5
-3
1
4
0
14
-1
4
9
6
0
88
-1
5
-2
2
1
4
0
1
4
0
16
1
5
12
10
1
99
0
5
—2
0
0
5
-4
1
6
1
18
0
10
12
10
1
115
0
5
-2
0
-1
6
-3
1
7
5
18
3
10
13
11
3
131
0
5
0
-2
1
5
-2
2
6
1
18
1
10
13
11
3
144
-1
3
-2
0
1
7
-5
3
5
0
17
1
9
17
10
5
160
-2
4
-2
3
-1
9
-2
5
6
1
17
1
10
12
12
4
175
-2
5
-1
2
0
7
-2
3
6
1
16
2
10
12
11
5
191
-1
9
-3
2
0
5
-3
5
6
1
19
0
12
12
10
5 ,
200
-1
5
-2
0
-1
4
-7
2
8
1
17
+ 1
12
14
11
6
«
-3
-2
0
-3
-3
0
-4
-4
6
5
17
4
8
15
8
12
"Measurement based upon engine disassembly and inspection.
-------
The valve train inspection data (table B-19) also showed a maximum
recession of .017 inch and slight recession of most other exhaust valves. In
addition, this test is the only test of the entire series to detect any wear
of the exhaust valve itself. The ridge noted on the seat surface of the
valves was ground away until the ridge was eliminated and the depth of the
ridge in the valve thus measured. The depth of the ridges was found to be
.004, .004, .001, .002, .001, .002, .003, and .002 inch for cylinder Nos. 1
through 8. Other aspects of the parameters measured appear to be nominal.
The A/F and emission data (tables A-37 and A-38) showed the engine to
operate within a range of A/F from 12.6 to 14.0 depending upon mode, with the
richer A/F associated with the high speed/load conditions.
The average day-to-day variation of A/F ranged only from 12.9 to 13.5 with
the 56-hour steady state mode operating at 13.4 to 13.8 A/F.
52
-------
LOU LEAD FUEL 0.10 GRAMS/GALLON
International Harvester 240 Engine
After noting wear with unleaded fuel, tests were conducted with fuel
containing 0.10 gm/gal lead in the IH-240 engine. The hardness of the head
used for this test was measured at three places and found to be HRB 93.5, HRB
92, and HRB 93. The data, presented in table 25, showed no valve seat
recession trends in any of the valves using the 0.10 gm/gal fuel. The trend
toward negative recession implies a build-up of deposits under the valve
seat. Detailed examination of the engine head by a certified engine rebuilder
after the tests were completed confirmed that negative numbers were due to a
build-up of carbon on the valve and valve seat surface. At 188 hours of the
planned 200-hour test, the engine suffered a broken crankshaft, and the test
was terminated. Obviously, the failure of the crankshaft is not associated
with any fuel additive, and major engine rebuilding would require a repeat
test to confirm the additional 12 hours of operation. In all of the data
collected from other tests, recession occurred before 188 hours or not at all.
Valve train inspection data (table B-20) of the IH-240, operating on
0.10 gm/gal leaded fuel, suggested no valve seat recession in excess of
.003 inch. Valve guide diameter measurements were consistent and showed
essentially no wear. The only noticeable differences observed between the
start and end of the test were the consistent relaxation of spring forces of
about 10 percent during the 200-hour test. New springs were used for all
tests. It is assumed that the springs would age rather quickly from new and
then the spring force decrease at a much slower rate.
The A/F data for test with the IH-240 engine using 0.10 gm/gal lead showed
A/F variations similar to the test with leaded fuel and first test with
unleaded fuel. The A/F using the 0.10 gm/gal lead ranged from A/F of 10.6 to
13.6 (table A-39) with a daily variation being extremely consistent ranging
only between A/F of 12.0 and 12.3 (table A-40). No valve seat recession
occurred in this test nor the other tests with leaded and unleaded fuel where
the A/F was consistent.
53
-------
TABLE 25. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—0.10 gm/gal lead—average hardness HRB 92.8
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
1 ntake
Exhaust
1
2
3
4
1
2
3
4
16
-1
-1
0
-1
-2
-2
1
1
32
-2
-2
-1
—2
-2
-3
-1
-3
48
-2
-2
-1
-1
-2
-2
-1
-1
64
-2
-2
-1
-2
-2
-2
-1
-3
80
-1
-2
-1
-2
-2
-2
-1
-2
95
-3
-1
-1
-3
-2
-3
-1
-2
111
-3
-1
-1
-4
-2
-3
0
-2
127
-3
-2
-1
-4
-2
-3
0
-2
143
-4
-2
-1
-4
-2
-4
0
-2
168
-4
-2
-1
-4
-2
-3
0
-2
188
-4
-2
-1
-4
-2
-3
-2
-2
*
-4
3
1
3
1
-1
1
0
"Measurement based upon engine disassembly and inspection,
Tests were also conducted using the IH-240 engine with fuel containing
0.10 gm/gal lead using exhaust valve inserts made from cast iron. The
hardness of the valve seat inserts was measured and found to range from HRB
96.5 to HRB 97.5 with an average hardness of HRB 97.
The valve seat recession data (table 26) showed no recession of any of the
valve seats. The valve train inspection data (table B-21) confirmed that no
recession occurred on any of the valve seats. The other parameters measured
show only nominal wear.
The A/F and emission data (table A-41) show a A/F variability due to mode
ranging from 11.2 to 13.2, with the leaner A/F associated with the higher load
conditions.
The daily variation (table A-42) of the average A/F ranged only from 12.1
to 12.5 which is unusually consistent. The A/F during the 56-hour mode ranged
from 12.9 to 13.1 which is consistent with previous tests with this engine.
54
-------
TABLE 26. - Effect of accumulated engine hours on valve seat recession—
IH-240 engine—0.10 gm/gal lead—valve seat insert hardness HRB 97
Valve Seat Recession
Hours
Accumu 1 ated
1 ntake 1
2
3
4
Exhaust 1
2
3
4
15
1
0
0
-1
0
-1
-1
0
31
2
0
-1
0
0
0
-1
0
47
0
0
-1
0
-2
-2
-1
0
63
0
0
-1
0
-1
-1
-2
-2
73
0
0
0
0
-1
-1
-1
-1
88
0
0
-1
0
1
0
-1
0
102
1
0
-1
-1
-1
-1
-1
0
, inches/1000
118
0
0
-1
-1
0
-1
-1
0
134
0
0
-1
-1
-1
-1
-1
0
144
0
-1
-1
-1
-1
-1
-1
0
168
0
0
-1
-1
-1
0
0
0
200
1
-1
-1
-1
-1
-2
0
-1
#
0
0
-1
1
1
-1
2
0
"Measurement based upon engine disassembly and inspection.
GM-292 "A" Engine
The 6M-292 "A" engine was tested using 0.10 gm/gal lead added to the
fuel. The data are presented in table 27. Recession occurred in cylinder
No. 6 with .050 inch noted in the exhaust valve seat and some recession noted
in the intake valve seat of cylinder No. 6. During the test between the 105-
and 120-hour test points, the engine suffered a head gasket failure that
allowed communication of gases between cylinders Nos. 5 and 6. Engine coolant
was unaffected. The head gasket was replaced, and the test was continued.
This time period resulted in the significant valve seat recession indicating
that the head gasket failure could have perturbed the test results in cylinder
No. 6. None of the other valves had any trend toward recession.
55
-------
en
CTl
TABLE 27. - Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine—0.10 gm/gal lead—average hardness HRB 89
Valve Seat Recess i on r inches /I 000
Hours
Accumu 1 ated
1 ntake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
16
-2
-1
-1
0
-1
0
-1
-2
0
-2
0
0
27
-3
-2
-3
0
-1
0
0
-2
0
0
1
o
43
-3
-2
-3
1
-1
0
-1
-2
0
0
1
2
59
-3
-2
-4
0
-1
0
-1
-2
0
-2
1
-1
75
-2
-1
-3
1
-1
0
-1
-2
-1
0
2
0
91
-3
-1
-3
-1
0
0
-1
-2
0
-1
2
•• 1
105
-2
-1
-2
-7
0
6
0
-1
2
-1
2
11
120
0
1
-3
0
1
9
1
-1
2
-1
0
29
136
-1
0
-5
0
2
12
1
-1
2
0
4
39
144
-1
0
-1
1
2
12
0
-1
2
0
1
40
160
-1
0
-1
3
2
15
0
-1
1
0
1
46
176
-1
0
-1
2
2
15
0
-1
2
0
1
46
192
-1
0
-2
1
2
19
1
0
1
-1
2
51
200
-2
1
-2
1
1
19
1
0
1
-1
1
50
*
0
0
-2
-2
-1
14
-2
-2
-4
-4
-3
40
*Measurement based upon engine disassembly and inspection.
-------
Tests with the 0.10 gnu/gal lead fuel showed consistent A/F variations
between modes with a range of A/F from 12.1 to 14.7 (table A-43). The daily
A/F variations were unusually consistent, ranging from 13.5 to 14.1 over the
11 test days (table A-44).
The valve train inspection data (table B-22) again confirmed the "running"
valve seat recession measurements in that recession was noted in only one
exhaust valve. In addition, recession was also confirmed in one intake
valve. Both valves on which recession was noted are on cylinder No. 6.
Cylinder Ho. 6, as well as Mo. 5, on this engine indicated significant
recession during previous tests with unleaded fuel.
Valve guide diameter increases of .0003 to .0005 inch over the 200-hour
test wert typical; however, exhaust guide No. 6 increased some .0015 inch and
exhaust No. 5 increased some .0011'inch. The valve spring force in cylinder
No. 6 decreased during testing somewhat more than the other cylinders.
Excessive heat, if generated due to air-fuel mixture or other mechanism, would
be expected to both decrease the spring constants and increase valve seat
recession.
The tests were repeated using the GM-292 "A" engine with 0.10 gm/gal lead
to determine if the head gasket failure reported in the previous test was
indeed responsible for the apparent recession noted. The hardness of the head
used for this test was Rockwell HRB 91.
The valve seat recession data (table 28) showed no recession in excess of
±.003 inch. The valve train inspection data (table B-23), however, shows
0.10 inch recession in the No. S cylinder, but no recession in the other
cylinders. Other parameters measured show only nominal change except for
slightly higher valve guide wear in cylinder Nos. 5 and 6.
The A/F and emission data (tables A-45 and A-46) showed the A/F variation
between the five modes ranged from 12.7 to 13.5 compared to 12.1 to 14.7 for
the previous test with 0.10 gm/gal lead. The daily averaged A/F ranged from
only 12.8 to 13.4 during the 200-hour test. This compares with a range of
13.5 to 14.1 for the earlier test with 0.10 gm/gal lead.
57
-------
TABLE 28. - Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine—0.10 gm/gal lead—average hardness HRB 91 (repeat)
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
Intake 1
2
3
4
5
6
en
00
Exhaust 1
2
3
4
5
6
16
0
0
1
1
1
0
0
-1
1
1
0
1
32
-1
1
0
0
2
1
0
-1
1
1
4
1
48
0
1
-1
-1
0
0
0
-1
1
1
4
3
55
0
1
-1
1
1
0
0
-1
-1
1
3
-1
71
0
1
-1
1
0
-1
0
-1
1
2
4
0
85
0
1
-1
1
0
0
0
-2
1
3
4
1
101
0
1
0
2
2
0
-1
-1
0
3
4
2
117
0
1
0
2
0
1
-1
-1
-1
3
4
1
131
-1
1
-1
1
0
0
0
-1
-1
4
4
1
147
-1
1
0
2
2
1
0
0
-1
4
3
3
158
-1
1
0
1
1
2
1
-1
0
4
4
1
174
-1
2
-1
1
0
1
1
0
0
3
2
1
190
-1
1
-1
1
0
1
0
-1
0
3
3
3
200
0
1
-2
0
0
0
-1
-1
-2
3
3
1
*
1
-1
-1
-2
-1
0
0
0
0
3
9
2
"Measurement based upon engine disassembly and inspection.
-------
GM-292 "B" Engine
An additional test was conducted using 0.10 gm/gal lead in a different
GM-292 engine. The engine is designated as GM-292 "B", but is an identical
product to the GM-292 "A" engine.
The head was measured for hardness and found to be Rockwell HRB 91.8.
The valve seat recession data (table 29) for this test showed no seat
recession in any exhaust valve greater than ±.002 inch. No. 5 intake valve
seat appeared to change (negative recession) after the first measurement was
made, but remained constant throughout the remainder of the test.
The valve train inspection data (table B-24) also showed no recession in
any exhaust valve seat greater than ±.002 inch. The other parameters measured
in the inspection data appeared to be very consistent with only nominal
changes noted in all measurements.
The A/F and emission data (tables A-47 and A-48) showed an A/F variation
between the five modes of 11.6 to 13.6 compared to a variation of 12.7 to 13.4
for the last test using the GM-292 "A" engine. The higher loads are
associated with the richer modes. The daily averaged A/F ranged only from
12.2 to 13.0. This is similar to the last test using the GM-292 "A" engine
and operating on the 0.10 gm/gal lead fuel in which the A/F ranged from 12.8
to 13.4
John Deere 303 Engine
Due to the recession noted using the John Deere 303 engine and unleaded
fuel, the test was repeated using fuel with 0.10 gm/gal lead and new engine
heads which measured HRB 97, HRB 99, and HRB 92 at three different places.
Valve seat recession data presented in table 30 showed no trend toward
recession of any of the valves during the 200-hour test. The data suggested
recession of .005 inch in one valve. However, if the initial point were taken
at 16 hours, the recession would be zero. This suggests that the valves are
being "re-seated," rather than observing valve seat recession.
59
-------
TABLE 29. - Effect of accumulated engine hours on valve seat recession—
GM-292 »B» engine—-0.10 gm/gal lead—average hardness HRB 91.8
Hours
Accumu 1 ated
Intake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
16
0
0
-1
-1
0
0
1
0
-1
-1
0
0
Valve Seat Recession, inches/1000
32 45 61 77 93 108 124 140 156
111112112
-101012331
-100101 1 1-1
-1-1001211-1
-5 -8 -5 -5 -5 -5 -5 -5 -5
-1-1-1 0-1 00 1 -2
01 101233-1
000113222
-200001 1 10
00-1 000000
-100001 120
01 1210220
172
1
1
0
-1
-5
-1
-1
2
-1
-1
0
-2
188
0
0
-1
0
-5
-1
-1
1
-1
-1
0
2
200
0
0
-1
-1
-5
0
-1
1
0
-1
-1
-1
*
-1
0
2
1
-3
1
1
1
2
-1
0
1
•Measurement based upon engine disassembly and inspection.
TABLE 30. - Effect of accumulated engine hours on valve seat recession —
John Deere engine — 0.10 gjn/gal lead — average hardness HRB
96.0
Valve Seat Recession, inches/1000
Hours
Accumu 1 ated
Intake 1
Exhaust
2
3
4
5
6
1
2
3
4
5
6
16 32 48 64 80 96 112 128 144
0 0-1-1 -1 -1 -1 0 -1
0 0-1 0 0-1-1-1 -1
-1 -1 -1 -1 -1 0-1 0 -1
-5 -5 -3 -3 -3 -3 -3 -3 -3
0 1 000000-1
-1 -1-1-1-1 0000
455544554
-1 0-1 00-1-1 0 -1
1 101021 10
000-1 000-1 0
112222111
0-1-1-1 0 0 0-3 -1
168
-1
-2
-2
-4
-1
-1
4
3
-1
0
1
-1
200
-1
-2
-2
-4
-1
-1
5
0
0
0
0
-1
*
0
0
0
-2
2
0
4
0
0
0
0
0
^Measurement based upon engine disassembly and inspection.
60
-------
GM-454 Engine
Due to the exhaust valve seat recession noted on the 6M-454 engine using
unleaded fuel, the engine was tested using fuel with 0.10 gm/gal lead.
At approximately 30 hours into the test, the crankshaft sheared between
bearings No. 7 and 8. Rather than repair the engine, a new engine was
procured, installed, and broken-in using the method described earlier except
that 0.10 gm/gal fuel was used. The heads from the damaged engine with
30 hours of use were then installed on the new engine and the test continued.
The data, presented in table 31, showed no recession of any of the exhaust
valves using the low lead fuel. One intake valve suggested a slight trend
toward recession.
Examination of the valve train inspection data for the GM-454 engine using
the 0.10 gm/gal fuel (table B-26) showed no appreciable valve seat recession
in excess of ±.005 inch. The recession trend noted during "running" valve
seat measurements in intake valve No. 8 was not apparent in the valve train
inspection. The reason for this is not clear. Valve guide diameter increases
remained relatively constant increasing from .0007 to .0010 inch except for
cylinder No. 7 which increased by .0020 inch.
Other parameters measured changed by only nominal amounts, thus indicating
no unusual wear patterns.
The A/F variations among the six test modes for tests with 0.10 gm/gal
fuel showed a range of A/F from 13.2 to 14.2 (table A-51) which was similar to
tests with unleaded fuel. The daily A/F average data showed a range of A/F
from 13.3 to 14.6 (table A-52) during tests with the low lead fuel. These
were similar to A/F during the leaded fuel test.
The valve train inspection data for test using 0.10 gm/gal lead (table
B-25) show no indications of valve seat recession or abnormal wear of any
valve train measured. Valve guide diameters were generally consistent and
increased from .0002 to .0005 inch, except for exhaust guide No. 2 which
increased some .0012 inch. Likewise, valve stem diameters decreased from 0 to
.0003 inch during the 200 hours. Valve height and valve tulip diameters were
unaffected by the test.
61
-------
TABLE 31. - Effect of accumulated engine hours on valve seat recession—
GM-454 engine—0.10 gm/gal lead—induction-hardened seats
Valve Seat
Hours
Accumulated
Intake 1
2
3
4
5
6
7
8
Exhaust 1
2
3
4
5
6
7
8
16
0
-1
1
-1
-2
1
-2
2
-1
1
0
0
-2
1
-2
2
31
1
-2
1
-1
-1
0
-2
2
1
4
3
3
0
6
-2
6
47
1
-1
1
0
1
2
-3
4
-4
3
0
1
-1
0
0
2
63
0
-1
3
0
1
2
1
4
-4
2
0
1
-3
2
-1
1
73
0
0
2
1
1
4
1
4
-3
2
-1
1
-4
1
-1
0
89
0
0
1
2
-1
5
-1
5
-2
3
-
-3
-
105
0
0
2
4
1
4
1
6
-2
3
-1
1
-2
0
-1
2
Recession,
121
1
0
2
4
1
4
1
6
-3
2
0
-1
-1
0
-2
1
137
1
0
1
1
1
3
1
6
-4
1
-1
0
-3
0
-2
1
inches/1000
144
1
0
1
1
0
3
1
6
-3
1
-1
0
-2
1
-2
1
160
0
0
0
1
0
3
1
6
-4
3
-2
0
-3
1
-2
1
176
0
0
0
1
0
3
1
6
-2
3
1
0
-2
1
0
3
192
0
0
0
1
0
3
1
6
-2
3
-2
0
-2
1
0
3
200
0
1
1
2
1
4
2
7
-3
-3
-3
0
-4
1
-1
1
*
-5
1
1
1
5
1
6
0
5
1
3
2
0
2
3
1
•Measurement based upon engine disassembly and inspection.
The A/F variations between modes for test with the 0.10 gm/gal lead fuel
ranged from 11.7 to 12.6 (table A-49). The daily average A/F ranged from 11.9
to 12.6 (table A-50) which is slightly richer A/F compared to the tests with
leaded and unleaded fuels.
Fuel Additive "A"
Fuel additive "A" was supplied by The Lubrizol Corporation and represented
a variation of the Lubrizol "Powershield" additive. The additive-to-fuel
level was 250 pounds add.itive per 1,000 barrels of fuel. The additive was
mixed in a 7,000-gallon batch in a fuel tank that had stored unleaded gasoline
for about six months previously. A sample of the blended fuel was tested by
the supplier and approved prior to testing.
