NOTICE: This standard has either been superceded and replaced by a new version or discontinued.

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An American National Standard

Designation: D 2885 – 95 (Reapproved 1999)

Designation: 360/96

Standard Test Method for

Research and Motor Method Octane Ratings Using On-Line
Analyzers1
This standard is issued under the fixed designation D 2885; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.

1. Scope 3.1.1 octane number, n— for spark-ignition engine fuel, any

1.1 This test method covers the calibration and use of
automatic analyzers for determining the antiknock quality of
motor gasolines. Octane numbers from analyzers operated in
accordance with this test method are equivalent to ASTM
research or motor method octane numbers.2
1.2 In this test method, inch-pound units are the preferred
system of measurement.
1.3 This standard does not purport to address all of the
safety concerns, if any, associated with its use. It is the
responsibility of the user of this standard to establish appro-
priate safety and health practices and determine the applica-
bility of regulatory limitations prior to use.
2. Referenced Documents
2.1 ASTM Standards:
D 2699 Test Method for Research Octane Number of
Spark-Ignition Engine Fuel3
D 2700 Test Method for Motor Octane Number of Spark-
Ignition Engine Fuel3
D 4057 Practice for Manual Sampling of Petroleum and
Petroleum Products4
E 178 Practice for Dealing With Outlying Observations5
3. Terminology
3.1 Definitions:
1
This test method is under the jurisdiction of ASTM Committee D-2 on
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
D02.01 on Combustion Characteristics.
Current edition approved Jan. 15, 1995. Published February 1996. Originally
published as D 2885 – 70 T. Last previous edition D 2885 – 93.
2
“Research method” refers to ASTM Test Method D 2699, Test Method for
Knock Characteristics of Motor Fuels by the Research Method. “Motor method”
refers to ASTM Test Method D 2700, Test Method for Knock Characteristics of
Motor and Aviation Fuels by the Motor Method. Test Methods D 2699 and D 2700
can be found in this volume.
3
Annual Book of ASTM Standards, Vol 05.05.
4
Annual Book of ASTM Standards, Vol 05.02.
5
Annual Book of ASTM Standards, Vol 14.02.
one of several numerical indicators of resistance to knock
obtained by comparison with reference fuels in standardized
engine or vehicle tests.
3.1.1.1 Discussion—In the context of this test method,
octane number is understood to mean the numerical indicator
of knock obtained by comparison with primary reference fuels
in a standardized CFR engine operating under conditions
specified in either the Research, Test Method D 2699, or
Motor, Test Method D 2700, standards.
3.2 Definitions of Terms Specific to This Standard:
3.2.1 analyzer lag or response time—the time required for a
knock testing unit/analyzer system to evaluate sample fuel
quality and produce a DO.N. output signal. It includes mea-
surements of both fuels for one complete comparison cycle.
3.2.2 check fuels (A and B)—a pair of spark-ignition engine
fuels or process unit materials used for system qualification,
typical of the products to be measured in terms of commercial
grade or process unit characteristics. Each fuel shall be
round-robin octane number (O.N.) calibrated using primary
reference fuels, multiple engines, and so forth, to establish the
expected difference O.N. for the fuel pair.
3.2.3 delta O.N. (DO.N.)—the octane difference between
two fuels as tested by the procedures of this test method.
3.2.4 expected difference O.N.—the octane difference be-
tween two check fuels of a pair, based on the average results of
round-robin calibrations, and expressed as a positive DO.N.
value.
3.2.5 octane span or calibration—the octane number scal-
ing or adjustment of the knock testing unit variable used to
measure relative octane quality. This can be in terms of either
compression ratio digital counter units or knock intensity units
per octane number.
3.2.6 overall system response time—the time required from
a process, pipe line, or in-line blender change until that change
can be displayed as a DO.N. value. It includes the time for the
slowest reacting process variable, the sampling system time,
and the knock testing/analyzer response time.