GM-292 "A" Engine
Use of the additive "A" in the GM-292 "A" engine resulted in significant
valve seat recession such that the test was terminated after 64 hours with
some .050- to .080-inch recession occurring in cylinder Nos. 5 and 6. In a
62
-------
subsequent analysis of the additive, the supplier reported that the additive
package was improperly formulated when manufactured; therefore, testing of
this additive was discontinued.
The valve seat recession data (table 32) showed cylinder Nos. 1, 2, and 3
with little or no valve seat recession, a slight amount of recession (0.10
inch) in cylinder No. 4, and significant recession in cylinder Nos. 5 and 6.
The valve train inspection data (table B-27) showed about .005 inch
recession for all intake valve seats and exhaust seats 1 through 3, with the
remaining exhaust seats following the same pattern discussed above. The valve
height of the intake and exhaust valves decreased about .005 inch.
The A/F and emissions data (tables A-53 and A-54) showed a range of A/F
due to modes of 12.2 to 13.8. This is similar to other tests. The daily
averaged A/F ranged from 12.9 to 13.1 and is similar to earlier tests with
this engine. The A/F data suggest that perturbations in A/F ratio are not
responsible for the valve seat recession observed.
TABLE 32. - Effect of accumulated engine hours on valve seat
recession~6M-292 "A" engine—fuel additive "A"
average hardness HRB 89
Valve Seat Recession, inches/1000
Hours
Accumulated 16 32 48 64 *
Intake
Exhaust
1
2
3
4
5
6
1
2
3
4
5
6
0
0
-1
0
-2
2
0
-1
3
4
8
14
0
1
-1
0
-2
1
1
2
3
10
26
40
0
0
-1
-1
-1
1
1
2
4
10
40
65
0
0
-1
1
-2
1
0
1
3
10
47
86
3
4
5
5
5
3
5
5
6
12
49
77
*Measurement based upon engine disassembly and inspection.
63
-------
John Deere 303 Engine
Fuel additive "A" was tested in the John Deere 303 engine for 80 hours.
The test was discontinued after NIPER was notified that the additive package
was not properly formulated.
The John Deere engine head was tested for hardness and measured Rockwell
HRB 95.
Valve seat recession data (table 33) showed little recession; however, the
valve train inspection data (table B-28) suggested from .006- to .012-inch
recession. The valve height on exhaust and intake valves was reduced about
.006 inch during the test according to the inspection data as was noted during
the test with the 292 "A" engine.
The A/F and emission data (table A-55 and A-56) showed a range of A/F of
11,5 to 12.6 depending upon mode. The daily variation of average A/F during
the five test days ranged from 11.9 to 12.2, which is somewhat lower than when
the engine was tested with unleaded gasoline.
TABLE 33. - Effect of accumulated engine hours on valve seat
recession—John Deere-303 engine—fuel additive "A"
average hardness HRB 95
Valve Seat Recession, inches/1000
Hours
Accumulated
16
32
48
64
80
Intake
Exhaust
1
2
3
4
5
6
1
2
3
4
5
6
0
0
0
0
0
-1
0
0
0
1
2
0
0
0
0
0
3
-1
1
0
1
1
0
0
0
0
0
-1
5
-1
1
0
, 4
2
0
0
0
0
-1
-1
5
0
3
0
6
3
2
0
0
0
-1
-1
5
0
2
0
6
2
4
0
6
6
6
7
7
8
7
6
12
7
8
7
*Measurement based upon engine disassembly and inspection.
64
-------
Fuel Additive "B"
Fuel additive B was a product supplied by Lubrizol Corporation with a
trade name "Powershield." The additive B was blended with unleaded gasoline
at a level of 250 pounds of additive per 1,000 barrels of gasoline. The fuel
additive B was tested in the GM-292 "A", John Deere 303, and GM-454 engines.
6M-292 "A"
The test with the fuel additive B in the GM-292 "A" engine was conducted
with an engine head of hardness Rockwell HRB 89.
The valve seat recession data for the GM-292 "A" (table 34) show a signi-
ficant amount of exhaust valve seat recession of .112 and .086 inches in
cylinders 5 and 6 after 84 hours of operation. The test was terminated after
84 hours. Cylinders 2 through 4 received some .011 to .015 inches recession
while cylinder No. 1 was virtually unchanged. The intake valves were not
affected within the range of ±.003 inches.
The valve train inspection data (table B-29) showed similar recession
results to the recession data collected daily. The other engine parameters
measured only slight or no change at all, which would normally be expected in
the relatively short test.
The A/F and emissions data (tables A-57 and A-58) showed that the A/F
variations among the five modes ranged from 12.8 to 14.2, while the daily
variation of the averaged A/F ranged from 13.4 to 14.0. Comparisons of the
A/F from other tests with this engine showed this A/F to be typical except
that, at the richest A/F mode of 12.8, the A/F is somewhat leaner than the
other tests in which the A/F ranged from 11.9 to 12.7 for the richest mode.
John Deere 303
Tests were conducted with the John Deere 303 engine using fuel additive B.
The engine test used a head of Rockwell hardness HRB 95.
Valve recession data (table 35) showed little recession during the cyclic
144-hour operation. However, during the 56-hour steady-state mode, signifi-
cant exhaust valve seat recession occurred in cylinders 1 and 6. Cylinders 2
through 5 appeared to have minimal recession.
65
-------
TABLE 34. - Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine—fuel additive »B"~average hardness HRB 89
Hours
Accumulated
1 ntake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
16
-1
0
2
1
-2
0
3
4
8
11
16
10
Valve
32
-1
0
1
1
-2
-1
5
4
11
16
49
30
Seat Recession, inches/1000
48
-1
-1
4
0
-3
0
4
9
11
16
72
47
64
-1
-1
1
1
-3
1
4
10
11
18
89
66
68
-1
-1
2
1
-3
1
4
12
12
18
92
74
84
1
-1
2
2
-3
0
4
13
11
15
112
86
*
-1
-2
1
0
-2
1
2
13
8
13
109
85
•Measurement based upon engine disassembly and inspection.
66
-------
TABLE 35. - Effect of accumulated engine hours on valve seat recession—
John Deere 303 engine—fuel additive "B"—average hardness HRB 95
Valve Seat
Hours
Accumu 1 ated
Intake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
16
-1
0
-1
-1
-1
2
2
2
1
7
0
6
32
-2
0
-2
-1
-1
0
8
2
4
6
3
6
48
-3
1
0
-1
1
0
8
6
2
6
4
7
64
-2
0
1
-1
1
3
9
5
4
6
5
7
80
-2
1
1
0
0
4
10
6
4
5
4
6
Recess i on ,
91
-1
0
1
0
1
4
9
6
4
5
4
6
107
-3
2
0
-1
0
4
10
7
4
5
3
6
inches/1000
121
-3
3
0
-1
0
5
10
7
5
4
2
7
137
-3
2
0
-1
0
4
11
8
6
5
2
7
144
-3
3
0
-1
0
4
11
7
7
5
2
8
168
-3
3
0
-1
0
4
24
7
6
5
1
23
200
-4
4
1
-1
0
3
37
6
5
4
1
42
*
2
4
5
4
5
5
33
5
5
5
6
40
*Measurement based upon engine disassembly and inspection.
The valve train inspection data (table B-30) showed similar results of
.033 and .040 inches recession in cylinders 1 and 6 and .002 to .005 inches on
all other valves. The valve height decreased on most valves by about .004
inch, indicating some wear on the valve tip.
The A/F and emissions data (tables A-59 and A-60) showed the engine
operated at a range of A/F from 10.9 to 12.2 for the six modes. A daily
variation of the averaged A/F ranged from 10.8 to 11.8. These A/F ratios are
slightly richer than the A/F during other tests with this engine. For
comparison, the average range A/F of all six tests conducted with this engine
for the six modes is 11.7 to 12.9, while the range of average A/F for all test
days is 11.9 to 12.7. During the 56-hour mode, the A/F increased to 13 which
coincides with the increased valve seat recession.
67
-------
GM-454
The GM 454 engine was tested using the fuel additive B. The GM 454 engine
used heads with induction-hardened valve seats and completed the 200-hour
test. The valve seat recession data (table 36) show cylinder No. 1 had
recession of only .008 inch, while the rest of the valve seats received little
or no recession.
The valve train inspection data (table B-31) again showed cylinder No. 1
to have the most recession of .009 inch with cylinder No. 3 at .008 inch; all
other valve seats (intake and exhaust) were within a range .004 to .006 inch.
The valve height of all valves decreased by .005 to .006 inches during the
test suggesting valve tip wear. As noted earlier, the change in valve height
is corrected for determining valve seat recession from the valve train
inspection data.
68
-------
en
TABLE 36. - Effect of accumulated engine hours on valve seat recession—
GM-454 engine—fuel additive "B"—induction hardened head
Valve Seat Recession
Hours
Accumu 1 ated
Intake 1
2
3
4
5
6
7
8
Exhaust 1
2
3
4
5
6
7
8
8
0
0
0
0
-2
1
-5
1
1
-1
0
-1
-1
0
-2
0
20
2
-1
1
0
-2
1
-5
1
4
-2
4
0
0
0
1
2
36
2
-1
1
1
3
1
-3
0
4
-1
4
0
1
0
1
1
52
3
0
1
1
0
2
-3
0
7
-2
5
1
2
1
2
2
68
3
1
2
2
0
2
-2
0
7
0
4
1
0
1
2
0
77
3
0
1
3
0
2
-2
0
5
-1
4
0
1
1
2
3
83
2
1
3
3
-1
2
-1
1
7
-1
4
0
1
1
3
2
, inches/1000
99
2
-1
4
0
0
1
0
1
6
0
5
0
2
1
2
2
115
2
1
2
3
0
3
-2
2
7
1
5
1
2
1
3
1
131
2
1
2
3
1
2
-3
2
7
-1
4
1
2
2
2
2
144
2
-1
3
2
1
2
-1
2
5
-1
3
1
1
1
3
1
160
2
3
4
4
2
3
-1
5
7
-1
4
1
3
1
2
2
176
5
4
4
4
2
5
-1
7
8
-1
5
1
2
1
2
2
192
5
4
4
5
2
5
0
6
7
0
5
1
2
3
2
1
200
5
4
3
5
2
4
0
6
8
-1
5
1
2
0
1
2
*
6
6
4
5
5
6
5
6
9
5
8
5
5
5
6
6
•Measurement based upon engine disassembly and inspection.
-------
The A/F and emissions data (tables A-61 and A-62) showed the range of A/F
over the six modes is 12.2 to 14.0, which is within the range of A/F during
other comparative tests with this engine. The daily average A/F ranged from
12.4 to 13.8. The 56-hour steady-state mode operated at an A/F of about 14.0.
Fuel Additive "C"
Fuel additive "C" was supplied by E. I. du Pont and was designated as
DMA-4. The manufacturer recommended a concentration of 200 pounds of additive
per 1,000 barrels of gasoline for this test. The additive "C" was tested in
two engines: the GM-292 "A" and the John Deere 303.
GM-292 "A"
The additive "C" was tested in the GM-292 "A" engine using an engine head
with hardness of Rockwell HRB 89 for the entire 200-hour test. The valve seat
recession data (table 37) showed cylinders 5 and 6 receiving the greatest
amount of recession of .052 and .039 inch, with .023 inch for cylinder No. 4,
and about .010 inch for the remaining exhaust valve seats. All intake valve
seats showed either a negative or no valve seat recession.
The valve train inspection data (table B-32) showed similar trends in
valve seat recession, with cylinders 5 and 6 receiving the greater amount of
recession. All cylinders showed some recession, whereas cylinders 1 through 3
showed no recession in previous tests with unleaded fuel. The inspection data
also showed no change in valve height measurements during the test and very
little change of valve guide and valve stem diameter. The other parameters
indicated only nominal wear patterns.
The A/F and emissions data (tables A-63 and A-64) indicated the A/F
variation among the five modes ranged from 12.7 to 13.7. The daily averaged
A/F ranged from 12.9 to 13.9. These A/F values from this test are in the
midrange of all other tests with this engine; therefore, any effect due to A/F
is probably common to this test.
70
-------
TABLE 37, - Effect of accumulated engine hours on valve seat recession—
GM-292 "A" engine—fuel additive "C"—average hardness HRB 89
Valve Seat Recession
Hours
Accumu 1 ated
1 ntake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
14
0
2
-2
-1
0
-1
1
0
3
3
2
1
30
-1
2
—O
-1
0
-i
2
4
3
3
7
6
46
-2
2
-2
-2
-1
-1
1
6
5
5
8
7
55
-2
2
-2
-2
-1
0
2
6
5
7
14
9
70
-2
2
-1
-1
-1
-1
5
9
8
11
19
11
86
-2
1
-2
-1
-2
-1
5
10
9
15
25
16
102
-6
-2
-2
-2
-2
0
6
10
9
19
31
21
, inches/1000
108
-6
-2
—"5
-5
-1
0
6
10
9
17
31
23
115
-7
-2
-2
-2
-1
0
6
10
9
18
34
25
131
-6
-2
-2
-4
-1
0
7
11
13
20
40
28
147
-5
-3
-3
-4
-1
0
7
10
9
24
42
31
163
-6
-2
-3
-4
-1
0
8
11
14
22
45
33
179
-6
-3
-3
-4
-1
0
7
11
9
22
47
33
192
-4
-2
-3
-3
0
0
8
11
9
22
48
38
200
-4
-2
-2
-3
0
0
6
10
11
23
52
39
*
0
-1
0
-1
1
2
6
12
11
21
44
33
"Measurement based upon engine disassembly and inspection.
-------
John Deere 303
Fuel additive "C" was tested using the John Deere 303 engine. The head
used for this test measured Rockwell hardness of HRB 95.4.
The test was discontinued after only 48 hours due to an engine failure
unrelated to the fuel. The failure was diagnosed as stoppage of coolant
around one cylinder due to a build-up of calcium deposits blocking the coolant
passage. The coolant consisted of untreated "city water." The loss of
coolant to the one cylinder resulted in deterioration of the cylinder liner
seal which allowed coolant to be admitted to the lube oil reservoir. This
test was not repeated due to time constraints of the program.
Neither the valve seat recession data (table 38) nor the valve train
inspection data (table B-33) showed any recession of any valve seat outside
the range of ±.002 inches. The valve train inspection data indicated essen-
tially no changes in any of the parameters noted. This would be expected,
considering the short time the engine operated.
The A/F and emissions data (tables A-65 and A-66) showed the A/F over the
six modes and the daily averaged A/F to be typical of other tests with this
engine.
While the test results are reported, the test duration was probably too
short to produce meaningful results.
Fuel Additive "D"
Fuel additive "D" was a product supplied by Lubrizol Corporation with a
trade name "Powershield." Due to the failure of additive "B" to eliminate
valve seat recession, the supplier recommended a concentration of 1,000 pounds
of additive per 1,000 barrels of fuel.
72
-------
TABLE 38. - Effect of accumulated engine hours on valve seat recession, John
Deere 303 engine—fuel additive "C", average hardness HRB 95.4
Hours
Accumulated
Intake 1
Exhaust 1
Valve
1
2
3
4
5
6
4
2
3
4
5
6
Seat Recession, inches/1000
16
1
-2
0
-1
-1
0
3
0
1
-2
1
2
32
2
-1
0
-1
0
0
2
1
1
1
0
0
48*
2
-2
0
-1
-1
0
1
1
2
1
-1
0
**
1
2
1
1
0
0
0
0
2
1
*Test terminated due to engine failure unrelated to fuel.
**Measurement based upon engine disassembly and inspection.
GM-292 "B"
The fuel additive was tested in the GM-292 "B" engine using a head with a
hardness of Rockwell HRB 96.2. The engine completed the 200-hour test.
Valve seat recession data (table 39) showed no recession of any valve seat
in excess of ±.004 inch. Most of the valves indicated a negative recession
suggesting possible buildup of deposits on the valve seat surfaces.
The valve train inspection data (table B-34) indicated no valve seat
recession of any valve seat in excess of ±.002 inch. The other parameters
measured showed only nominal effects indicating no significant wear occurred
during this test.
The A/F and emissions data (tables A-67 and A-68) gave the range of A/F
among the five modes to be 11.5 to 13.7. Daily averaged A/F ranged from 12.3
to 13.1. These A/F values are consistent with the A/F reported for this
engine in other tests, as well as tests with the companion GM-292 "A" engine.
73
-------
TABLE 39. - Effect of accumulated engine hours on valve seat recession—
GM-292 »B» engine, fuel additive »D"~average hardness HRB 96.2
Valve Seat
Hours
Accumu 1 ated
Intake 1
2
3
4
5
6
Exhaust 1
2
3
4
5
6
16
-1
-1
0
-1
0
0
0
-2
1
-2
-3
-1
32
0
-1
0
-1
-1
-3
0
-2
1
-2
0
0
48
1
5
0
0
0
0
0
0
1
-2
1
0
64
1
3
0
-1
-1
0
0
-1
0
0
1
0
80
0
3
0
-1
-1
0
-4
-1
0
-3
0
-1
Recession, inches/1000
96
1
3
0
-1
-1
0
-4
-2
-1
-3
-1
-1
112
1
3
0
-1
-1
-1
-4
-3
-2
-2
-1
-1
127
0
4
0
0
-3
-1
-2
-3
-1
-3
1
-2
143
1
3
1
-1
-1
-1
-3
-2
-2
-2
t
-1
159
-1
4
-1
-3
-?
-4
-2
-2
-3
-2
-3
-2
175
1
3
-1
-3
0
-3
-1
-2
-2
-4
1
-1
191
0
4
-1
0
-1
-4
-1
-2
-2
-3
1
-1
200
-1
4
-1
-3
-2
-4
-3
-3
-3
-4
0
-1
*
-1
-2
-1
-2
-1
-2
1
1
0
1
0
0
"Measurement based upon engine disassembly and inspection.
-------
Deposits
Combustion chamber and exhaust valve deposits are influenced by many
factors, including fuel quality, engine duty cycle, air-fuel ratio, exhaust
gas recirculation, engine design, engine condition (amount of lube oil con-
sumption), as well as fuel additives. Likewise, intake valve deposits are
influenced by fuel quality, engine duty cycle, engine design, and fuel addi-
tives. Therefore, accumulation of combustion chamber and valve deposits from
virtually any fuel/engine system is an accepted factor. Accumulation of
combustion chamber deposits typically leads to octane requirement increase
(ORI). Recent Coordinating Research Council publications show 50 percent of
the vehicles are satisfied with 4.8 ORI, and 90 percent of the vehicles are
satisfied with 5.7 ORI. Accumulation of intake valve deposits on top of the
valve can restrict the air-fuel mixture flow into the cylinders, whereas valve
deposits on the combustion chamber side of the valve can result in increased
ORI and increase the possibility of "valve burning" brought on by irregular
seating and subsequent leakage. A study of the impacts of changes of
combustion chamber and valve deposit effects due to fuel additives was outside
the scope of this project; however, some comparative observations which may be
useful are offered.
Photographs of representative combustion chambers and valves for tests
with the GM-454, GM-292A, and JD-303 using 1.2 gm/gal fuel are shown in
figures 6, 7, and 8. Comparative photographs from tests using the unleaded
fuel are shown in figures 9, 10, and 11. The photographs show the deposits
from the leaded fuel to be more "crusty" or "flaky" and light grayish in
color, compared to the more evenly coated dark-colored deposits from the
unleaded fuels. The GM-454 engine had the greater amount of intake valve
deposits for both the leaded and unleaded fuels compared to the other
engines. The GM-292A and JD-303 had more deposits from the leaded fuel
compared to the unleaded fuel, whereas the GM-454 had a similar amount of
deposits for both fuels.
75
-------
GM454 1.2gm/galFuel
- -• ->,.-: .:..,,,,.-..
FIGURE 6. - GM-454—1.2 gm/gal fuel
76
-------
GM 292 A 1.2 gm/gal
FIGURE 7. - GM-292A—1.2 gm/gal
77
-------
John Deere 303 1.2 gm/gal Fuel
FIGURE 8. - John Deere 303—1.2 gm/gal fuel
78
-------
GM 454 Unleaded Fuel
FIGURE 9. - GM-454—unleaded fuel
79
-------
GM 292 A Unleaded Fuel
FIGURE 10. - GM-292A—unleaded fuel
80
-------
John Deere 303 Unleaded Fuel
FIGURE 11. - John. Deere 303—unleaded fuel
81
-------
Photographs of deposits from the GM-454, GM-292A, and JD-303 using
additive "B" are shown in figures 12, 13, and 14. Combustion chamber deposits
from tests with additive "B" for the three engines are greater compared to
unleaded fuel and similar in amount to deposits from the 1.2 gm/gal leaded
fuel tests. In addition, the intake runners had a substantial coating of a
black oily material of viscosity similar to a light oil. The oily material in
the intake runners was more prevalent in the GM-292A and JD-303 compared to
the GM-454.
Photographs of deposits from the GM-292A tests using additive "C" are
shown in figures 15 and 16. The amount of combustion chamber deposits from
this test are significantly more than those compared to tests with the 1.2
gm/gal leaded or unleaded fuel tests. The combustion chamber deposits were a
hard crusty material, whereas the valve deposits, in addition to the hard
crusty material, had developed a "glaze" on the valve seat surfaces. The
deposit material had built up on the intake valve seat of one cylinder (figure
16), such that the valve was not sealing properly. Continued use of the
nonsealing valve would lead to valve or valve seat damage.
Photographs of deposits from the GM-292B test using additive "D" are shown
in figure 17. Deposits from this test are significantly larger in amount
compared to similar tests with the 1.2 gm/gal leaded fuel tests in the GM-292A
engine. The deposits were light-colored flaky-type deposits. The intake
valves were unusually clean and essentially void of any deposits. The valve
stem itself had a bright clean surface almost to the valve tulip surface. The
exhaust valve deposits consisted of material similar in composition to the
combustion chamber deposits.
It may be assumed fr'om the amount of deposits from tests with additives
"C" and "D" that a potential exists for higher than normal octane number
increase. The octane requirement was not measured during these tests;
however, no "pinging" or "engine knock" was observed. Further work would be
required to quantify any possible adverse effects due to deposit accumulation.
82
-------
GM 454 Fuel Additive B
FIGURE 12. - GM-454—fuel additive "B".
83
-------
GM 292 A Fuel Additive B
FIGURE 13. - GM-292A—fuel additive "B"
84
-------
John Deere 303 Fuel Additive B
FIGURE 14. - John Deere 303—fuel additive "B".
85
-------
GM 292 A Fuel Additive C
FIGURE 15. - GM-292A—fuel additive "C".
86
-------
FIGURE 16. - GM-292A—fuel additive "C",
showing intake valve leakage.
87
-------
GM 292 B Fuel Additive D
FIGURE 17. - GM-292B—fuel additive "D".
88
-------
Lube Oil Analysis
The lube oil analysis of metals, shown in appendix "C", represent a single
analysis per sample. The data showed generally consistent wear patterns with
a few exceptions. The copper, iron, chrome, aluminum, and molybdenum are
generally considered as representative of engine wear. Silica and sodium
generally indicate contaminates from ingesting airborne dust or particulates.
In addition, sodium as well as sulfur and phosphorous are a product from the
lube oil or fuel additives. Lube oils typically contain substantial amounts
of phosphorous as zinc dithiophosphate and sulfur as sulfonates. In addition,
the sulfonates commonly use a sodium, magnesium, or calcium base. These
compounds are part of the additive package added to the oil to enhance the
performance of automobile engines.
Tests with the 1.2 gm/gal lead fuel showed somewhat higher wear rates in
some of the engines. This was also the first test with the new or newly
rebuilt engines in which wear rates were typically higher than after the
engines had stabilized.
The lube oil was analyzed for the sulfur and phosphorous content for tests
with the additives "A", "B", "C", and "D".
Tests with additive "A" during the brief tests with the GM-292A and JD-303
showed sodium levels to be slightly greater than 500 ppm, sulfur levels to be
about 3200 ppm, and phosphorous levels to be about 1500 ppm. The analysis of
new lube oil showed an average of 3600 ppm sulfur and about 1000 ppm
phosphorous and only trace levels of sodium. It is expected that the higher
sodium level in the used lube oil was a product of the fuel additive.
Tests with additive "B" in the GM-292A, JD-303, and GM-454 showed average
sodium levels to be about 550 ppm, sulfur levels to be about 2800 ppm, and the
phosphorous to be about 1800 ppm. As with additive "A", the high sodium
levels in the used lube oil are expected to be a product of the fuel additive.
Tests with additive "C" in the GM-292A and the brief test with the JD-303
show an average of about 2400 ppm sulfur, and about 4500 ppm phosphorous. The
significant increase in phosphorous in the lube oil is expected to be a
product of the fuel additive.
89
-------
Tests with additive "D" in the GM-292B showed an average of 650 ppm sodium
and 6900 ppm sulfur. Phosphorous levels of 980 ppm were essentially equal to
the base oil. The higher amounts of sodium and sulfur from this test is
expected to be a product of the increased amount of fuel additive compared to
additive "B".
90
-------
SUMMARY
Leaded Fuel
Six engines (John Deere "B", Far-mail "H", IH-240, GM-292 "A", John Deere
303, and GM-454) were operated on leaded fuel containing 1.2 gm/gal lead for a
200-hour durability cycle and valve seat recession measured.
Valve seat recession measurements, based upon head disassembly and
inspection, showed no recession in excess of .006 inch for all engines.
Unleaded Fuel
Several engines were tested using unleaded fuel with the following
results:
John Deere "B" - A 200-hour test was conducted with .009 inch recession
noted in one exhaust valve seat. The test was repeated and after 200 hours of
operation, .006- and ,013-inches recession was noted in the exhaust valve
seats. An additional 100-hour test resulted in total recession of .009 and
.014 inches for the two cylinders.
Far-mall "H" - No valve seat recession was noted in this engine in excess
of .001 inch during the 200-hour test.
Ford 8N - A 200-hour test was completed with all of the exhaust valve
seats receding from .017 to .030 inch.
International Harvester 240 - The IH-240 was tested with unleaded fuel
using an engine head apparently harder than the other heads purchased.
Results showed no valve seat recession in this engine
The test was repeated with a "softer" head which resulted in valve seat
recession of .038 to .049 inches in two cylinders but no recession in the
other valve seats. However, the A/F ratio was somewhat leaner during this
compared to the earlier test. Subsequent examination showed that while the
hardness of the two heads was different, they had about equally hard valve
seats.
An additional test was conducted using cast iron valve seat inserts
resulting in .058 to .085 inches recession in all exhaust valve seats after
200 hours of operation.
91
-------
GM-292 "A" - The GM-292 "A" engine test was discontinued after using
unleaded fuel for 71 hours due to excessive valve seat recession of .121
inches in one cylinder and .090 inches in another. Three cylinders were
essentially unaffected.
GM-292 "B" - The GM-292 "B" was tested using an induction-hardened head
for 200 hours. Exhaust valve seat recession from .003 to .011 inches for the
six valve seats was noted.
The GM-292 "B" engine test using a modified engine duty cycle (eliminating
the highest speed/load condition) with unleaded fuel was discontinued due to
excessive wear after 88 hours with .094 inch recession noted in one valve
seat. Three of the exhaust valve seats were unaffected.
John Deere 303 - The John Deere 303 engine operated for 200 hours with
recession in all exhaust valve seats ranging from .041 to .064 inches.
GM-454 - The GM-454 engine was tested using induction-hardened valve seats
for 200 hours resulting in exhaust valve seat recession from .007 to .032
inches for the eight cylinders.
The GM-454 was also tested using steel valve seat inserts designed for
"moderate" duty for 200 hours. Exhaust valve seat recession ranging from .004
to .017 inches was noted for the eight cylinders.
Low Lead (0.10 gm/gal)
International Harvester - The IH-240 engine was tested for 188 hours using
0.10 gm/gal lead with no exhaust valve seat recession in excess of .001 inch.
The IH-240 was also tested using cast iron valve seat inserts for 200
hours resulting in no recession in excess of .002 inch.
GM-292 BA" - The GM-292 "A" engine operated for 200 hours using the
0.10 gm/gal fuel and resulted in .040 inches recession in one cylinder and no
recession in the other exhaust valve seats. Intake valve seat No. 6 receded
some .014 inch. The engine suffered a head gasket failure between cylinders 5
and 6; therefore, the test was repeated.
The GM-292 "A" repeat test showed one exhaust valve seat receding
.010 inch; the other valve seats showed no change in excess of ±.003 inch.
92
-------
GM-292 "B" - The GM-292 "B" engine operated on the 0.10 gm/gal lead fuel
for a 200-hour period with no valve seat recession in excess of .002 inch.
John Deere 303 - The John Deere 303 engine operated for 200 hours using
the 0.10 gin/gal lead fuel, and no valve seat recession in excess of .006 inch
was observed.
GM-454 - The GM-454 engine operated for 200 hours using 0.10 gm/gal lead
fuel with no exhaust valve seat recession in excess of ±.005 inch.
Fuel Additive "A"
Fuel additive "A" was a misformulated product supplied by The Lubrizol
Corporation. However, the product was operated in two engines.
GM-292 "A" - Tests were discontinued after 64 hours of operation during
which the engine received .049 and .077 inches recession in exhaust valve
seats 5 and 6.
John Deere 303 - Tests were discontinued after 80 hours of operation
during which the exhaust valve seats received from .006 to .012 inches
recession.
Fuel Additive "B"
Fuel additive "B" was a correctly manufactured product known as
"Powershield" supplied by Lubrizol Corporation. The product was tested in
three engines at a concentration of 250 pounds per 1,000 barrel.
GM-292 "A" - The tests with fuel additive "B" were discontinued after 84
hours of operation due to excessive valve seat recession. Valve seats in
cylinders 5 and 6 showed .109 and .085 inches recession.
John Deere 303 - Tests with the John Deere 303 using fuel additive B for
200 hours resulted in exhaust valve seat recession of .033 and .044 inches in
cylinders 1 and 6. The other valve seats received no recession in excess of
.006 inch.
GM-454 - Tests with the GM-454 engine for a 200-hour test period resulted
in exhaust valve seat recession of .009 and .008 inches in cylinders 1 and 3;
otherwise, no recession in excess of ±.006 inch was observed.
93
-------
Fuel Additive "C"
Fuel additive "C" was a product known as "DMA-4" supplied by E. I. du Pont
and blended at a concentration of 200 pounds per 1,000 barrel. Additive "C"
was tested in two engines.
GM-292 "A" - The GM-292 "A" engine operated for 200 hours on fuel additive
"C" and resulted in exhaust valve seat recession ranging from .006 to .044
inches.
John Deere 303 - The John Deere engine operated for 48 hours when a major
engine failure occurred which was unrelated to the fuel. During the 48 hours,
no valve seat recession occurred in any valve in excess of .002 inch. The
test was probably too short to produce meaningful results.
Fuel Additive "D"
Fuel additive "D" was a product known as "Powershield" supplied by The
Lubrizol Corporation and blended at a concentration of 1,000 pounds per
1,000 barrel. The product was tested in the GM-292 "B" engine for 200 hours,
resulting in no valve seat recession of any valve in excess of .001 inch.
Deposits
An increase in combustion chamber deposits was noted with fuel additive
"C" and "D" compared to the tests with 1.2 gm/gal leaded or unleaded fuels.
Intake valve deposits from additive "C" resulted in one intake valve not
properly seating. No other engine performance problems were observed which
could be attributed to fuel additives, although further testing would be in
order to determine possible long-term effects. «
94
-------
GLOSSARY
Feeler gauge - A set of metal strip gauges with varied thicknesses used to
measure valve lash.
Induction hardening - The surface layer of a work piece is heated by induction
to the hardening temperature and then quenched. The core is unaffected by
the heat. Induction hardening of the engine head actually consists of
hardening only a small area around the valve seats, with the sole purpose
being to enhance the life of the valve seat.
Rocker arm - A supported fulcrum that transmits rotary action initiated by a
camshaft lobe into vertical motion of the valves.
Rockwell Hardness - A measure of the resistance of a body to indentation of
another body.
Rockwell Hardness HRB - Uses a hardened steel sphere with a diameter of
1.5875 mm forced into the material under a minor load of 98 N, the load is
steadily increased to the full major load of 980 N. The permanent
indention depth in mm is measured after reducing the load to minor load.
HRB = 130 - permanent indention depth (mm)/0.002.
Rockwell Hardness HRC - Uses a spherical-tipped conical diamond indentor with
a 120° point angle and a 0.2-mm tip radius forced into the material under
a minor load of 98 N, the load is steadily increased to the full major
load of 1471 N. The permanent indention depth in mm is measured after
reducing the load to minor load. HRC = 100 - permanent indention depth
(mm)/O.002.
Top dead center - A specific rotational position in which the No. 1 piston is
at its highest position on the compression stroke of an engine.
Valve guide - An assembly mounted to the engine head in a rigid fashion in
which the valve is allowed to travel back and forth in one direction.
Valve guides are precisely sized to allow proper valve travel and valve
lubrication.
Valve lash - The distance between the tip of the valve stem and the mechanism
that contacts the tip of the valve causing the valve to open.
Valve rotators - A mechanical device that causes engine valves to rotate in
order to keep the valve seats clean. Typical rotation of about one-
quarter turn is initiated each time the valve begins to open.
Valve seat - The sealing surfaces that separate the engine combustion chamber
from the intake manifold or from the exhaust manifold. One surface of the
valve seat is on a moving valve; the other surface of the valve seat is on
the engine head.
Valve seat angle - The angle of the seating surfaces of the valve and valve
seat.
95
-------
GLOSSARY—continued
Valve seat inserts - Machined valve seats which are not a part of the original
engine head casting. Valve seat inserts are installed in the engine head
after machining the engine head to accept the inserts.
Valve seat recession - The phenomenon of the valve seat on the engine head
being worn away such that the valve seat on the engine head recedes into
the engine head. Wearing of the seat on the valve itself is not
considered valve seat recession.
Valve spring - Coil springs that surround the valve which exert pressure to
close the valve.
Valve stem - The body of the valve between the valve tip and the valve tulip.
Valve train assembly - The entire valve assembly including valves, valve
seats,, valve springs, valve guides, rocker arms, and valve rotators.
Valve tulip - The area consisting of the largest diameter of the valve on
which the sealing surface resides.
96
-------
APPENDIX A
-------
APPENDIX A
TABLE A-l. - Exhaust emissions profile - modes
Mode average for all test days, JD "B" engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
6
Dai
Day
1
2
3
4
5
6
7
8 (56
9 (56
CO, %
4.9 ± 4.5
6.3 ± 3.9
4.5 ± 3.8
4.1 ± 3.9
5.6 ± 4.1
4.0 ± 4.3
TABLE A-2. -
ly average of
CO, %
5.4
5.9
0.6
10.7
2.9
.0
8.9
hr) 7.5
hr) 6.2
HC, ppmC
2531 ± 1444
4942 ± 3498
2600 ± 1473
2580 ± 1364
3795 ± 2751
2410 ± 1201
Exhaust emissions
NOX, ppm
1056 ± 898
214 ± 192
654 ± 400
1195 ± 676
298 ±191
1086 ± 784
profile - daily
all test modes, JD "B" engine, 1.
i HC, ppmC
4053
4107
1753
6420
1913
1000
4608
3125
2750
NOX, ppm
648
503
1151
86
1315
1109
153
413
736
Air Fuel Ratio
13.5 ± 2.4
12.7 ± 2.2
13.6 ± 2.6
13.9 ± 2.5
13.1 ± 2.7
14.1 ± 2.7
variation
2 gm/gal lead
Air-Fuel Ratio
12.6
12.4
15.9
10.5
12.9
17.7
11.5
11.5
12.2
A-l
-------
TABLE A-3. - Exhaust emissions profile - modes
Mode average for all test days, Farmall "H" engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
6
CO, %
5.8 ± 4.4
8.2 ± 2.8
6.8 ± 3.4
8.6 ± 4.9
7.9 ± 2.8
6.3 ± 3.9
HC, ppmC
2948 ± 1040
6000 ± 2050
3954 ± 705
2777 ± 928
4413 ± 984
3568 ± 871
NOX, ppm
1083 ± 1163
110 ± 98
307 ± 258
1225 ± 1214
175 ± 132
748 ± 699
Air Fuel Ratio
12.9 ± 2.5
11.5 ± 1.3
12.1 ± 1.5
11.1 ± 2.7
11.6 ± 1.3
12.3 ± 1.8
TABLE A-4. - Exhaust emissions profile - daily variation
Daily average of all test modes, Farmall "H" engine, 1.2 gm/gal lead
Day
1
2
3
4
5
6
7
8 (56 hr)
9 (56 hr)
CO, %
10.7
9.2
3.4
5.3
10.8
2.6
3.9
.1
.1
HC, ppmC
3147
3700
2960
3460
5548
3833
3627
2740
2880
NOX, ppm
67
192
765
621
86
1298
1397
2840
1810
Air-Fuel Ratio
10.0
11.3
13.5
12.8
10.3
14.2
13.8
15.8
15.4
A-2
-------
TABLE A-5. - Exhaust emissions profile - modes
Mode average for all test days, IH-240 engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
6
2.
9.
5.
2.
8.
3.
CO,
1 ±
0 ±
7 ±
7 ±
2 ±
6 ±
%
.9
1.3
1.2
.8
1.3
1.2
HC,
2102
4260
3391
2170
3742
2591
ppmC
±
±
±
±
±
±
176
1876
965
438
577
399
NOX, ppm
1637
78
368
1576
113
1001
± 262
± 15
± 110
± 329
± 16
± 224
Air Fuel Ratio
13
11
12
13
11
13
.9 ±
.1 ±
.4 ±
.6 ±
.5 ±
.3 ±
.3
.5
.3
.2
.4
.4
TABLE A-6. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240 engine, 1.2 gm/gal lead
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
3.7
4.1
4.4
4.9
5.1
5.2
6.4
6.3
6.7
4.0
5.2
HC, ppmC
2653
2686
2613
3593
2886
2960
3386
3355
3873
3020
3440
NOX, ppm
879
932
947
830
784
802
561
709
637
1115
792
Air-Fuel Ratio
12.6
12.7
12.9
12.8
12.8
12.9
12.3
12.4
12.2
13.2
12.6
A-3
-------
TABLE A-7. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A" engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
CO, %
5.6 ± 1.5
1.6 ± 0.7
1.6 ± 0.7
2.9 ± 1.1
7.2 ± 1.5
HC, ppmC
2400 ± 1055
1665 ± 515
2047 ± 318
3180 ± 571
2528 ± 298
NOX, ppm
1180 ± 331
2068 ± 313
2126 ± 248
1024 ± 205
648 ± 368
Air Fuel Ratio
12.6 ± .7
14.5 ± .8
14.5 ± .8
13.7 ± .6
11.9 ± .4
TABLE A-8. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-292 "A" engine, 1.2 gm/gal lead
Day
1
2
3
4
5
6
7
8
CO, %
3.2
5.0
4.0
3.7
3.4
3.3
3.4
4.2
HC, ppmC
2344
2552
2368
2536
1920
2160
2416
2552
NOX, ppm
958
856
1444
1520
1433
1520
1600
1378
Air-Fuel Ratio
14.1
12.9
13.6
13.5
13.7
13.3
13.5
12.9
A-4
-------
TABLE A-9. - Exhaust emissions profile - modes
Mode average for all test days, JO-303 engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
6
CO, %
4
6
5
3
6
4
.0
.9
.5
.4
.6
.6
+
+
+
±
+
+
.9
.8
.9
.9
1.1
1.0
HC, ppmC
2126 ±
6528 ±
3484 ±
2173 ±
5960 ±
3617 ±
815
1450
723
373
1743
874
NOX, ppm
1627
350
1016
1722
495
1381
± 223
± 77
± 183
± 335
± 127
± 233
Air Fuel Ratio
13
11
12
13
11
12
.1 ±
.7 ±
.4 ±
.3 ±
.9 ±
.8 ±
.4
.6
.4
.5
.6
.4
TABLE A-10. - Exhaust emissions profile - daily variation
Daily average of all test modes, JD-303 engine, 1.2 gm/gal lead
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
5.3
5.1
4.7
5.6
5.9
6.1
6.2
3.7
4.2
3.6
3.3
HC, ppmC
3940
3800
4327
3987
3633
5920
3633
3180
3333
2080
1880
NOX, ppm
1082
1146
1164
1002
1029
876
868
1440
1278
1630
1820
Air-Fuel Ratio
12.3
12.3
12.4
12.3
12.2
12.3
12.3
13.4
13.2
13.4
13.5
A-5
-------
TABLE A-ll. - Exhaust emissions profile - modes
Mode average for all test days, GM-454 engine, 1.2 gm/gal lead
Mode
1
2
3
4
5
6
3
4
1
2
CO,
.1 ±
.5 ±
.6 ±
.8 ±
.0 ±
.3 ±
% HC, ppmC
.7
.2
1.2
.3
.3
.6
1809 ±
1680 ±
1375 ±
1407 ±
1837 ±
1517 ±
388
241
350
310
465
401
NOX, ppm
1806 ±
2244 ±
1717 ±
2270 ±
1883 ±
2005 ±
337
259
452
192
465
303
Air Fuel Ratio
13.