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1
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D 2885 – 95 (1999)
3.2.7 product O.N.—the research or motor octane number
that can result from utilization of DO.N. value produced by this
test method and the output signal of an automatic analyzer.
3.2.7.1 Discussion—In the context of this test method,
typical commercial analyzer instrumentation provides the ca-
pability to display and record the octane number obtained by
adding the DO.N., produced by this test method, to the
calibrated octane number of one of the two fuels compared by
this test method. These knock testing unit/analyzer systems
also can express the product octane number in terms of the
following relationship:
product O.N. 5 prototype O.N. 6 offset O.N. 1 DO.N.
where the offset O.N. represents the difference between the desired
product O.N. and the octane number of the calibrated fuel.
3.2.8 prototype fuel—a spark-ignition engine fuel or process
unit material which is used as a secondary standard. It is
assigned an octane number based on a direct match comparison
with a standard fuel.
3.2.9 sample fuel—the fuel to be evaluated, which is typi-
cally drawn from a flowing stream of either finished spark-
ignition engine fuel product or a process unit material. It must
be continuously representative of the quality being produced
and suitably treated to eliminate any dirt or entrained moisture
without affecting the octane number.
3.2.10 standard fuel—a spark-ignition engine fuel or pro-
cess unit material that is round-robin octane number (O.N.)
calibrated using primary reference fuels, multiple engines, and
so forth, for use in subsequent calibration of prototype fuels.
3.2.11 system dead time—the period during analyzer opera-
tion when sample fuel quality measurement is not possible. It
includes prototype testing periods and the time required to
attain knock testing unit/analyzer equilibrium on the sample
fuel.
4. Summary of Test Method
4.1 In this test method, the research or motor octane number
of a gasoline product is determined by comparing its knock
characteristics with those of a prototype of known research or
motor octane number of an automated repetitive cycle. The
difference in knock characteristics may be measured as (1) the
difference in knock intensity at constant compression ratio, or
(2) the difference in compression ratio at constant knock
intensity. The test method assumes that the automatic analyzer
system has been installed and adjusted according to the
instructions of the manufacturer, whereby the knock intensity
or compression ratio differences are automatically utilized to
produce a measure identified as DO.N. The research or motor
octane number of the product is based on the calibrated
research or motor octane number of the prototype and the
DO.N.
4.2 The primary use of this test method is to evaluate a
steadily flowing sample which is continuously representative
of a product stream that can originate from an in-line blender,
process unit, or transfer pipeline. In addition the method can be
used to analyze individual samples on a repetitive basis.
5. Significance and Use
5.1 This test method provides automatic, on-line analysis by
either research or motor method conditions of test. Gasoline
antiknock quality as determined by this technique has the same
significance as that provided in Test Method D 2699, and Test
Method D 2700. This test method is used by petroleum refiners
as a primary specification measurement.
6. Reference Materials
6.1 Primary Reference Fuels, isooctane and n-heptane
meeting the specifications which follow:
(1) 6.1.1 isooctane shall be no less than 99.75 % by volume
pure, contain no more than 0.10 % by volume n-heptane, and
contain no more than 0.002 g/US gal (0.5 mg/L) of lead.
6.1.2 n-heptane shall be no less than 99.75 % by volume
pure, contain no more than 0.10 % by volume isooctane and
contain no more than 0.002 g/US gal (0.5 mg/L) of lead.
6.2 Standard Fuel, is the basic reference for establishing the
octane number level that defines the product octane number
determined by automatic engine/analyzer systems. The char-
acteristics, storage and handling procedures, calibration and
use of a standard fuel shall conform to the following:
6.2.1 Octane Number shall be selected such that the
prototype fuels to be calibrated shall not differ from it by more
than 60.5 octane number.
6.2.2 Volatility is not critical as long as the standard fuel has
the full boiling characteristics of a typical gasoline. Weather-
ing, however, can cause a change in octane number; thus the
vapor pressure of the standard fuel may have to be lower than
that of the product fuel. A Reid vapor pressure (RVP) less than
10 psi (68.9 kPa) is preferred but it shall not exceed 12 psi
(82.7 kPa) in any case.
6.2.3 Antiknock Compound such as organometallic lead or
manganese shall be used in the standard fuel only if the product
will contain them. The standard fuel shall contain the same
compound used in the product and the concentrations in the
two fuels shall be similar.
6.2.4 Octane Enhancers such as oxygenates shall be used
in the standard fuel if the product will contain them. The
standard fuel shall contain the same enhancer used in the
product and the concentrations in the two fuels shall be similar.
6.2.5 Antioxidant protection is necessary to ensure storage
stability for periods of up to one year of use.
6.2.5.1 Antioxidants shall be added to the standard fuel
prior to any octane number calibration.
6.2.6 Metal Deactivator may be necessary and if added
shall be in accordance with supplier recommendations.
6.2.7 Hydrocarbon Composition shall be similar to that of
the related prototype fuel to be calibrated. Users are cautioned
to investigate the effects of any large differences prior to
application.
6.2.8 Storage and Handling shall be under controlled
conditions to minimize the possibility of octane number change
or contamination. Systems and procedures shall conform to the
recommendations set forth in Annex A1 of this standard.
6.2.9 Octane Number Calibration shall be the average of
ratings on at least 16 different engines, preferably in as many
different laboratories as possible to minimize the potential for
2
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
Contact ASTM International (www.astm.org) for the latest information.
D 2885 – 95 (1999)
individual location bias. These ratings shall be in complete
accordance with the requirements of the research or motor
methods for octane number measurement. Systems and proce-
dures shall conform to the requirements set forth in Annex A2
of this standard.
6.3 Prototype Fuel is a secondary reference for establish-
ing the octane number level that defines the product octane
number determined by automatic engine/analyzer systems. The
characteristics, storage and handling procedures, calibration
and use of a prototype fuel shall conform to the following:
6.3.1 Octane Number shall be within 6 1.0 of the target
octane number.
6.3.2 Sensitivity, or the difference between research and
motor octane numbers, shall be no more than 6 1.0 octane
number different from those of the standard fuel with which it
is calibrated and the product fuels with which it will be used.
6.3.3 Volatility is not critical as long as the prototype fuel
has the full boiling characteristics of a typical gasoline.
Weathering, however, can cause a change in octane number;
thus the vapor pressure of the prototype fuel may have to be
lower than that of the product fuel. A Reid vapor pressure
(RVP) less than 10 psi (68.9 kPa) is preferred but it shall not
exceed 12 psi (82.7 kPa) in any case.
6.3.4 Antiknock Compound such as organometallic lead or
manganese shall be used in the prototype fuel only if the
product will contain them. The prototype fuel shall contain the
same compound used in the product and the concentrations in
the two fuels shall be similar.
6.3.5 Octane Enhancers such as oxygenates shall be used
in the prototype fuel if the product will contain them. The
prototype fuel shall contain the same enhancer used in the
product and the concentrations in the two fuels shall be similar.
6.3.6 Antioxidant protection is necessary to ensure storage
stability for periods of up to one year of use.
6.3.6.1 Antioxidants shall be added to the prototype fuel
prior to any octane number calibration.
6.3.7 Hydrocarbon Composition shall be similar to that of
the product with which it will be used. Users are cautioned to
investigate the effects of any large differences prior to appli-
cation.
6.3.8 Storage and Handling shall be under controlled
conditions to minimize the possibility of octane number change
or contamination. Systems and procedures shall conform to the
recommendations set forth in Annex A1 of this standard.
6.3.9 Octane Number Calibration shall be the average of at
least 10 sets of back-to-back or direct match comparisons of
the prototype fuel to the standard fuel. These comparisons may
be obtained on a single research or motor method laboratory
engine or on a single automatic engine/analyzer unit. Systems
and procedures shall conform to the requirements set forth in
Annex A2 of this standard.
6.3.9.1 The octane number calibration of the prototype fuel
shall be checked with the standard fuel at least once a week and
also whenever there is any indication of contamination or
degradation.
3
6.4 Check Fuels— Check Fuels are a pair of fuels for
system qualification check-out that are prepared, packaged,
stored, and round-robin calibrated as if they were standard
fuels.
6.4.1 The two check fuels shall have an expected difference
0.N. ranging from 0.2 to 1.0 octane number and be coded so the
difference in the calibrated average octane numbers (Fuel B
from Fuel A) is a positive value.
6.4.2 The fuel characteristics, including those for volatility,
antiknock compound, octane enhancers, and antioxidant pro-
tection shall be similar for the two check fuels of a pair.
6.4.3 A standard fuel may be used interchangeably as a
check fuel as long as it is paired with a second fuel that meets
the requirements of a check fuel pair.
7. Apparatus
7.1 The knock testing units must be as specified in the
ASTM Research or Motor Methods.
7.2 The knock testing unit shall be supplemented by auto-
matic analyzer equipment to continuously measure the octane
difference between prototype fuel and product.
7.3 The knock testing unit and analyzer installation must
conform to the recommendations of the “Manual on Installa-
tion of Refinery Instruments and Control Systems.”6
7.4 The sample system must provide a continuously repre-
sentative product to the knock testing unit in accordance with
the recommendations of the “Manual on Installation of Refin-
ery Instruments and Control Systems.”7
7.4.1 Particulate contamination must be removed by a filter
of 100µ m or less.
7.4.2 Entrained water must not be present in the fuels at the
inlet to the automatic analyzer fuel conditioning equipment.
8. Operating Conditions
8.1 The knock testing unit operating conditions must be
those specified in the research or motor methods.
8.2 Prototype and product must be at the same temperature
in the knock testing unit carburetor. The temperature shall not
exceed 50°F (10°C) measured in the excess product disposal
line at the carburetor.
9. Procedure
9.1 Detailed operating procedures shall conform to the
recommendations of the automatic analyzer manufacturer.
These must adhere to the outline provided in this section.
9.1.1 Startup:
9.1.1.1 Start the knock testing unit and allow it to warm up.
9.1.1.2 Select the proper prototype and connect the testing
unit to it.
9.1.1.3 Span the automatic analyzer for the octane range to
be used (knock intensity or compression ratio units per octane
number).
9.1.1.4 Introduce the desired offset O.N. when applicable.
6
API RP550, Second Edition, 1965, Part II, “Process Stream Analyzers,” Section
14.3.
7
Ibid, Sections 14.2 through 14.6.
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)
9.1.1.5 Turn on the product and perform any flow adjust-
ment steps.