15.
12.
14.
14.
13.
5
2
9
7
5
9
+
+
±
+
+
+
.3
.8
.6
.4
.3
.3
TABLE A-12. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-454 engine, 1.2 gm/gal lead
Day
1
2
3
4
5
6
7
8 (56 hr)
9 (56 hr)
10 (56 hr)
CO, %
2.1
1.8
2.1
2.6
2.0
2.5
2.2
1.4
2.0
1.3
HC, ppmC
1713
1540
1887
1407
1637
1375
1852
2320
2358
1170
NOX, ppm
1937
2158
1890
2186
2068
1791
2179
1258
1460
2570
Air-Fuel Ratio
13.6
14.3
14.1
14.2
14.0
14.0
14.0
14.0
13.8
14.4
A-6
-------
TABLE A-13. - Exhaust emissions profile - modes
Mode average for all test days, JD "B" engine, unleaded fuel
Mode
1
2
3
4
5
6
9
8
9
9
8
9
CO,
.4 ±
.5 ±
.6 ±
.5 ±
.9 ±
.2 ±
*
.9
.9
.8
.8
1.3
.8
HC,
2457
5851
3445
2640
3150
2935
ppmC
± 657
± 2632
± 2365
± 1040
± 1521
± 865
NOX, ppm
270
64
143
265
129
231
± 85
± 54
± 39
± 75
± 46
± 56
Air Fuel Ratio
10.
11.
10.
10.
10.
10.
8
3
7
8
9
9
+
+
+
±
+
+
.4
.4
.5
.4
.6
.4
TABLE A-14. - Exhaust emissions profile - daily variation
Daily average of all test modes, JD "B" engine, unleaded fuel
Day
1
2
3
4
5
6
7
8
9 (56 hr)
CO, %
9.8
10.6
9.6
9.0
9.1
9.2
8.4
7.9
9.9
HC, ppmC
3488
5035
3827
2605
3560
2807
2647
2447
2405
NOX, ppm
160
76
214
173
204
233
212
240
303
Air-Fuel Ratio
10.9
10.2
10.8
11.0
10.9
11.1
11.3
11.2
10.9
A-7
-------
TABLE A-15. - Exhaust emissions profile - modes
Mode average for all test days, John Deere "B", unleaded fuel repeat test
Mode
1
2
3
4
5
6
CO, %
5.6 ± 3.5
8.2 ±1.4
6.2 ± 3.1
5.6 ± 3.4
7.3 ± 2.7
5.3 ± 3.6
HC, ppmC
2731 ± 2009
8266 ± 2980
3025 ± 1651
2631 ± 1660
4271 ± 3559
2645 ± 1617
NOX,
1246 ±
92 ±
591 ±
1377 ±
201 ±
1114 ±
ppm
2009
51
384
960
117
730
Air Fuel Ratio
12.4 ± 1.6
11.4 ± .6
12.1 ± 1.5
12.4 ± 1.6
11.7 ± 1.2
12.5 ± 1.6
TABLE A-16. - Exhaust emissions profile - daily variation
Daily average of all test modes, John Deere "B", unleaded fuel repeat test
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
12
13
14
15
16
CO, %
10.6
10.5
10.6
10.6
4.6
4.0
4.0
3.9
3.6
4.0
4.0
5.2
5.0
4.8
4.6
6.5
HC, ppmC
6867
7240
6280
5953
2953
2513
2320
1813
1653
1600
1560
3040
3150
3420
3820
3500
NOX, ppm
49
62
58
81
1149
1260
1199
1337
1361
1355
1230
1052
909
794
1104
554
Air-Fuel Ratio
10.2
10.1
10.1
10.4
12.9
13.3
13.2
13.2
13.3
13.1
13.2
12.5
12.6
12.8
12.7
12.0
A-8
-------
TABLE A-17. - Exhaust emissions profile - modes
Mode average for all test days, Farmall "H" engine,
unleaded fuel, valve seat inserts
Mode
1
2
3
4
5
6
CO, %
10
6
9
3
.5
.2
.9
.1
.5
.6
+
+
+
+
+
+
.3
.7
.6
.1
.6
.5
HC, ppmC
1203 ±
4337 ±
2222 ±
789 ±
3337 ±
1520 ±
566
577
224
174
368
162
NOX, ppm
2268
77
369
2158
101
1232
± 160
± 19
± 75
± 529
± 11
± 163
Air Fuel Ratio
14
10
11
15
10
13
.9 ±
.5 ±
.9 ±
.9 ±
.8 ±
.2 ±
.3
.3
.3
.6
.2
.2
TABLE A-18. - Exhaust emissions profile - daily variation
Daily average of all test modes, Farmall "H" engine,
unleaded fuel, valve seat inserts
Day
1
2
3
4
5
6
7
8 (56 hr)
9 (56 hr)
CO, %
5.3
4.9
4.9
5.8
4.9
4.8
5.0
.9
1.1
HC, ppmC
2586
2133
2073
2280
2180
2140
1986
2196
2110
NOX, ppm
1000
994
1074
747
1117
1155
1483
1290
1180
Air-Fuel Ratio
12.9
12.8
12.8
12.6
12.9
13.1
13.1
14.4
14.4
A-9
-------
TABLE A-19. - Exhaust emissions profile - modes
Mode average for all test days, Ford 8N,
unleaded fuel, valve seat inserts
Mode
1
2
3
4
5
6
CO, %
7.2 ± 2.1
8.2 ± 1.6
2.1 ± .6
7.3 ± 2.5
7.3 ± 1.5
4.2 ± 1.2
HC, ppmC
3053 ±
4155 ±
2110 ±
2735 ±
3600 ±
2455 ±
558
332
122
319
270
234
NOX, ppm Air Fuel Ratio
12.0 ±
11.6 ±
13.9 ±
12.0 ±
11.9 ±
13.0 ±
.6
.4
.2
.7
.3
.4
TABLE A-20. - Exhaust emissions profile - daily variation
Daily average of all test modes, Ford 8N,
unleaded fuel, valve seat inserts
Day
1
2
3
4
5
6
7
8
9 (56 hr)
10 (56 hr)
11 (56 hr)
CO, %
5.4
4.5
7.3
8.8
6.2
6.7
4.9
4.9
3.6
3.9
4.6
HC, ppmC
2860
2713
3287
3140
3047
3193
2793
2993
2680
2240
3320
NOX, ppm Air-Fuel Ratio
12.6
12.9
12.0
11.7
12.4
12.1
12.7
12.7
13.1
13.0
12.7
A-10
-------
TABLE A-21. - Exhaust emissions profile - modes
Mode average for all test days, IH-240 engine, unleaded fuel
Mode
1
2
3
4
5
6
3
9
5
3
8
4
CO,
.6 ±
.9 ±
.9 ±
.5 ±
.8 ±
.1 ±
%
.4
.8
.5
.7
1.1
1.2
HC,
1484
5537
2285
1364
3324
1555
ppmC
±
±
±
±
±
±
234
1942
344
242
463
306
NOX, ppm
1181
88
538
1364
143
977
± 425
± 29
± 118
± 242
± 48
± 175
Air Fuel Ratio
13.
10.
12.
13.
11.
13.
4 ±
7 ±
3 ±
4 ±
3 ±
0 ±
.4
.4
.2
.4
.4
.3
TABLE A-22. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240 engine, unleaded fuel
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
6.3
6.4
6.4
6.6
6.3
5.7
5.7
5.6
5.8
4.1
3.3
HC, ppmC
2900
2453
2653
3387
3006
2060
2087
2120
2633
1292
1345
NOX, ppm
751
614
691
721
682
789
827
847
757
1680
1820
Air-Fuel Ratio
12.3
12.5
12.0
12.2
12.0
12.3
12.5
12.4
12.8
13.0
13.3
A-ll
-------
TABLE A-23. - Exhaust emissions profile - modes
Mode average for all test days, IH-240 engine, unleaded fuel (repeat)
Mode
1
2
3
4
5
CO, %
.7 ± .2
3.5 ± 2.1
1.5 ± 1.5
.9 ± .9
3.1 ± 2.3
HC, ppmC
815 ± 185
2115 ± 795
1150 ± 484
915 ± 287
1750 ± 762
NOX, ppm
2238 ± 299
290 ± 101
1234 ± 289
1731 ± 571
484 ± 235
Air Fuel Ratio
15.2 ± .9
13.3 ± 1.1
14.7 ± 1.3
15.0 ± 1.0
13.7 ± 1.4
1.3 ± .9 935 ± 282 1801 ± 275 14.9 ± 1.1
TABLE A-24. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240 engine, unleaded fuel (repeat)
Day
1
2
3
4
5
6
7
8
9 (56 hr)
10 (56 hr)
CO, %
4.6
1.9
2.0
1.9
1.7
1.4
.4
.1
3.8
3.5
HC, ppmC
1960
1480
1400
1420
1286
1200
759
560
1700
1610
NOX, ppm
846
1387
1127
1423
1549
1555
1540
1523
1450
1395
Air-Fuel Ratio
12.7
14.1
14.2
14.2
14.3
14.6
15.9
16.1
13.1
13.3
A-12
-------
TABLE A-25. - Exhaust emissions profile - modes
Mode average for all test days, IH-240 engine,
unleaded fuel, valve seat inserts
Mode
1
2
3
4
5
6
CO, %
2
8
5
2
7
3
.5
.4
.6
.5
.8
.6
±
±
±
±
±
±
.7
1.6
1.1
.8
1.5
.9
HC, ppmC NOX, ppm
1456 ±
3378 ±
2315 ±
1392 ±
3068 ±
1938 ±
745
944
841
779
1407
1306
Air Fuel Ratio
13
11
12
13
11
13
.7 ±
.6 ±
.5 ±
.7 ±
.8 ±
.3 ±
.3
.5
.4
.3
.5
.3
TABLE A-26. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240 engine,
unleaded fuel, valve seat inserts
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
3.3
5.6
5.4
5.3
5.0
4.2
3.8
4.5
6.5
3.5
3.7
HC, ppmC
1391
2093
2020
1886
1060
1541
4673
2552
2207
1420
1400
NOX, ppm Air-Fuel Ratio
13.4
12.3
12.6
12.6
12.8
13.1
12.9
13.0
12.3
13.2
13.1
A-13
-------
TABLE A-27. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A" engine, unleaded fuel
Mode
1
2
3
4
5
CO, %
6.6 ± .8
2.6 ± .9
1.9 ± .3
3.3 ± .6
7.2 ± .8
HC, ppmC
1084 ± 202
890 ± 128
930 ± 136
1320 ± 150
1130 ± 119
NOX, ppm
509 ± 145
1640 ± 386
2195 ± 498
977 ± 205
533 ± 225
Air Fuel Ratio
12.1 ± .3
13.8 ± .5
14.1 ± .3
13.4 ± .3
11.9 ± .3
TABLE A-28. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-292 "A" engine, unleaded fuel
Day
1
2
3
4
CO, %
4.9
3.8
4.2
4.3
HC, ppmC
992
1040
936
1056
NOX, ppm
1112
1276
1128
960
Air-Fuel Ratio
12.9
13.4
13.1
12.9
A-14
-------
TABLE A-29. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "B" engine,
induction-hardened head, unleaded fuel
Mode
1
2
3
4
5
CO, ?!
5.7 ±
1.8 ±
1.6 ±
3.1 ±
7.4 ±
r
>
.7
.6
.6
.7
.9
HC, ppmC
1460 ± 359
1148 ± 181
1244 ± 134
1640 ± 311
1680 ± 364
NOX, ppm
1084 ± 371
2304 ± 459
2317 ± 338
790 ± 173
518 ± 249
Air Fuel Ratio
12.3 ± .3
14.0 ± .3
14.0 ± .4
13.4 ± .3
11.6 ± .4
TABLE A-30. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-292 "B" engine,
induction-hardened head, unleaded fuel
Day
1
2
3
4
5
6
7
8
9
10
CO, %
2.6
3.4
4.1
3.5
4.4
3.7
3.5
4.5
4.4
4.6
HC, ppmC
1504
1688
1448
1216
1328
1676
1688
1256
1296
1256
NOX, ppm
1860
919
1356
1538
1550
1315
1500
1174
1409
1356
Air-Fuel Ratio
13.7
13.3
13.1
13.1
12.9
13.0
13.2
12.8
12.8
12.8
A-15
-------
TABLE A-31. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "B" engine,
unleaded fuel, modified cycle
Mode
1
2
3
4
CO,
7.1 ±
2.3 ±
2.3 ±
3.9 ±
% HC, ppmC NOX, ppm
1.1
.4
.5
.5
1208 ±
1088 ±
1112 ±
1480 ±
186
273
270
268
Air Fuel t Ratio
12.2 ±
13.8 ±
13.6 ±
13.1 ±
.3
.1
.3
.2
TABLE A-32. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-292 "B" engine,
unleaded fuel, modified cycle
Day
1
2
3
4
5
CO, %
3.2
3.9
4.0
3.6
4.9
HC, ppmC
980
1080
1180
1620
1250
NOX, ppm
1204
1373
1342
1545
_
Air-Fuel Ratio
13.4
13.2
13.1
13.3
12.9
A-16
-------
TABLE A-33. - Exhaust emissions profile - modes
Mode average for all test days, JD-303 engine, unleaded fuel
Mode
1
2
3
4
5
6
5
6
4
2
5
3
CO,
.0 ±
.1 ±
.5 ±
.5 ±
.6 ±
.9 ±
%
3.0
.5
.6
1.3
.5
.7
HC,
1573
3868
1924
1230
2799
1622
ppmC
± 294
± 1128
± 449
± 156
± 257
± 110
NOX, ppm
1384
538
1265
2174
743
1558
±
±
±
±
±
±
693
87
210
492
158
258
Air Fuel Ratio
12
12
12
13
12
13
.8 ±1.
.2 ± .
.9 ± .
.9 ± .
.6 ± .
.3 ± .
2
1
3
5
3
3
TABLE A-34. - Exhaust emissions profile - daily variation
Daily average of all test modes, JD-303 engine, unleaded fuel
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
3.7
4.4
4.3
4.1
4.2
4.2
5.1
5.6
6.1
4.0
4.5
HC, ppmC
2122
1852
2080
2280
1940
2106
2073
1960
2447
1240
1360
NOX, ppm
1623
1242
1305
1396
1415
1358
1248
1109
801
1600
1260
Air-Fuel Ratio
13.5
13.1
12.9
13.2
12.9
12.9
12.8
12.5
12.8
13.1
12.8
A-17
-------
TABLE A-35. - Exhaust emissions profile - modes
Mode average for all test days, GM-454 engine, unleaded fuel
Mode
1
2
3
4
5
6
CO, %
4.7 ± .7
2.4 ± 2.4
4.2 ± 1.6
2.7 ± 3.1
2.8 ± 2.1
2.6 ± .7
HC, ppmC
1340 ± 990
1130 ± 465
946 ± 140
1270 ± 558
910 ± 301
776 ± 63
NOX, ppm
1150 ± 260
1664 ± 593
1187 ± 335
1637 ± 685
1610 ± 582
1544 ± 762
Air Fuel Ratio
12.8 ± .3
13.9 ± 1.2
13.1 ± .9
13.8 ± 1.3
13.7 ± 1.1
13.9 ± .3
TABLE A-36. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-454 engine, unleaded fuel
Day
1
2
3
4
5
6
7
8 (56 hr)
9 (56 hr)
10 (56 hr)
CO, %
2.8
2.8
1.9
4.0
2.4
2.3
4.7
1.0
1.3
1.4
HC, ppmC
801
840
680
963
1126
2196
1147
490
535
520
NOX, ppm
1914
1694
2115
1099
1448
1531
1200
2483
2285
2250
Air-Fuel Ratio
13.7
13.5
14.3
12.7
13.8
13.8
12.8
14.7
14.5
14.6
A-18
-------
TABLE A-37. - Exhaust emissions profile - modes
Mode average for all test days, GM-454,
unleaded fuel—valve seat inserts
Mode
1
2
3
4
5
6
5
2
3
3
3
4
CO,
.6 ±
.0 ±
.9 ±
.4 ±
.6 ±
.6 ±
%
.6
.7
1.9
1.4
.5
1.2
HC,
891
794
874
826
906
869
ppmC
± 127
± 355
± 319
+ 222
± 69
± 90
NOX, ppm Air Fuel
12
14
13
13
13
12
.6 ±
.0 ±
.2 ±
.3 ±
.2 ±
.9 ±
Ratio
.2
.5
.7
.5
.2
.4
TABLE A-38. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-454,
unleaded fuel—valve seat inserts
Day
1
2
3
4
5
6
7
8 (56 hr)
9 (56 hr)
10 (56 hr)
11 (56 hr)
CO, %
3.5
2.9
3.7
3.9
5.1
4.7
3.2
2.1
3.0
2.1
2.7
HC, ppmC
797
703
833
917
870
1097
803
640
920
620
740
NOX, ppm Air-Fuel Ratio
13.4
13.5
13.2
13.2
12.9
12.9
13.4
13.8
13.4
13.8
13.5
A-19
-------
TABLE A-39. - Exhaust emissions profile - modes
Mode average for all test days, IH-240 engine, 0.10 gm/gal lead
Mode
1
2
3
4
5
6
CO, %
3
10
7
3
9
5
.7 ±
.3 ±
.6 ±
.0 ±
.9 ±
.2 ±
.4
.2
.4
.3
.4
.2
HC,
1610
4689
2816
1498
3608
2004
ppmC
± 509
± 1339
± 743
± 306
± 403
± 468
NOX, ppm
1392 ±
70 ±
285 ±
1899 ±
96 ±
883 ±
225
6
53
232
16
133
Air Fuel Ratio
13.
10.
11.
13.
10.
12.