9.1.1.6 Establish the fuel-air ratio for maximum knock
intensity for both prototype and product.
9.1.2 On-Line Operation—Switch to automatic mode.
9.1.3 Shutdown—Return to manual mode and perform the
conventional knock testing unit shutdown steps.
10. System Qualification Check-Out
10.1 Check the performance of the combined knock testing
unit/automatic analyzer regularly and after any maintenance
that affects engine performance. Operate the system using two
check fuels of calibrated octane number to determine whether
it produces the correct DO.N. value and does so with appro-
priate system stability.
10.2 The DO.N. value is dependent upon ( 1) knock testing
unit sensitivity, (2) detonation meter sensitivity, and (3) auto-
matic analyzer span setting for the octane range to be used.
10.2.1 The knock testing unit must be able to repeatedly
measure the DO.N. for two fuels of different octane number.
The latitude of engine condition is quite broad and when the
unit is no longer satisfactory for automatic analyzer operation,
it will be evidenced as instability of knock intensity. This
condition often can be rectified through carbon blasting and
ultimately by engine overhaul.
10.2.2 Span (calibrate) setting is a scaling adjustment built
into the automatic analyzer instrument or computer software. It
must be properly preset for the octane range so that knock
intensity or compression ratio signal levels are accurately
displayed in terms of DO.N.
10.3 Perform the qualification check-out with the measure-
ment system operating in the same manner it is used for
product quality measurement. Equal time periods of operation
on the two check fuels shall be used. The time period for
operation on each fuel shall be 4 min or longer.
10.4 Operate the knock testing unit/automatic analyzer sys-
tem sequencing back and forth between the two check fuels
until a minimum of six complete cycles are completed. A
complete cycle comprises one period of operation on one fuel
(A), followed by one period on the second fuel (B). Select the
check fuel inlet connections to the knock testing unit/automatic
analyzer system so that the delta O.N. values are determined by
subtracting the fuel B result from that for fuel A.
10.5 Determination of Average DO.N. and Range:
10.5.1 Discard the DO.N. result for the first complete cycle
determination.
10.5.2 Tabulate the last five DO.N. values (Fuel B from Fuel
A), including the proper algebraic sign.
10.5.2.1 It is permissible to tabulate and analyze the data
utilizing the updated DO.N. after the analysis period on each
fuel (ten values) as long as each fuel is tested a minimum of six
times.
10.5.3 Calculate the average DO.N., with respect to alge-
braic sign.
10.5.4 Calculate the DO.N. range (maximum DO.N.– mini-
mum DO.N.).
10.6 System Accuracy Qualification:
4
TABLE 1 Accuracy Qualification Acceptance Limit Values, K
Test Method
Accuracy Qualification
Acceptance Limit, K
Research 60.4
Motor 60.4
10.6.1 The accuracy of the system shall be assessed by
comparing the measured average DO.N. for two check fuels to
their expected difference O.N.
10.6.1.1 Calculate Q, the accuracy qualification value, using
the following formula:
Q 5 measured average DO.N.2expected difference O.N. (2)
10.6.1.2 The system shall be qualified if Q is between 6 K,
the accuracy qualification acceptance limits listed in Table 1
for the respective method. In the normal and correct operation
of this test method, in the long run, Q is expected to fall outside
the accuracy qualification acceptance limit (K) in only one case
in 20.
10.6.1.3 If Q is outside the accuracy qualification accep-
tance limits, each system component shall be evaluated to
identify and correct the root cause(s) of the inaccuracy.1
10.7 Assessment of System Stability:
10.7.1 The stability of the system should be assessed by
determining the range spanned by the series of DO.N. mea-
surements for the two check fuels.
10.7.1.1 Compare the measured DO.N. range to the range
limit L value, listed in Table 2, for the respective method. If the
measured DO.N. range exceeds the range limit value L, a
general inspection should be performed.8
NOTE 1—Range limit (L) values listed in Table 2 have been selected for
use with data sets of five independent DO.N. determinations, at a Type 1
error of approximately 1 %.
11. Interpretation of Results
11.1 This test method is primarily for on-line quality control
testing of in-line blended gasoline or process unit material. The
evaluation normally covers long periods of time (hours to days)
and control adjustment of product quality is based on automatic
analyzer data. The large amount of data accumulated during
these long time periods place a very high reliability on the
average DO.N. result.
11.2 To properly indicate the DO.N. quality of a tender of
on-line analyzed product it will be necessary to weigh the data
in terms of quantity as well as quality. This can be accom-
plished by multiplying the instantaneous DO.N. by flow rate
and integrating the resultant values (DO.N. 3 barrels) on a
time basis. The weighted average DO.N. for an entire tender of
product can readily be obtained through division of the
totalized DO.N. 3 barrels by the total barrels in the tender.
11.3 The product O.N. will be determined by summing the
target O.N. and the average DO.N. of the product as established
in 10.2.
8
Accuracy Qualification Acceptance Limit (K) and Range Limit (L) values are
based upon statistical evaluation of test data using knock testing unit/analyzer
equipment. See Research Report RR: D2-1330 for details of the study conducted in
1991 through 1993.
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D 2885 – 95 (1999)
TABLE 2 Range Limit Values, L TABLE 3 Confidence Limits
Test Method Range Limit, L Octane Method Standard Deviation 6 Confidence Limits
Research 0.2 Number Research Motor Research Motor
Motor 0.3
80 0.43 0.43 0.21 0.21
85 0.33 0.33 0.16 0.16
90 0.25 0.39 0.12 0.19
11.4 The precision of the product O.N. will be that specified 95 0.22 0.40 0.11 0.20
100 0.25 0.54 0.12 0.26
in 12.3.