3
6
7
6
9
7
+
+
+
+
+
+
.2
.2
.1
.2
.2
.1
TABLE A-40. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240 engine, 0.10 gm/gal lead
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
6.4
6.7
6.6
6.3
6.5
6.5
6.9
7.1
6.9
4.7
5.0
HC, ppmC
2186
2206
2235
3026
3600
3373
2038
2800
2747
2340
2120
NOX, ppm
699
723
868
912
849
961
706
664
674
1255
1240
Air-Fuel Ratio
12.1
12.0
12.2
12.3
12.0
12.1
12.1
12.0
12.2
12.9
12.9
A-20
-------
TABLE A-41. - Exhaust emissions profile - modes
Mode average for all test days, IH-240,
0.10 gm/gal lead—valve seat inserts
Mode
1
2
3
4
5
6
3
9
6
3
9
4
CO,
.7 ±
.7 ±
.8 ±
.7 ±
.0 ±
.7 ±
%
.5
1.1
.9
.6
1.0
.6
HC,
1450
2763
2040
1305
2790
1610
ppmC
± 380
± 604
± 121
± 306
± 302
± 181
NOX, ppm Air Fuel
13
11
12
13
11
12
.2 ±
.2 ±
.1 ±
.2 ±
.4 ±
.8 ±
Ratio
.2
.3
.2
.2
.2
.2
TABLE A-42. - Exhaust emissions profile - daily variation
Daily average of all test modes, IH-240,
0.10 gm/gal lead—valve seat inserts
Day
1
2
3
4
5
6
7
8
9 (56 hr)
10 (56 hr)
11 (56 hr)
CO, %
6.0
6.5
5.9
6.3
6.7
7.6
5.8
5.5
3.4
3.5
4.3
HC, ppmC
1603
1840
1760
2060
2067
2053
2307
2253
2000
2660
2540
NOX, ppm Air-Fuel Ratio
12.4
12.2
12.5
12.3
12.3
12.1
12.4
12.5
13.1
13.1
12.9
A-21
-------
TABLE A-43. - Exhaust emissions profile - modes
Mode average for all test days, 6M-292 "A" engine, 0.10 gm/gal lead
Mode
1
2
3
4
5
CO, %
4.8 ± .5
1.0 ± .3
.9 ± .4
2.0 ± .4
6.5 ± .8
HC, ppmC
1167 ± 241
1880 ± 2440
1112 ± 735
1978 ± 723
1563 ± 516
NOX, ppm
1179 ± 148
2382 ± 569
2442 ± 560
1423 ± 405
1192 ± 169
Air Fuel Ratio
12.9 ± .2
14.7 ± .4
14.7 ± .3
13.9 ± .2
12.1 ± .3
TABLE A-44. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-292 "A" engine, 0.10 gm/gal lead
Day
1
2
3
4
5
6
7
8
9
10
11
CO, %
2.6
3.3
3.1
2.1
2.8
3.3
3.3
3.3
3.3
3.1
3.2
HC, ppmC
992
1144
920
656
1000
1136
2440
2760
2250
1824
2448
NOX, ppm
1780
1565
1019
1384
2062
1499
1804
1974
1704
1894
1972
Air-Fuel Ratio
13.9
13.5
13.5
14.1
13.8
13.6
13.5
13.8
13.5
13.6
13.6
A-22
-------
TABLE A-45. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A", 0.10 gm/gal lead—repeat
Mode
1
2
3
4
5
CO, %
4.3 ± .7
2.9 ± .4
2.8 ± .4
4.2 ± .4
5.2 ± 1.1
HC, ppmC
896 ± 132
1112 ± 99
1152 ± 132
1656 ± 141
1092 ± 119
NOX, ppm Air Fuel Ratio
13.1 ± .2
13.5 ± .1
13.5 ± .1
12.9 ± .1
12.7 ± .3
TABLE A-46. - Exhaust emissions profile - daily variation
Daily average of all test modes, GM-292 "A", 0.10 gm/gal lead—repeat
Day
1
2
3
4
5
6
7
8
9
10
CO, %
4.3
3.7
3.8
3.8
5.1
3.7
3.7
3.6
3.2
3.9
HC, ppmC
1104
968
1072
1144
1216
1232
1232
1304
1296
1248
NOX, ppm Air-Fuel Ratio
12.9
13.2
13.2
13.2
12.8
13.2
13.2
13.2
13.4
13.2
A-23
-------
TABLE A-47. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "B", 0.10 gm/gal lead
Mode
1
2
3
4
5
Day
1
2
3
4
5
6
7
8
9
10
11
12
13
CO, %
7.7 ± 1.3
2.6 ± .6
2.8 ± .8
4.2 ± .6
8.7 ± 1.4
TABLE A-48. -
Daily average of
CO, %
5.1
5.3
5.3
4.8
4.8
4.4
5.0
4.7
4.5
5.6
4.8
5.9
7.1
HC, ppmC NOX, ppm
1357 ± 147
1215 ± 225
1276 ± 204
1649 ± 277
1569 ± 279
Exhaust emissions profile - daily
all test modes, GM-292 "B", 0.10
HC, ppmC NOX, ppm
1248
1208
1208
1232
1184
1312
1440
1301
1432
1680
1648
1768
1744
Air Fuel
11.9 ±
13.6 ±
13.5 ±
13.0 ±
11.6 ±
variation
gm/gal lead
Ratio
.3
.2
.2
.2
.6
Air-Fuel Ratio
12.9
12". 8
12.6
12.8
12.8
13.0
12.8
12.8
12.9
12.5
12.8
12.5
12.2
A-24
-------
TABLE A-49. - Exhaust emissions profile - modes
Mode average for all test days, JD-303 engine, 0.10 gm/gal lead
Mode
1
2
3
4
5
6
CO, %
5
7
6
5
7
5
.8
.6
.5
.3
.2
.9
+
+
+
+
±
±
.6
.9
.7
.7
.7
.4
HC,
1564
3468
2458
1742
3844
1835
ppmC
± 238
± 187
± 328
± 450
± 1605
± 210
NOX, ppm
945
242
693
1141
396
913
± 189
± 118
± 221
± 230
± 186
± 202
Air Fuel Ratio
12
11
12
12
11
12
.4 ±
.7 ±
.1 ±
.6 ±
.9 ±
.4 ±
.2
.6
.3
.3
.4
.1
TABLE A-50. - Exhaust emissions profile - daily variation
Daily average of all test modes, JD-303 engine, 0.10 gm/gal lead
Day
1
2
3
4
5
6
7
8
9
10 (56 hr)
11 (56 hr)
CO, %
5.8
5.9
6.5
6.5
6.7
6.6
7.0
7.0
5.2
6.0
5.9
HC, ppmC
3873
3980
2447
2287
2260
2233
2553
2440
2313
2210
2140
NOX, ppm
989
831
567
605
608
499
620
604
990
910
890
Air-Fuel Ratio
12.5
12.6
12.2
12.0
12.1
12.0
11.9
12.0
12.5
12.2
12.3
A-25
-------
TABLE A-51. - Exhaust emissions profile - modes
Mode average for all test days, 6M-454 engine, 0.10 gm/gal lead
Mode
1
2
3
4
5
6
4
1
2
CO,
.3 ±
.7 ±
.4 ±
1.7 ±
2
3
.2 ±
.0 ±
% HC, ppmC
1.8
1.3
1.4
.1
1.2
1.5
1108
1231
991
1110
1348
985
+
+
+
+
+
+
161
331
235
402
552
243
NOX, ppm
1238
1665
1842
2101
1843
1787
± 604
± 546
± 648
± 476
± 815
± 557
Air
13
14
14
14
14
13
Fuel
.2 ±
.2 ±
.0 ±
.2 ±
.0 ±
.7 ±
Ratio
1.0
.8
.7
.7
.6
.7
TABLE A-52. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-454 engine, 0.10 gm/gal lead
Day
1
2
3
4
5
6
7
8
9 (56 hr)
10 (56 hr)
11 (56 hr)
CO, %
3.4
.2
1.3
2.7
3.1
2.7
2.4
3.5
1.8
3.4
2.7
HC, ppmC
923
647
1187
1310
1180
1231
960
1226
820
1345
1160
NOX, ppm
1785
2564
2213
1632
1462
1495
1904
1581
2225
1753
1930
Air-Fuel Ratio
13.3
14.6
14.5
13.8
13.7
13.6
14.1
13.4
14.3
13.4
13.7
A-26
-------
TABLE A-53. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A" engine, fuel additive "A1
Mode
1
2
3
4
5
CO,
6.1 ±
2.8 ±
2.7 ±
4.5 ±
6.7 ±
%
.9
.1
.2
.1
1.2
HC, ppmC
1160 ± 212
1093 ± 61
1213 ± 23
1773 ± 23
1240 ± 317
NOX,
799
2030
2080
888
942
ppm
± 72
± 182
± 165
± 14
± 220
Air Fuel Ratio
12.6 ± .1
13.8 ± .1
13.8 ± .1
12.8 ± .3
12.2 ± .4
TABLE A-54. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-292 "A" engine, fuel additive "A"
Day CO, % HC, ppmC NOX. ppm Air-Fuel Ratio
1 4.3 1216 1379 13.0
2 4.4 1248 1436 13.1
3 5.0 1424 1228 12.9
A-27
-------
TABLE A-55. - Exhaust emissions profile - modes
Mode average for all test days, JD-303 engine, fuel additive "A"
Mode
1
2
3
4
5
6
Dai
Day
1
2
3
4
5
CO, %
6.3 ±
8.3 ±
6.9 ±
5.4 ±
7.6 ±
6.2 ±
TABLE A-56.
5 HC, ppmC
.4 1928 ± 121
.5 3744 ± 128
.4 2552 ± 131
.5 1656 ± 46
.3 3256 ± 112
.4 2088 ± 111
- Exhaust emissions
NOX, ppm
663 ± 69
140 ± 11
432 ± 70
985 ± 91
215 ± 28
631 ± 69
profile - daily
ly average of all test modes, JD-303 engine, fuel
CO,
6.
6.
7.
7.
6.
% HC, ppmC
5 2393
7 2507
2 2607
0 2595
6 2487
NOX, ppm
540
533
429
521
536
Air Fuel Ratio
12.3 ± .1
11.5 ± .2
12.0 ± .2
12.6 ± .2
11.7 ± .1
12.3 ± .1
variation
additive "A"
Air-Fuel Ratio
12.2
12.0
11.9
12.0
12.1
A-28
-------
TABLE A-57. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A" engine, fuel additive "B
II Oil
Mode
1
2
3
4
5
CO, J
2.8 ±
1.7 ±
1.7 ±
3.4 ±
3.8 ±
9
.7
.4
.4
.2
.8
HC, ppmC
872 ± 297
1072 ± 299
1184 ± 275
1840 ± 350
1056 ± 182
NOX,
1498
2692
2658
1073
1698
ppm
± 662
± 350
± 482
± 155
± 561
Air Fuel Ratio
13.7 ± .5
14.2 ± .3
14.1 ± .3
13.2 ± .2
12.7 ± .5
TABLE A-58. - Exhaust emissions profile - daily variation
Daily average of all test modes, 6M-292 "A" engine, fuel additive "B"
Day
1
2
3
4
5
CO, %
2.3
3.1
2.3
2.9
3.0
HC, ppmC
992
1168
984
1448
1432
NOX, ppm
2208
2094
2350
1528
1439
Air-Fuel Ratio
14.0
13.5
13.8
13.5
13.4
A-29
-------
TABLE A-59. - Exhaust emissions profile - modes
Mode average for all test days, JD-303 engine, fuel additive "B"
Mode
1
2
3
4
5
6
CO, %
7.
9.
8.
6.
9.
7.
5
8
1
1
4
8
+
+
+
±
±
±
1.1
.8
.9
1.0
.8
1.1
HC, ppmC
2140 ±
4010 ±
2820 ±
1875 ±
3495 ±
2420 ±
147
552
296
339
288
199
NOX, ppm
532 ±
98 ±
247 ±
1034 ±
130 ±
332 ±
212
24
94
308
29
121
Air Fuel Ratio
11
10
11
12
11
11
.7 ±
.9 ±
.4 ±
.2 ±
.0 ±
.5 ±
.4
.3
.4
.4
.4
.4
TABLE A-60. - Exhaust emissions profile - daily variation
Daily average of all test modes, JD-303 engine, fuel additive "B"
Day
1
2
3
4
5
6
7
8
9 (56 hr.)
10 (56 hr)
CO, %
9.4
7.5
8.8
8.1
6.5
8.3
8.4
7.8
4.1
4.5
HC, ppmC
2927
2527
2927
3167
2787
2600
2400
2200
1610
1680
NOX, ppm
281
996
275
388
510
448
348
292
-
-
Air-Fuel Ratio
10.8
11.6
11.1
11.3
11.8
11.7
11.6
11.8
13.1
13.0
A-30
-------
TABLE A-61. - Exhaust emissions profile - modes
Mode average for all test days, GM-454 engine, fuel additive "B"
Mode
1 6
2 2
3 2
4 2
5 3
6 4
TABLE
CO, %
.5 ± 1.3
.2 ± 2.0
.2 ± .5
.9 ± 1.9
.3 ± 1.6
.6 ± 1.5
HC, ppmC NOX, ppm
1184 ± 265
1052 ± 375
540 ± 171
1056 ± 271
1096 ± 325
1064 ± 264
A-62. - Exhaust emissions profile - daily
Daily average of all
Day
1
2
3
4
5
6 (56 hr)
7 (56 hr)
8 (56 hr)
CO, %
2.5
3.1
3.0
3.3
6.1
1.9
1.5
2.4
test modes, GM-454 engine, fuel
HC, ppmC NOX, ppm
727 1799
721 1849
997 1040
1070 766
1410
725
600
880
Air Fuel Ratio
12.2 ± .4
13.8 ± .7
14.0 ± .3
13.5 ± .7
13.4 ± .6
12.9 ± .6
variation
additive "B"
Air-Fuel Ratio
13.8
13.5
13.5
13.4
12.4
14.1
14.3
13.7
A-31
-------
TABLE A-63. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "A" engine, fuel additive "C"
Mode
1
2
3
4
5
Daily
Day
1
2
3
4
5
6
7
8
9
10
CO, %
4.5 ± .9
2.7 ± .6
2.4 ± .4
4.1 ± .4
5.4 ± .7
TABLE A-64. -
average of all
CO, %
3.2
3.4
3.4
3.3
3.3
4.5
3.9
4.9
4.2
3.6
HC, ppmC
763 ± 225
1017 ± 221
1053 ± 207
1547 ± 183
993 ± 257
Exhaust emissions
NOX, ppm Air Fuel
13.0 ±
13.6 ±
13.7 ±
13.1 ±
12.7 ±
profile - daily variation
test modes, GM-292 "A" engine, fuel additive
HC, ppmC
776
832
848
864
944
1136
1336
1368
1248
1192
NOV, ppm Air-Fuel
/\
2210 13.5
1758 13.4
1790 13.4
1541 13.4
1838 13.4
1524 13.0
13.2
12.9
13.2
13.3
Ratio
.4
.2
.2
.1
.2
"C"
Ratio
A-32
-------
TABLE A-65. - Exhaust emissions profile - modes
Mode average for all test days, John Deere 303, fuel additive "C"
Mode
1
2
3
4
5
6
4
8
4
3
5
4
CO,
.9 ±
.0 ±
.9 ±
.2 ±
.8 ±
.5 ±
% HC, ppmC
1
1
1
1
1
.8
.3
.9
.5
.2
.6
1413 ±
3267 ±
1933 ±
1160 ±
2733 ±
1680 ±
61
361
305
69
167
183
NOX, ppm Air Fuel Ratio
12
11
12
13
12
12
.8
.7
.8
.3
.4
.9
±
+
+
+
+
+
.6
.3
.7
.1
.4
.5
TABLE A-66. - Exhaust emissions profile - daily variation
Daily average of all test modes, John Deere 303, fuel additive "C"
Day
CO, %
HC, ppmC
NOX, ppm
Air-Fuel Ratio
1
2
3
5.1
5.9
4.6
2092
1967
2040
12.7
12.5
12.8
A-33
-------
TABLE A-67. - Exhaust emissions profile - modes
Mode average for all test days, GM-292 "B", fuel additive "D"
Mode
1
2
3
4
5
Day
1
2
3
4
5
6
7
8
9
10
11
12
CO, %
7.9 ± 1.0
2.2 ± .3
2.4 ± .4
3.5 ± .6
8.4 ± 1.3
TABLE A-68. -
Daily average of
CO, %
4.5
5.1
3.7
5.3
4.4
4.8
5.0
4.5
5.2
4.4
5.8
5.6
HC, ppmC NOX, ppm
2867 ± 880
2257 ± 723
2430 ± 735
3177 ± 860
3180 ± 971
Exhaust emissions profile - daily
all test modes, GM-292 "B", fuel
HC, ppmC NOX, ppm
2488
2040
2088
2168
2360
2560
2744
2856 929
3520 1182
3576 502
4008 958
3976 973
Air Fuel
11.6 ±
13.7 ±
13.6 ±
13.1 ±
11.5 ±
variation
additive "D"
Ratio
.3
.2
.2
.2
.4
Air-Fuel Ratio
12.9
12.6
13.1
12.6
12.9
12.7
12.7
12.8
12.6
12.8
12.3
12.3
A-34
-------
APPENDIX B
-------
TABLE B-l. - Valve train inspection data - before and after test
John Deere B, 1.2 gm/gal lead
Intake
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force.
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
Fnd
1
30
30
-1
6.764
6.763
1.808
1.808
< .4398
.4398
.4340
.4338
2.730
2.730
35
35
55
51
2
30
30
-2
6.761
6.760
1.808
1.807
.4396
.4396
.4340
.4331
2.740
2.739
35
35
55
50
Exhaust
1
45
45
0
7.004
7.003
1.599
1.599
.4394
.4394
.4342
.4340
2.707
2.696
39
39
52
48
2
45
45
-1
7.005
7.004
1.598
1.598
.4396
.4406
.4340
.4338
2.695
2.690
39
38
51
46
B-l
-------
TABLE B-2. - Valve train inspection data - before and after test
Far-mail »H« engine - 1.2 gm/gal lead, valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
i nches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Val ve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-1 0-5-2 0 -5 -5 -3
5.359 5.359 5.359 5.360 5.395 5.383 5.379 5.389
5.359 5.359 5.359 5.360 5.394 5.383 5.379 5.389
1.500 1.500 1.500 1.498 1.375 1.375 1.375 1.372
1.499 1.498 1.499 1.497 1.375 1.375 1.374 1.370
.3433 .3433 .3433 .3433 .3434 .3433 .3433 .3433
.3440 .3442 .3442 .3442 .3441 .3440 .3440 .3441
.3407 .3405 .3404 .3405 .3407 .3409 .3410 .3409
.3406 .3404 .3402 .3406 .3406 .3407 .3409 .3406
1.900 1.909 1.890 1.916 1.912 1.943 1.938 1.948
1.911 1.916 1.895 1.917 1.918 1.946 1.942 1.950
32 32 35 32 32 29 30 32
30 29 32 28 30 27 27 26
64 64 63 63 65 64 62 67
55 55 56 55 57 56 56 55
B-2
-------
TABLE B-3. - Valve train inspection data - before and after test
International Harvester-240, 1.2gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
i nches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed , 1 bs .
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-1-122 2323
5.265 5.266 5.265 5.268 5.293 5.291 5.289 5.294
5.266 5.267 5.266 5.268 5.291 5.288 5.288 5.291
1.499 1.499 1.499 1.499 1.312 1.313 1.314 1.313
1.499 1.499 1.499 1.499 1.312 1.313 1.314 1.313
.3434 .3434 .3435 .3435 .3436 .3433 .3437 .3434
.3435 .3437 .3578 .3436 .3445 .3439 .3438 .3441
.3409 .3408 .3409 .3407 .3408 .3406 .3408 .3409
.3405 .3403 .3403 .3404 .3403 .3403 .3403 .3404
2.000 1.992 2.003 2.019 1.814 1.821 1.852 1.883
2.001 1.996 2.003 2.023 1.817 1.823 1.855 1.885
36 37 37 32 36 34 37 35
32 34 35 30 36 33 30 31
82 82 80 79 84 86 90 94
80 80 80 80 66 70 74 79
B-3
-------
TABLE B-4. - Valve train inspection data - before and after test
GM-292 "A", 1.2 gtn/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
123456
45 45 45 45 45 45
45 45 45 45 45 45
223230
4.873 4.882 4.877 4.870 4.869 4.885
4.873 4.882 4.877 4.871 4.871 4.885
1.722 1.720 1.719 1.723 1.717 1.719
1.722 1.720 1.719 1.723 1.717 1.719
.3430 .3428 .3428 .3428 .3430 .3430
.3436 .3438 .3434 .3433 .3436 .3436
.3410 .3410 .3410 .3410 .3410 .3410
.3408 .3407 .3408 .3409 .3408 .3409
1.699 1.681 1.674 1.669 1.681 1.692
1.710 1.686 1.680 1.679 1.689 1.693
85 90 92 93 87 83
83 90 89 88 87 78
199 200 200 200 200 185
198 199 198 198 196 180
B-4
-------
TABLE B-4. - Valve train inspection data - before and after test
GM-292 "A", 1.2 gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
-3 -5 2-4 2 -5
4.923 4.921 4.923 4.922 4.922 4.920
4.926 4.925 4.926 4.926 4.925 4.924
1.497 1.498 1.498 1.499 1.498 1.498
1.497 1.498 1.498 1.499 1.498 1.498
.3735 .3729 .3733 .3733 .3729 .3733
.3741 .3733 .3745 .3741 .3734 .3751
.3715 .3713 .3715 .3715 .3716 .3713
.3715 .3711 .3713 .3713 .3713 .3710
1.690 1.675 1.658 1.694 1.689 1.685
1.695 1.676 1.658 1.694 1.689 1.685
85 88 90 86 85 83
72 66 70 69 70 70
193 200 186 198 195 195
184 183 182 190 185 186
B-5
-------
TABLE B-5. - Valve train inspection data - before and after test
John Deere 303, 1.2 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
i nches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
123456
45 45 45 45 45 45
45 45 45 45 45 45
1-1 1-1 00
5.313 5.308 5.314 5.301 5.305 5.316
5.312 5.309 5.314 5.303 5.306 5.315
1.773 1.771 1.770 1.771 1.762 1.773
1.773 1.771 1.770 1.771 1.765 1.773
.3748 .3748 .3745 .3749 .3748 .3744
.3749 .3750 .3746 .3749 .3748 .3744
.3714 .3719 .3718 .3715 .3718 .3718
.3712 .3716 .3716 .3710 .3713 .3711
1.792 1.808 1.805 1.819 1.810 1.825
1.808 1.814 1.813 1.816 1.818 1.822
62 59 59 57 56 55
58 56 58 57 55 54
145 145 146 146 144 141
144 142 144 142 140 139
B-6
-------
TABLE B-5. - Valve train inspection data - before and after test
John Deere 303, 1.2 gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
0-1 1 1 10
5.322 5.320 5.322 5.320 5.322 5.322
5.323 5.323 5.324 5.321 5.324 5.323
1.456 1.457 1.456 1.455 1.455 1.458
1.456 1.457 1.456 1.455 1.455 1.458
.3742 .3744 .3746 .3748 .3747 .3744
.3744 .3746 .3747 .3748 .3747 .3744
.3717 .3718 .3719 .3718 .3717 .3719
.3715 .3717 .3715 .3715 .3714 .3713
1.814 1.818 1.811 1.822 1.810 1.842
1.836 1.841 1.822 1.826 1.826 1.854
61 57 60 56 57 52
56 54 57 56 54 50
150 146 146 145 143 145
149 146 144 143 141 143
B-7
-------
TABLE B-6. - Valve train inspection data - before and after test
GM-454, 1.2 gin/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va I ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
12345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
1-1-1-2 3-2 2 1
5.115 5.110 5.111 5.106 5.105 5.121 5.110 5.112
5.115 5.110 5.112 5.106 5.104 5.122 5.110 5.113
2.066 2.066 2.067 2.066 2.064 2.062 2.067 2.065
2.066 2.066 2.067 2.066 2.064 2.062 2.067 2.065
.3731 .3738 .3733 .3734 .3734 .3733 .3739 .3732
.3736 .3742 .3736 .3738 .3739 .3736 .3742 .3737
.3715 .3715 .3716 .3717 .3717 .3716 .3716 .3714
.3711 .3712 .3714 .3714 .3713 .3712 .3711 .3712
1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800
1 .800 1 .800 1 .800 1 .800 1 .800 1 .800 1 .800 1 .800
95 95 95 95 97 95 95 95
80 84 84 81 82 79 82 83
244 243 240 242 235 240 243 244
228 230 228 227 218 225 222 227
B-8
-------
TABLE B-6. - Valve train inspection data - before and after test
GM-454, 1.2gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
1 2345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
52602222
5.342 5.348 5.345 5.346 5.342 5.344 5.346 5.338
5.342 5.347 5.344 5.345 5.342 5.342 5.345 5.339
1.719 1.718 1.718 1.723 1.719 1.715 1.717 1.719
1.719 1.718 1.718 1.723 1.719 1.715 1.717 1.719
.3731 .3731 .3731 .3730 .3730 .3731 .3731 .3731
.3736 .3737 .3733 .3740 .3738 .3734 .3736 .3738
.3715 .3715 .3712 .3712 .3714 .3710 .3713 .3712
.3712 .3710 .3708 .3710 .3710 .3711 .3709 .3710
1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800
1.800 1.800 1.800 1.800 1.800 1.800 1.800 1.800
95 95 95 95 97 95 95 95
82 81 79 76 80 84 82 82
240 241 243 240 242 240 242 240
219 228 225 214 222 219 226 225
8-9
-------
TABLE B-7. - Valve train
John Deere
inspection data - before and after test
'B"t unleaded fuel
Intake
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1
30
30
1
6.788
6.788
1.805
1.805
.4399
.4401
.4334
.4333
2.730
2.728
39
37
53
50
2
30
30
0
6.787
6.787
1.804
1.804
.4400
.4402
.4334
.4333
2.740
2.737
39
38
54
50
Exhaust
1
45
45
0
7.006
7.007
1.597
1.597
.4400
.4401
.4339
.4334
2.700
2.708
41
39
57
51
2
45
45
9
7.003
7.004
1.597
1.597
.4398
.4430
.4337
.4332
2.718
2.698
40
40
57
54
B-10
-------
TABLE B-8. - Valve train inspection data - before and after test
John Deere "B"~unleaded fuel—repeat test
Intake
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1
30
30
0
6.791
6.790
1.807
1.807
.4394
.4398
.4338
.4330
2.772
2.767
39
37
52
52
2
30
30
-2
6.793
6.793
1.808
1.808
.4395
.4398
.4336
.4326
2.778
2.770
37
35
55
50
Exhaust
1
45
45
9
7.014
7.013
1.602
1.602
.4394
.4402
.4340
.4335
2.735
2.736
38
34
52
48
2
45
45
14
6.998
6.996
1.597
1.597
.4393
.4400
.4336
.4328
2.727
2.736
38
35
51
49
B-ll
-------
TABLE B-9. - Valve train inspection data - before and after test
Farmall "H", unleaded fuel, valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-3 -3 -4 -4 -4 -3 -2 -4
5.323 5.333 5.283 5.332 5.366 5.367 5.349 5.350
5.326 5.336 5.287 5.336 5.370 5.370 5.351 5.354
1.498 1.501 1.498 1.497 1.377 1.375 1.376 1.375
1.499 1.502 1.498 1.498 1.377 1.375 1.376 1.375
.3432 .3429 .3429 .3429 .3430 .3428 .3428 .3427
.3434 .3436 .3436 .3434 .3436 .3432 .3432 .3433
.3407 .3407 .3407 .3409 .3408 .3408 .3408 .3406
.3405 .3406 .3405 .3406 .3405 .3406 .3406 .3402
1.925 1.925 1.901 1.909 1.909 1.912 1.934 1.928
1.919 1.926 1.897 1.907 1.911 1.915 1.934 1.921
29 29 30 30 30 30 29 30
28 27 29 29 29 28 28 28
42 42 42 42 42 41 42 42
41 42 43 42 43 42 43 43
3-12
-------
TABLE B-10. - Valve train inspection data - before and after test
Ford 8N, unleaded fuel, valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/ 1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
i nches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
0 -1 -1 -2 17 21 30 25
4.790 4.785 4.786 4.786 4.700 4.701 4.699 4.696
4.790 4.785 4.786 4.786 4.699 4.701 4.699 4.695
1.510 1.510 1.510 1.510 1.282 1.285 1.285 1.283
1.510 1.510 1.510 1.510 1.282 1.285 1.285 1.283
.3435 .3435 .3434 .3434 .3434 .3435 .3436 .3434
.3437 .3439 .3439 .3437 .3438 .3455 .3447 .3437
.3408 .3409 .3409 .3409 .3407 .3405 .3406 .3403
.3408 .3408 .3408 .3408 .3406 .3405 .3406 .3403
1 806 1.827 1.802 1.805 1.825 1.800 1.811 1.820
1.808 1.830 1.805 1.806 1.845 1.823 1.833 1.838
46 45 45 46 46 47 46 46
43 36 41 42 39 40 40 38
84 78 80 81 84 85 87 84
70 69 70 70 74 70 71 71
B-'3
-------
TABLE B-11. - Valve train inspection data - before and after test
International Harvester-240, unleaded fuel
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-4 -3 -2 -2 -5 -3 -5 -5
5.263 5.269 5.262 5.252 5.308 5.310 5.285 5.304
5.267 5.274 5.267 5.254 5.313 5.315 5.290 5.309
1.499 1.500 1.500 1.500 1.311 1.312 1.311 1.309
1.499 1.500 1.500 1.500 1.311 1.312 1.311 1.309
.3447 .3446 .3447 .3443 .3445 .3447 .3446 .3447
.3448 .3449 .3448 .3450 .3446 .3447 .3468 .3449
.3410 .3404 .3407 .3407 .3410 .3407 .3407 .3405
.3406 .3403 .3403 .3406 .3407 .3403 .3406 .3403
2.028 2.036 2.027 2.013 1.863 1.857 1.862 1.858
2.032 2.034 2.020 2.017 1.868 1.863 1.868 1.858
35 36 35 33 36 36 34 34
30 30 30 30 30 30 30 30
50 51 50 50 76 75 74 75
50 50 51 50 58 56 57 57
8-14
-------
TABLE B-12. - Valve train inspection data - before and after test
International Harvester-240, unleaded fuel repeat
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
i nches
Start
End
Val"e guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1 2 3 4 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-2 -4 -4 -4 -2 -1 38 47
5.257 5.261 5.269 5.267 5.302 5.293 5.297 5.281
5.261 5.265 5.273 5.271 5.305 5.296 5.299 5.284
1.497 1.497 1.497 1.499 1.312 1.312 1.311 1.311
1.497 1.497 1.497 1.499 1.312 1.313 1.311 1.311
.3432 .3434 .3446 .3445 .3428 .3427 .3447 .3445
.3432 .3439 .3446 .3445 .3431 .3432 .3454 .3464
.3407 .3407 .3405 .3406 .3407 .3405 .3405 .3406
.3403 .3403 .3404 .3403 .3404 .3403 .3402 .3403
1.976 1.985 1.981 1.986 1.831 1.839 1.839 1.836
1.978 1.983 1.989 1.985 1.838 1.843 1.891 1.888
37 37 38 36 35 35 35 36
36 35 37 35 32 32 28 29
63 61 63 61 75 71 72 75
61 61 62 58 56 55 57 60
B-15
-------
TABLE B-13. - Valve train inspection data - before and after test
International Harvester-240, unleaded fuel, valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
i nches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1 23 4 1 2 3 4
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-3 -3 0 -1 63 58 77 85
5.259 5.257 5.249 5.260 5.291 5.274 5.278 5.307
5.259 5.257 5.249 5.260 5.291 5.274 5.278 5.307
1.497 1.497 1.503 1.496 1.312 1.312 1.311 1.312
1.497 1.497 1.503 1.496 1.312 1.312 1.311 1.312
.3432 .3433 .3445 .3446 .3433 .3433 .3445 .3444
.3433 .3436 .3446 .3448 .3434 .3436 .3464 .3531
.3405 .3406 .3406 .3404 .3404 .3407 .3405 .3402
.3404 .3402 .3404 .3402 .3402 .3403 .3403 .3399
1.985 1.990 1.992 1.999 1.863 1.863 1.883 1.920
1.988 1.987 1.993 1.994 1.868 1.869 1.886 1.920
43 43 42 41 39 38 39 37
37 38 37 35 30 30 30 25
73 69 69 68 64 63 64 64
64 63 64 62 61 59 60 59
B-16
-------
TABLE B-14. - Valve train inspection data - before and after test
GM-292 "A", unleaded fuel
Valve seat angle
Start
End
Valve seat recession,
inches/ 1000
Valve height, inches
Start
End
Valve tul ip diameter,
i nches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
i nches
Start
Eng
Valve spring force,
normal Ibs.
Start
End
Valve spring force,
compressed , 1 bs .
Start
Fnd
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
0 -4 -5 -5 -4 2
4.875 4.870 4.877 4.879 4.879 4.868
4.880 4.874 4.882 4.884 4.883 4.871
1.719 1.723 1.719 1.719 1.720 1.718
J.719 1.723 1.719 1.719 1.720 1.718
.3430 .3429 .3428 .3427 .3430 .3431
.3439 .3434 .3434 .3433 .3438 .3435
.3410 .3411 .3411 .3412 .3412 .3411
.3405 .3406 .3407 .3409 .3409 .3407
1.683 1.693 1.694 1.694 1.695 1.671
1.689 1.699 1.692 1.693 1.702 1.668
90 87 90 88 88 90
66 71 72 68 68 71
196 195 195 195 196 191
172 179 178 171 176 167
B-17
-------
TABLE B-14. - Valve train inspection data - before and after test
GM-292 "A", unleaded fuel (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
-5 1 -4 16 90 121
4.925 4.925 4.925 4.923 4.922 4.919
4.930 4.929 4.929 4.927 4.926 4.923
1.499 1.498 1.499 1.498 1.499 1.499
1.499 1.498 1.499 1.498 1.499 1.498
.3734 .3728 .3732 .3730 .3728 .3732
.3750 .3740 .3747 .3740 .3730 .3754
.3716 .3718 .3719 .3715 .3719 .3718
.3713 .3714 .3714 .3711 .3716 .3714
1.692 1.675 1.642 1.693 1.682 1.678
1.702 1.686 1.648 1.713 1.766 1.797
90 95 95 87 89 90
66 73 74 64 50 44
196 201 187 196 195 196
174 176 164 173 177 173
8-18
-------
TABLE B-15. - Valve train inspection data - before and after test
GM-292 »B», unleaded fuel, induction-hardened head
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tul ip diameter,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed , I bs .
Start
End
1 ntake
1 2 3 4 5 6
45 45 45 45 45 45
45 45 45 45 45 45
365444
4.874 4.878 4.882 4.881 4.883 4.871
4.868 4.872 4.876 4.876 4.879 4.866
1.720 1.719 1.718 1.719 1.714 1.718
1.720 1.719 1.718 1.719 1.714 1.718
.3428 .3429 .3429 .3430 .3428 .3429
.3430 .3429 .3432 .3432 .3429 .3431
.3405 .3406 .3405 .3405 .3404 .3403
.3405 .3405 .3403 .3405 .3404 .3402
1.680 1.679 1.675 1.704 1.686 1.686
1.682 1.683 1.678 1.705 1.687 1.687
81 81 80 79 82 80
75 74 74 66 72 72
182 179 180 189 182 181
176 174 172 173 174 170
B-19
-------
TABLE 8-15. - Valve train inspection data - before and after test
GM-292-B, unleaded fuel, induction-hardened head (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
8 3 10 6 11 11
4.886 4.888 4.882 4.897 4.890 4.898
4.878 4.885 4.875 4.891 4.883 4.892
1.499 1.494 1.499 1.500 1.497 1.499
1.499 1.494 1.500 1.499 1.498 1.499
.3430 .3432 .3430 .3431 .3433 .3431
.3437 .3456 .3455 .3471 .3453 .3447
.3404 .3405 .3403 .3402 .3402 .3403
.3404 .3403 .3403 .3400 .3402 .3402
1.674 1.674 1.655 1.676 1.686 1.682
1 .670 1 .674 1 .660 1 .678 1 .686 1 .686
81 81 80 79 81 79
77 73 70 74 69 72
181 179 175 178 183 176
172 171 170 176 173 173
B-20
-------
TABLE B-16. - Valve train inspection data - before and after test
GM-292 "B», unleaded fuel—modified cycle
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
-1-1 20-3 1
4.884 4.880 4.879 4.874 4.876 4.877
4.884 4.879 4.879 4.873 4.873 4.877
1.720 1.721 1.719 1.723 1.719 1.720
1.720 1,721 1.719 1.723 1.719 1.720
.3432 .3430 .3428 .3431 .3432 .3432
.3434 .3429 .3428 .3429 .3432 .3431
.3407 .3405 .3406 .3406 .3407 .3408
.3405 .3405 .3406 .3404 .3403 .3405
1.680 1,684 1.679 1.679 1.678 1.680
1.684 1.679 1.683 1.675 1.675 1.681
81 83 84 82 81 80
69 71 74 70 70 69
,85 184 180 183 184 180
179 178 170 176 178 176
8-21
-------
TABLE B-16. - Valve train inspection data - before and after test
6M-292 "B", unleaded fuel—modified cycle (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
-1-1 26 10 94
4.925 4.923 4.925 4.915 4.923 4.925
4.925 4.923 4.923 4.913 4.921 4.920
1.500 1.500 1.499 1.499 1.500 1.500
1.500 1.500 1.499 1.499 1.500 1.500
.3733 .3734 .3733 .3728 .3729 .3730
.3739 .3739 .3737 .3730 .3732 .3733
.3715 .3714 .3718 .3714 .3716 .3715
.3713 .3714 .3716 .3712 .3713 .3711
1.671 1.669 1.664 1.668 1.665 1.672
1.670 1.673 1.664 1.671 1.669 1.674
82 81 84 83 8U 84
74 73 73 70 68 71
185 189 187 181 186 183
174 176 172 168 172 170
B-22
-------
TABLE B-17. - Valve train inspection data - before and after test
John Deere 303, unleaded fuel
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
-4 -2 -3 -4 -3 0
5.259 5.279 5.283 5.266 5.279 5.266
5.263 5.283 5.287 5.270 5.283 5.270
1.769 1.771 1.771 1.770 1.773 1.771
1.769 1.771 1.771 1.770 1.773 1.771
.3743 .3745 .3745 .3746 .3745 .3743
.3748 .3750 .3748 .3750 .3750 .3748
.3717 .3718 .3718 .3719 .3718 .3719
.3712 .3714 .3714 .3716 .3714 .3715
1.842 1.842 1.839 1.839 1.834 1.831
1.841 1.845 1.843 1.838 1.832 1.835
54 53 58 57 58 56
43 42 46 46 49 49
145 143 144 142 145 142
132 132 132 130 132 135
3-23
-------
TABLE B-17. - Valve train inspection data - before and after test
John Deere 303, unleaded fuel (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
56 41 64 41 36 43
5.288 5.288 5.295 5.291 5.289 5.288
5.292 5.292 5.299 5.295 5.293 5.293
1.459 1.458 1.460 1.458 1.453 1.457
1.458 1.458 1.459 1.458 1.453 1.457
.3743 .3743 .3743 .3745 .3745 .3742
.3746 .3746 .3758 .3750 .3748 .3750
.3716 .3716 .3718 .3716 .3716 .3716
.3714 .3712 .3713 .3712 .3713 .3713
1.831 1.845 1.847 1.831 1.844 1.849
1.900 1.893 1.909 1.881 1.888 1.893
56 58 58 56 58 56
32 38 36 41 38 37
144 146 146 142 147 145
130 132 131 133 133 131
B-24
-------
TABLE B-18. - Valve train inspection data - before and after test
GM-454, unleaded fuel
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 2 3 4 5 6 7 8
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
0 1 0-3 0-2 0-1
5.H5 5.113 5.112 5.115 5.117 5.098 5.115 5.114
5.117 5.115 5.113 5.118 5.120 5.101 5.118 5.116
2.064 2.065 2.063 2.065 2.066 2.066 2.065 2.067
2.064 2.065 2.063 2.065 2.065 2.066 2.065 2.066
.3732 .3731 .3735 .3737 .3736 .3733 .3736 .3732
.3742 .3733 .3735 .3742 .3739 .3736 .3741 .3736
.3714 .3716 .3713 .3716 .3718 .3717 .3714 .3716
.3712 .3713 .3713 .3712 .3714 .3714 .3713 .3713
1.805 1.799 1.797 1.790 1.809 1.803 1.811 1.810
1.801 1.804 1.806 1.804 1.813 1.806 1.817 1.810
97 96 98 98 96 97 94 94
79 82 77 80 75 80 79 75
248 244 249 249 245 246 247 250
222 222 221 224 223 224 228 218
B-25
-------
TABLE B-18. - Valve train inspection data - before and after test
GM-454, unleaded fuel (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tul ip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Exhaust
12345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
7 26 10 32 20 15 16 22
5.353 5.348 5.355 5.355 5.354 5.355 5.354 5.356
5.357 5.351 5.358 5.357 5.356 5.358 5.356 5.358
1.721 1.722 1.718 1.722 1.718 1.717 1.719 1.721
1.721 1.721 1.718 1.722 1.718 1.717 1.719 1.721
.3732 .3732 .3732 .3736 .3737 .3732 .3734 .3733
.3740 .3744 .3756 .3742 .3783 .3740 .3741 .3740
.3714 .3714 .3712 .3714 .3711 .3713 .3712 .3714
.3710 .3710 .3708 .3710 .3709 .3710 .3708 .3712
Valve spring height,
inches
Start
End
Valve spring force,
normaI Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1.795 1.795 1.800 1.803 1.797 1.800 1.797 1.795
1.801 1.813 1.815 1.818 1.815 1.823 1.810 1.815
96
84
245
229
96
73
244
227
93
74
246
219
97
75
249
228
98
80
248
221
97
77
247
224
97
77
251
220
97
76
241
224
B-26
-------
TABLE B-19. - Valve train inspection data - before and after test
6M-454, unleaded fuel—steel valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
i nches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
1 2345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-3 -2 0-3-3 0 -4 -4
5.108 5.109 S.108 5.114 5.102 5.116 5.119 5.110
5.109 5.109 5.108 5.115 5.102 5.116 5.119 5.111
2.065 2.065 2.067 2.065 2.066 2.067 2.066 2.067
2.065 2.065 2.067 2.065 2.066 2.067 2.066 2.067
.3733 .3734 .3733 .3734 .3732 .3734 .3733 .3734
.3739 .3745 .3736 .3745 .3737 .3740 .3739 .3743
.3715 .3711 .3711 .3710 .3711 .3711 .3712 .3712
.3713 .3710 .3708 .3706 .3706 .3709 .3708 .3711
1.799 1.818 1.810 1.804 1.800 1.795 1.815 1.810
1.812 1.810 1.812 1.810 1.808 1.800 1.808 1.808
96 95 90 96 98 97 95 92
80 83 83 80 83 81 82 81
235 241 235 234 240 239 255 241
227 231 225 227 229 231 232 232
B-27
-------
TABLE B-19. - Valve train inspection data - before and after test
GM-454, unleaded fuel—steel valve seat inserts (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
12345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
6 5 17 4 8 15 8 12
5.355 5.355 5.355 5.355 5.355 5.350 5.351 5.351
5.354 5.354 5.354 5.354 5.354 5.350 5.350 5.349
1.718 1.720 1.721 1.721 1.722 1.719 1.720 1.720
1.718 1.720 1.721 1.721 1.722 1.719 1.720 1.720
.3733 .3734 .3733 .3733 .3733 .3733 .3733 .3733
.3745 .3744 .3742 .3741 .3740 .3744 .3744 .3750
.3711 .3707 .3708 .3708 .3707 .3712 .3708 .3712
.3708 .3705 .3706 .3704 .3705 .3708 .3707 .3708
1.784 1.790 1.788 1.791 1.787 1.788 1.786 1.785
1.804 1.804 1.807 1.798 1.800 1.812 1.817 1.802
96 96 96 96 98 95 98 94
80 83 83 80 83 81 82 81
232 238 235 230 236 240 240 235
228 220 225 222 229 228 227 225
B-28
-------
TABLE B-20. - Valve train inspection data - before and after test
International Harvester-240, 0.10 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
i nches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-4313 1-110
5.284 5.316 5.285 5.311 5.315 5.286 5.315 5.284
5.284 5.316 5.284 5.311 5.314 5.286 5.315 5.284
1.499 1.499 1.499 1.502 1.311 1.311 1.314 1.310
1.499 1.499 1.499 1.502 1.311 1.311 1.314 1.310
.3444 .3448 .3446 .3446 .3444 .3448 .3445 .3448
.3447 .3448 .3446 .3447 .3445 .3448 .3449 .3448
.3406 .3406 .3408 .3406 .3410 .3406 .3405 .3403
.3403 .3403 .3404 .3403 .3407 .3405 .3402 .3402
1.996 1.995 1.995 1.995 1.813 1.823 1.823 1.823
1.990 1.991 1.994 1.994 1.821 1.829 1.826 1.825
42 43 43 45 37 37 37 37
38 37 37 39 35 34 34 34
70 72 72 72 60 60 64 60
64 61 63 64 55 55 55 55
3-29
-------
TABLE B-21. - Valve train inspection data - before and after test
International Harvester-240, 0.10 gra/gal lead—valve seat inserts
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake Exhaust
1234 1234
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
00-11 1-120
5.257 5.261 5.267 5.265 5.295 5.280 5.293 5.284
5.258 5.261 5.268 5.266 5.291 5.278 5.290 5.282
1.497 1.499 1.500 1.497 1.311 1.313 1.313 1.312
1.497 1.499 1.500 1.497 1.311 1.313 1.313 1.312
.3435 .3433 .3434 .3435 .3434 .3444 .3445 .3440
.3437 .3436 .3438 .3437 .3438 .3446 .3446 .3443
.3402 .3406 .3406 .3404 .3404 .3407 .3409 .3402
.3401 .3404 .3402 .3402 .3401 .3404 .3406 .3400
1.992 1.997 2.003 2.010 1.814 1.823 1.867 1.869
1.999 1.998 2.000 2.012 1.807 1.825 1.868 1.869
40 43 39 37 35 38 40 39
36 38 30 31 27 30 33 33
78 82 80 76 84 86 89 87
74 77 70 65 78 79 80 78
B-30
-------
TABLE B-22. - Valve train inspection data - before and after test
GM-292 "A", 0.10 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
0 0 -2 -2 -1 14
4.875 4.870 4.873 4.865 4.886 4.874
4.875 4.870 4.875 4.867 4.887 4.874
1.725 1.721 1.719 1.726 1.721 1.724
1.725 1.721 1.719 1.726 1.721 1.723
.3430 .3429 .3428 .3428 .3430 .3432
.3433 .3433 .3432 .3432 .3435 .3442
.3410 .3410 .3409 .3412 .3408 .3407
.3407 .3403 .3405 .3408 .3404 .3401
1.669 1.665 1.680 1.679 1.684 1.670
1.669 1.663 1.685 1.680 1.689 1.691
90 86 80 86 82 85
80 77 72 79 73 67
189 187 179 178 188 188
178 179 173 168 180 176
B-31
-------
TABLE B-22. - Valve train inspection data - before and after test
GM-292 "A", 0.10 gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs,
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
-2 2 -4 -4 -3 40
4.922 4.925 4.923 4.925 4.923 4.924
4.924 4.923 4.926 4.924 4.926 4.922
1.499 1.498 1.498 1.498 t.499 1.498
1.499 1.498 1.498 1.498 1.499 1.498
.3736 .3732 .3736 .3736 .3733 .3736
.3740 .3739 .3740 .3741 .3744 .3751
.3716 .3712 .3712 .3713 .3712 .3711
.3713 .3710 .3711 .3711 .3708 .3707
1.649 1.642 1.640 1.652 1.644 1.642
1.649 1.640 1.639 1.655 1.648 1.683
94 94 92 84 86 90
82 83 83 77 77 70
190 188 187 179 174 179
175 176 173 172 169 176
8-32
-------
TABLE B-23. - Valve train inspection data - before and after test
GM-292 "A", 0.10 gm/gal lead—repeat test
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
Fnd
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
1 -1 -1 -2 -1 0
4.881 4.894 4.883 4.891 4.888 4.880
4.880 4.894 4.883 4.890 4.888 4.880
1.720 1.721 1.719 1.722 1.718 1.719
1.720 1.721 1.719 1.722 1.718 1.719
.3428 .3428 .3429 .3430 .3429 .3429
.3429 .3428 .3429 .3430 .3429 .3429
.3412 .3412 .3410 .3410 .3412 .3411
.3412 .3412 .3409 .3409 .3411 .3410
1.697 1.692 1.683 1.687 1.682 1.697
1.696 1.691 1.687 1.691 1.682 1.697
86 85 83 82 85 87
79 71 72 70 73 72
,98 195 189 185 193 192
189 179 177 173 178 183
B-33
-------
TABLE B-23. - Valve train inspection data - before and after test
GM-292 "A", 0.10 gm/gal lead—repeat test (continued)
Valvat angle
Start
End
Valvarf recession,
in 0*1 000
Valvdfcjht, inches
Start
End
Valv«fc'p diameter,
indfe
Start
End
Va 1 vatte d i ameter ,
Start
End
Valvdtai diameter,
inm
Start
End
Valvaring height,
Start
End
Valvaeng force,
noefcl bs .
Start
End
Valvapng force
conpsed , 1 bs .
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
0 0 0 3 10 2
4.924 4.913 4.922 4.924 4.923 4.917
4.923 4.912 4.921 4.923 4.922 4.915
1.500 1.500 1.501 1.498 1.499 1.501
1.500 1.500 1.501 1.498 1.499 1.501
.3729 .3730 .3733 .3733 .3731 .3729
.3737 .3735 .3741 .3741 .3745 .3737
.3713 .3713 .3710 .3713 .3714 .3711
.3713 .3711 .3710 .3713 .3714 .3710
1.648 1.647 1.630 1.654 1.643 1.647
1.647 1.654 1.634 1.656 1.657 1.646
89 87 88 86 88 88
81 78 80 80 78 79
184 175 179 181 178 186
189 179 177 173 178 183
B-34
-------
TABLE B-24. - Valve train inspection data - before and after test
GM-292 "B», 0.10 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
123456
45 45 45 45 45 45
45 45 45 45 45 45
-1 021-3 1
4.871 4.870 4.873 4.865 4.874 4.870
4.870 4.870 4.875 4.867 4.872 4.868
1.720 1.719 1.720 1.721 1.724 1.722
1.720 1.719 1.720 1.721 1.724 1.722
.3430 .3428 .3429 .3429 .3429 .3432
.3433 .3432 .3433 .3433 .3432 .3440
.3410 .3408 .3411 .3411 .3409 .3408
.3407 .3404 .3406 .3408 .3405 .3403
1.669 1.663 1.680 1.678 1.683 1.681
1.669 1.664 1.685 1.680 1.681 1.683
90 85 83 87 87 83
80 76 74 79 79 70
179 182 185 186 184 189
170 174 173 174 172 176
B-35
-------
TABLE B-24. - Valve train inspection data - before and after test
GM-292 »B«, 0.10 gm/gal lead (continued)
Vatve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i araeter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
112-101
4.925 4.922 4.924 4.923 4.925 4.924
4.924 4.921 4.926 4.920 4.926 4.923
1.500 1.500 1.499 1.498 1.500 1.499
1.500 1.500 1.499 1.498 1.500 1.499
.3735 .3733 .3736 .3736 .3734 .3736
.3740 .3736 .3739 .3740 .3739 .3742
.3712 .3715 .3714 .3714 .3716 .3714
.3701 .3713 .3707 .3710 .3710 .3711
1.649 1.640 1.652 1.644 1.649 1.640
1.649 1.642 1.648 1.642 1.645 1.642
94 94 90 86 90 92
82 82 80 77 74 81
190 189 188 179 180 183
175 176 172 170 176 176
B-36
-------
TABLE 8-25. - Valve train inspection data - before and after test
John Deere 303, 0.10 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va I ve tu I i p d i ameter ,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma I ( bs .
Start
End
Valve spring force
compressed , I bs .
Start
End
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
000-220
5.260 5.290 5.272 5.279 5.281 5.268
5.260 5.290 5.272 5.279 5.281 5.268
1.772 1.768 1.768 1.771 1.770 1.772
1.772 1.768 1.768 1.771 1.770 1.772
.3744 .3742 .3743 .3745 .3743 .3741
.3747 .3748 .3747 .3750 .3748 .3745
.3718 .3718 .3713 .3714 .3717 .3716
.3715 .3712 .3711 .3714 .3716 .3712
1.806 1.822 1.820 1.822 1.819 1.811
1.816 1.824 1.828 1.826 1.821 1.815
57 58 55 56 58 59
52 48 51 50 52 54
138 142 137 138 142 141
133 132 138 133 137 137
B-37
-------
TABLE B-25. - Valve train inspection data - before and after test
John Deere 303, 0.10 gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
1 2 3 4 5 6
45 45 45 45 45 45
45 45 45 45 45 45
400000
5.314 5.317 5.317 5.317 5.306 5.315
5.314 5.317 5.318 5.317 5.306 5.315
1.459 1.458 1.457 1.454 1.456 1.456
1.459 1.458 1.457 1.454 1.456 1.456
.3742 .3744 .3744 .3743 .3742 .3745
.3745 .3756 .3748 .3745 .3744 .3748
.3714 .3712 .3712 .3712 .3713 .3713
.3712 .3709 .3711 .3712 .3713 .3713
1.828 1.824 1.820 1.819 1.822 1.821
1.836 1.832 1.824 1.824 1.826 1.827
54 55 56 57 57 56
46 47 49 49 51 50
140 140 138 140 141 138
131 132 132 134 136 132
3-38
-------
TABLE 8-26. - Valve train inspection data - before and after test
GM-454, 0.10 gm/gal lead
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 2345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
-51 115160
5.106 5.111 5.099 5.118 5.108 5.110 5.111 5.115
5.108 5.109 5.097 5.116 5.103 5.108 5.105 5.113
2.065 2.065 2.064 2.066 2.064 2.066 2.063 2.065
2.065 2.065 2.064 2.066 2.064 2.066 2.063 2.065
.3732 .3734 .3735 .3735 .3735 .3732 .3735 .3733
.3734 .3737 .3737 .3742 .3739 .3736 .3744 .3739
.3716 .3718 .3717 .3718 .3716 .3716 .3716 .3711
.3713 .3713 .3712 .3713 .3712 .3712 .3711 .3713
1 .802 1 .800 1 .794 1 .797 1 .800 1 .790 1 .796 1 .805
1.814 1.802 1.812 1.806 1.811 1.796 1.806 1.805
96 98 96 96 95 98 95 94
80 80 76 80 73 80 82 78
247 244 241 240 242 237 242 239
228 223 228 223 222 220 224 219
B-39
-------
TABLE B-26. - Valve train inspection data - before and after test
GM-454, 0.10 gm/gal lead (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va I ve tulip d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
12345678
45 45 45 45 45 45 4.5 4§
45 45 45 45 45 45 45 45
51320231
5.357 5.355 5.358 5.356 5.353 5.354 5.353 5.355
5.350 5.352 5.354 5.353 5.354 5.351 5.350 5.352
1.722 1.718 1.721 1.721 1.720 1.720 1.719 1.721
1.722 1.718 1.721 1.721 1.720 1.720 1.719 1.721
.3733 .3732 .3733 .3735 .3735 .3735 .3733 .3731
.3740 .3739 .3741 .3745 .3749 .3745 .3753 .3739
.3713 .3714 .3715 .3713 .3713 .3712 .3710 .3717
.3712 .3712 .3711 .3708 .3710 .3708 .3703 .3710
1.799 1.795 1.796 1.804 1.793 1.790 1.803 1.804
1.799 1.795 1.805 1.804 1.800 1.796 1.812 1.805
96 96 95 97 97 98 94 93
82 . 83 80 80 80 85 73 82
240 239 245 242 239 240 242 236
225 225 227 224 229 230 219 22"8
B-40
-------
TABLE B-27. - Valve train inspection data - before and after test
GM-292 "A", fuel additive "A"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
i nches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
123456
45 45 45 45 45 45
45 45 45 45 45 45
3455 53
4.883 4.879 4.890 4.880 4.880 4.891
4.879 4.875 4.885 4.875 4.875 4.887
1.719 1.723 1.719 1.720 1.722 1.720
1.719 1.723 1.719 1.720 1.721 1.720
.3430 .3428 .3428 .3428 .3429 .3429
.3434 .3432 .3432 .3432 .3432 .3434
.3409 .3409 .3400 .3409 .3408 .3407
.3407 .3408 .3400 .3407 .3407 .3404
1.690 1.679 1.683 1.677 1.677 1.678
1.700 1.680 1.687 1.677 1.687 1.686
81 85 81 79 83 84
69 74 74 72 74 73
18Q 189 180 181 185 188
,75 175 173 176 180 178
3-41
-------
TABLE B-27. - Valve train inspection data - before and after test
GM-292 "A", fuel additive "A" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
i nches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
5 5 6 12 49 77
4.930 4.930 4.929 4.929 4.926 4.929
4.925 4.926 4.925 4.925 4.922 4.925
1.502 1.503 1.502 1.501 1.502 1.501
1.502 1.502 1.502 1.501 1.502 1.501
.3734 .3729 .3733 .3733 .3729 .3735
.3742 .3737 .3739 .3740 .3740 .3744
.3718 .3712 .3712 .3711 .3715 .3716
.3714 .3710 .3711 .3711 .3713 .3712
1.680 1.686 1.662 1.666 1.684 1.678
1.685 1.687 1.667 1.710 1.732 1.755
83 80 82 87 82 81
74 73 75 63 61 55
185 183 181 186 189 186
176 177 171 173 179 175
B-42
-------
TABLE B-28. - Valve train inspection data - before and after test
John Deere 303, fuel additive "A"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
666778
5.286 5.272 5.268 5.282 5.271 5.269
5.280 5.266 5.262 5.276 5.265 5.262
1.773 1.769 1.772 1.772 1.770 1.770
1.773 1.769 1.772 1.772 1.770 1.770
.3744 .3746 .3746 .3746 .3747 .3745
.3747 .3749 .3747 .3749 .3749 .3747
.3716 .3717 .3715 .3713 .3718 .3718
.3715 .3713 .3713 .3711 .3717 .3713
1.806 1.815 1.815 1.810 1.814 1.811
1.810 1.817 1.818 1.812 1.819 1.811
60 59 56 58 58 57
56 52 52 53 52 54
143 HO 138 138 141 140
138 135 136 137 136 137
B-43
-------
TABLE B-28. - Valve train inspection data - before and after test
John Deere 303, fuel additive "A" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
i nches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
i nches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
1 2 3 4 5 6
45 45 45 45 45 45
45 45 45 45 45 45
7 6 12 7 8 7
5.305 5.307 5.306 5.306 5.302 5.308
5.300 5.303 5.301 5.301 5.297 5.303
1.454 1.453 1.456 1.452 1.455 1.452
1.454 1.453 1.456 1.452 1.455 1.452
.3744 .3744 .3745 .3748 .3746 .3744
.3747 .3749 .3745 .3749 .3779 .3746
.3717 .3718 .3718 .3717 .3712 .3715
.3714 .3712 .3714 .3714 .3712 .3712
1.837 1.835 1.834 1.825 1.834 1.839
1.839 1.840 1.841 1.826 1.836 1.841
55 53 54 57 53 54
47 50 47 49 47 50
139 137 139 141 137 139
136 137 133 135 134 136
8-44
-------
TABLE B-29. - Valve train inspection data - before and after test
GM-292 "A", fuel additive »B"
Vatve seat angle
Start
End
Vatve seat recession,
inches/1000
Valve height, inches
Start
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
i nches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
norma 1 1 bs .
Start
End
Valve spring force
compressed, Ibs.
Start
End
1 ntake
123456
45 45 45 45 45 45
45 45 45 45 45 45
-1-2 1 0-2 1
4.878 4.879 4.879 4.880 4.878 4.880
4.878 4.879 4.879 4.880 4.878 4.880
1.720 1.719 1.719 1.720 1.721 1.721
1.720 1.719 1.719 1.720 1.721 1.719
.3430 .3429 .3429 .3431 .3430 .3431
.3432 .3430 .3430 .3429 .3428 .3431
.3402 .3402 .3404 .3405 .3406 .3408
.3401 .3400 .3403 .3403 .3404 .3406
1.685 1.697 1.693 1.680 1.675 1.682
1.687 1.698 1.694 1.685 1.680 1.683
81 85 84 83 80 82
73 71 71 70 70 71
186 189 180 185 180 179
,75 177 173 176 173 173
-------
TABLE B-29. - Valve train inspection data - before and after test
GM-292 "A", fuel additive "B" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tul ip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Va 1 ve stem d i ameter ,
i nches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
2 13 8 13 109 85
4.927 4.928 4.930 4.928 4.930 4.928
4.927 4.928 4.930 4.928 4.930 4.928
1.501 1.500 1.500 1.499 1.500 1.500
1.501 1.500 1.500 1.499 1.500 1.500
.3734 .3729 .3730 .3731 .3730 .3729
.3736 .3734 .3732 .3735 .3739 .3736
.3719 .3712 .3711 .3714 .3712 .3714
.3717 .3710 .3708 .3711 .3708 .3713
1.675 1.680 1.672 1.671 1.669 1.670
1.676 1.683 1.674 1.673 1.669 1.671
84 83 82 84 81 80
74 73 75 72 71 70
'84 179 183 185 186 179
174 '69 171 173 172 167
3-46
-------
TABLE B-30. - Valve train inspection data - before and after test
John Deere 303, fuel additive "B"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tul ip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
245455
5.261 5.259 5.265 5.266 5.265 5.271
5.259 5.255 5.260 5.262 5.260 5.266
1.770 1.771 1.772 1.772 1.772 1.770
1.770 1.771 1.772 1.772 1.772 1.770
.3744 .3743 .3742 .3744 .3742 .3740
.3748 .3748 .3746 .3749 .3750 .3746
.3718 .3716 .3716 .3716 .3716 .3716
.3717 .3715 .3714 .3713 .3713 .3713
1.813 1.830 1.825 1.826 1.818 1.812
1 .822 1 .832 1 .827 1 .830 1 .822 1 .81 5
52 55 57 53 53 52
48 48 55 49 51 52
132 141 143 139 137 142
132 133 137 133 138 137
B-47
-------
TABLE 30.- Valve train inspection data - before and after test
John Deere 303, fuel additive "B" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
33 5 5 5 6 40
5.318 5.313 5.312 5.324 5.313 5.323
5.313 5.308 5.308 5.320 5.308 5.322
1.455 1.458 1.456 1.457 1.455 1.456
1;455 1.458 1.456 1.457 1.455 1.456
.3745 .3744 .3742 .3742 .3741 .3743
.3748 .3748 .3749 .3746 .3745 .3750
.3715 .3714 .3714 .3713 .3713 .3716
.3711 .3710 .3710 .3710 .3712 .3714
1.836 1.833 1.832 1.836 1.825 1.833
1.866 1.829 1.832 1.832 1.827 1.832
52 54 56 53 55 55
41 48 49 47 49 44
140 140 141 141 140 142
132 134 133 132 132 137
B-48
-------
TABLE B-31. - Valve train inspection data - before and after test
GM-454, fuel additive "B"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
i nches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
Fnd
1 ntake
1 2345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
66455656
5.119 5.116 5.112 5.112 5.119 5.117 5.116 5.120
5.113 5.110 5.107 5.106 5.113 5.111 5.110 5.114
2.068 2.067 2.065 2.065 2.065 2.065 2.063 2.067
2.068 2.067 2.065 2.065 2.065 2.065 2.063 2.067
.3736 .3736 .3733 .3736 .3736 .3736 .3736 .3736
.3740 .3738 .3742 .3742 .3738 .3738 .3738 .3740
.3717 .3717 .3714 .3713 .3714 .3716 .3716 .3715
.3711 .3713 .3708 .3707 .3708 .3712 .3711 .3710
1.801 1.791 1.803 1.807 1.813 1.796 1.798 1.791
1.804 1.797 1.799 1.811 1.819 1.796 1.798 1.815
97 98 98 91 92 94 96 96
79 80 79 78 74 81 81 77
241 232 244 239 245 234 237 235
224 220 219 222 225 223 222 222
3-49
-------
TABLE B-31. - Valve train inspection data - before and after test
GM-454, fuel additive "B" (continued)
Valve seat angle
Start
End
Exhaust
12345678
45 45 45 45 45 45 45 45
45 45 45 45 45 45 45 45
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
5.361
5.356
1.720
1.720
.3735
.3740
.3716
.3710
1.798
1.810
5.363
5.358
1.718
1.718
.3739
.3748
.3711
.3707
1.806
1 .812
5.363
5.358
1.718
1 .718
.3740
.3746
.3714
.3707
1.807
1.822
5.363
5.358
1.719
1.719
.3743
.3750
.3715
.3709
1.808
1.822
5.364
5.359
1.716
1.716
.3742
.3750
.3713
.3704
1.807
1.814
5.364
5.359
1.718
1.718
.3739
.3748
.3714
.3709
1.799
1.815
5.362
5.357
1.720
1.720
.3737
.3750
.3712
.3707
1.806
1.814
5.364
5.359
1 .717
1 .717
.3736
.3743
.3711
.3707
1.802
1.815
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
96
78
237
221
96
80
245
230
92
74
242
223
92
77
242
230
94
77
244
226
97
76
237
226
90
75
237
222
94
76
238
227
3-50
-------
TABLE B-32. - Valve train inspection data - before and after test
GM-292 "A", fuel additive "C"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
Fnd
Intake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
0-1 0-1 1 2
4.885 4.880 4.874 4.881 4.879 4.877
4.885 4.880 4.874 4.881 4.879 4.877
1.721 1.720 1.721 1.720 1.718 1.722
1.721 1.720 1.721 1.720 1.718 1.722
.3432 .3430 .3429 .3429 .3430 .3431
.3434 .3430 .3429 .3432 .3432 .3432
.3408 .3410 .3411 .3411 .3410 .3406
.3406 .3405 .3406 .3404 .3407 .3406
1.680 1.694 1.692 1.690 1.671 1.688
1.684 1.697 1.697 1.694 1.673 1.699
81 82 78 81 82 80
73 70 70 71 75 70
186 186 183 185 179 180
178 177 178 178 176 178
B-51
-------
TABLE B-32. - Valve train inspection data - before and after test
GM-292-A, fuel additive "C" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Va 1 ve tu 1 i p d i ameter ,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
i nches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
6 12 11 21 44 33
4.925 4.925 4.925 4.924 4.924 4.925
4.925 4.925 4.925 4.924 4.924 4.925
1.500 1.500 1.499 1.498 1.499 1.500
1.500 1.500 1.499 1.498 1.499 1.500
.3733 .3728 .3730 .3731 .3729 .3733
.3744 .3734 .3738 .3756 .3746 .3745
.3714 .3713 .3710 .3713 .3715 .3713
.3712 .3710 .3708 .3712 .3714 .3714
1.664 1.657 1.664 1.668 1.655 1.652
1.665 1.671 1.665 1.699 1.710 1.691
81 80 80 84 80 81
70 70 70 68 56 62
179 173 179 179 175 173
175 169 167 174 168 167
B-52
-------
TABLE B-33. - Valve train inspection data - before and after test
John Deere 303, fuel additive "C"
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
Fnd
1 ntake
1 23456
45 45 45 45 45 45
45 45 45 45 45 45
21211 0
5.265 5.270 5.273 5.274 5.270 5.271
5.263 5.269 5.271 5.273 5.269 5.271
1.770 1.769 1.767 1.769 1.774 1.769
1.770 1.769 1.767 1.769 1.774 1.769
.3745 .3747 .3747 .3748 .3748 .3749
.3747 .3749 .3748 .3750 .3751 .3749
.3714 .3715 .3714 .3714 .3716 .3715
.3714 .3713 .3714 .3714 .3715 .3713
1.827 1.819 1.815 1.819 1.822 1.818
1.827 1.823 1.816 1.817 1.824 1.820
56 59 59 59 58 58
52 53 53 54 53 54
15, 152 152 153 152 152
145 146 146 147 147 146
B-53
-------
TABLE B-33. - Valve train inspection data - before and after test
John Deere 303, fuel additive "C» (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
1 2 3 4 5 6
45 45 45 45 45 45
45 45 45 45 45 45
10002 1
5.312 5.319 5.288 5.293 5.290 5.289
5.311 5.319 5.288 5.293 5.288 5.288
1.462 1.457 1.456 1.456 1.458 1.457
1.462 1.457 1.456 1.456 1.458 1.457
.3745 .3745 .3746 .3749 .3750 .3747
.3747 .3746 .3747 .3750 .3753 .3747
.3714 .3712 .3711 .3712 .3711 .3715
.3713 .3711 .3710 .3712 .3711 .3712
1.835 1.836 1.833 1.828 1.838 1.853
1.841 1.838 1.832 1.831 1.840 1.850
55 55 52 56 56 55
47 49 47 50 49 49
149 153 147 147 152 153
142 145 140 142 143 145
B-54
-------
TABLE B-34. - Valve train inspection data - before and after test
GM-292 »B", fuel additive "D»
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Intake
1 2 3 4 5 6
45 45 45 45 45 45
45 45 45 45 45 45
-1 -2 -1 -2 -1 -2
4.876 4.880 4.878 4.882 4.883 4.879
4.876 4.880 4.878 4.882 4.883 4.879
1.719 1.719 1.719 1.719 1.719 1.716
1.719 1.719 1.719 1.719 1.719 1.716
.3428 .3430 .3428 .3428 .3429 .3429
.3431 .3435 .3432 .3431 .3435 .3433
.3409 .3411 .3414 .3413 .3412 .3411
.3403 .3402 .3408 .3407 .3405 .3404
1.667 1.675 1.680 1.690 1.670 1.667
1.673 1.678 1.686 1.694 1.676 1.669
88 83 83 86 83 88
74 72 69 68 66 71
190 188 190 198 185 194
176 178 176 180 170 176
B-55
-------
TABLE B-34. - Valve train inspection data - before and after test
GM-292 "B", fuel additive "D" (continued)
Valve seat angle
Start
End
Valve seat recession,
inches/1000
Valve height, inches
Start
End
Valve tulip diameter,
inches
Start
End
Valve guide diameter,
inches
Start
End
Valve stem diameter,
inches
Start
End
Valve spring height,
inches
Start
End
Valve spring force,
normal Ibs.
Start
End
Valve spring force
compressed, Ibs.
Start
End
Exhaust
123456
45 45 45 45 45 45
45 45 45 45 45 45
1 10100
4.922 4.921 4.922 4.922 4.923 4.923
4.921 4.920 4.921 4.921 4.922 4.922
1.501 1.499 1.501 1.499 1.501 1.501
1.501 1.499 1.501 1.499 1.501 1.501
.3731 .3732 .3736 .3735 .3732 .3731
.3745 .3748 .3759 .3757 .3745 .3739
.3711 .3710 .3713 .3710 .3713 .3713
.3710 .3706 .3710 .3705 .3710 .3710
1.655 1.659 1.645 1.656 1.660 1.657
1.664 1.664 1.652 1.661 1.660 1.660
85 89 87 87 88 85
80 74 80 75 73 70
181 187 175 185 185 185
176 178 176 180 170 176
B-56
-------
APPENDIX C
-------
APPENDIX C
TABLE C-l. - Lube oil metals analysis John Deere "B" engine
Test Hours
Sequence Fuel on Oi 1
1 1.2 gm/gal 100 (1 )
lead 100 (2)
2 unleaded 100 (1)
100 (2)
3 unleaded 100 (1 )
repeat 100 (2)
100 (3)
new oi 1
TABLE C-2. -
Test Hours on
Sequence Fuel Oi 1
1 1.2 grn/gal 100 (1)
lead 100 (2)
2 unleaded 100 (1 )
100 (2)
Copper
128
128
97
73
68
93
79
83
Lube oi 1
Copper
137
103
102
78
Iron
183
93
81
79
60
86
96
2
meta 1 s
1 ron
38
38
36
40
Chrome
0
1
1
1
0
1
0
0
analysis
Chrome
3
7
3
6
Meta 1 s ,
Al uminum
5
2
3
1
4
3
2
1
ppm
Si 1 ica
27
13
9
7
11
11
7
6
Sod i urn
20
14
17
23
14
11
23
2
Mol ybdenum
0
1
0
0
0
1
0
4
Farmal 1 "H" engine
Metals,
Al uminum
7
11
9
13
ppm
Si 1 ica
17
6
12
7
Sod i um
34
17
19
33
Mol ybdenum
1
1
2
1
new oiI
83
-------
TABLE C-3. - Lube oil metals analysis Ford 8N engine
Test
Sequence Fuel
1 un leaded
new oi 1
TABLE C-4.
Test
Sequence Fuel
1 1 .2 gm/ga 1
lead
2 unleaded
3 unleaded
repeat
4 0.10 gm/ga 1
lead
5 unleaded
inserts
6 0.10 gm/ga 1
lead
repeat
Hours on
Oil
100 (1)
100 (2)
- Lube oi 1
Hours on
Oil
100 (1)
100 (2)
100 (1)
100 (2)
100 (1 )
100 (2)
100 (1)
188 (2)
100 (1 )
100 (2)
100 (1)
100 (2)
Copper
118
92
83
meta 1 s
Copper
190
142
93
98
84
74
106
102
101
84
106
100
Iron
69
48
2
analysis
Iron
56
35
34
43
58
39
99
60
28
63
55
43
Chrome
1
1
0
Meta 1 s ,
Al uminum
15
8
1
ppffl
Si 1 ica
51
12
6
International Harvester 240
Chrome
1
3
1
2
1
1
0
0
0
2
1
0
Meta 1 s ,
Aluminum
12
6
10
4
8
12
9
5
4
4
36
6
ppm
Si 1 ica
34
17
16
8
12
19
14
9
17
19
16
24
Sod i urn
16
30
2
engine
Sod i urn
102
68
27
30
42
21
29
20
18
29
22
19
Molybdenum
5
5
4
Mol ybdenum
2
1
2
2
0
0
3
1
0
3
1
0
new oi I
83
C-2
-------
TABLE C-5. - Lube oil metals analysis GM-292 "A" engine
Metals, ppm
Test
Sequence
1
2
3
4
5
6
7
Test
Sequence
1
2
3
4
Fuel
1 .2 gm/ga 1
lead
unleaded
0.10 gm/ga 1
lead
fuel additive
"A"
fuel additive
"B"
fuel additive
"C"
0.10 gm/ga I
repeat
new oi 1
Fuel
unleaded
induction
hardened
un leaded
modified cycle
0.10 gm/ga 1
lead
fuel additive
"D"
Hours
on Oi 1
100 (1)
100 (2)
71
100 (1 )
100 (2)
64
84
100 (1)
100 (2)
1 00 ( 1 )
100 (2)
TABLE
Hours
on Oi 1
1 00 ( 1 )
100 (2)
88
100 (1 )
100 (2)
1 00 ( 1 )
100 (2)
Copper
104
111
91
66
60
41
54
107
78
90
89
69
C-6. -
Copper
111
91
83
80
80
89
82
Iron
151
91
78
73
84
59
65
52
36
44
46
1
Lube oi 1
1 ron
55
41
41
47
48
1 10
73
Chrome
6
7
6
2
2
1
3
2
1
1
1
1
meta 1 s
Chrome
2
1
0
0
0
5
2
A'lumi-
num
8
6
4
12
11
6
6
6
4
4
5
0
analysis
Alumi-
num
3
4
4
3
3
4
2
Si I ica
7
4
4
2
4
8
8
8
10
14
10
6
GM-292 "B»
Metals, ppm
Si 1 ica
10
7
14
13
10
20
9
Sod i um
47
27
22
20
19
500 +
500 +
39
29
27
29
1
engine
Sod i um
26
30
20
30
26
382
921
Molyb-
denum
7
7
7
3
3
3
5
3
3
3
4
4
Mo 1 yb-
denum
2
4
2
2
2
10
4
Sulfur
NA
NA
NA
3130
2810
2350
2670
NA
4100
Sulfur
NA
NA
NA
8270
5510
Phos-
phorous
NA
NA
NA
1200
1240
4400
4490
NA
1020
Phos-
phorous
NA
NA
NA
910
1050
new o iI
69
4100
1020
C-3
-------
TABLE C-7. - Lube oil metals analysis John Deere 303 engine
Metals, ppm
Test
Sequence
1
2
3
4
5
6
Fuel
1 .2 gm/gal
lead
un leaded
0.10 gm/gal
lead
fuel additive
"A"
fuel additive
"B"
fuel additive
new oi 1
Hours
on Oi 1
100 (1 )
100 (2)
100 (1 )
100 (2)
100 (1)
100 (2)
80
100 (1 )
100 (2)
48
TABLE
Copper
227
168
101
84
122
118
135
137
77
151
83
C-8. -
Iron
46
61
46
70
32
17
32
32
33
58
2
Lube
Chrome
2
5
2
6
1
3
0
1
2
1
0
oi 1 metals
Alumi-
num
19
18
3
12
3
2
8
7
14
47
1
anal ysis
Si 1 ica
22
11
9
11
9
9
16
20
17
24
6
GM-454
Sod i urn
46
28
33
27
26
21
588
574
393
320
2
engine
Molyb-
denum
10
10
6
9
3
2
3
4
5
3
4
Sulfur
NA
NA
NA
3260
2790
2770
2310
3190
Phos-
phorous
NA
NA
NA
1960
2170
2210
4480
940
Metals, ppm
Test
Sequence
1
2
3
4
5
Fuel
1 .2 gm/gal
lead
unleaded
0.10 gm/gal
lead
fule additive
"B"
un leaded
inserts
Hours
on Oi 1
1 00 ( 1 )
100 (2)
100 (1)
100 (2)
1 00 ( 1 )
100 (2)
100 (1 )
100 (2)
1 00 ( 1 )
100 (2)
Copper
80
96
76
70
53
59
67
67
109
86
1 ron
199
79
80
92
51
32
105
103
81
70
Chrome
13
7
6
7
0
1
5
6
7
5
A 1 urn i -
num
20
3
_
3
6
4
10
10
38
22
Si 1 ica
22
12
12
8
16
7
46
45
32
17
Sod i urn
30
22
25
28
23
33
613
737
37
25
Molyb-
denum
6
7
6
6
3
3
15
15
9
6
Sulfur
NA
NA
NA
3330
2265
NA
Phos-
phorous
NA
NA
NA
2271
1059
NA
new oiI
69
4100
1029
C-4
------- |