12. Precision and Bias
12.1 Characteristics of the Data:
12.1.1 The overall precision of the product octane number
data obtained using a knock testing unit-automatic analyzer
system is made up of three parts. These are the precision of the
standard fuel calibration data, the prototype calibration data
and the product-prototype comparison data.
12.1.1.1 Standard fuel calibration data will provide standard
deviations that agree with the historical standard deviation
versus octane number range data for the research and motor
methods, as shown in Table 3.
12.1.1.2 Prototype fuel calibration data will provide stan-
dard deviations that are almost an order of magnitude smaller
than those for the standard fuel. This is inherent in the method
of obtaining the data, which is based on a direct match
procedure.
12.1.1.3 Product-prototype comparisons will have standard
deviations identical to those for prototype fuel calibrations
because they are also obtained by a direct match procedure.
12.1.2 The precision of the knock testing unit-automatic
analyzer system product quality must be the same as that
specified for the research and motor methods because these are
the methods used to calibrate the standard fuels. The contribu-
tion of the prototype and product-prototype comparisons is
negligible because their variances are so small with respect to
the former.
12.2 Basis for Precision Statement— The precision is de-
fined in terms of the statistical quantity termed confidence
limits. This technique states that there is a specific probability
(95 %) that the true octane number will be within the confi-
dence interval defined by the following relationship:
Confidence limits 5 product O.N. 1 ts/=n (3)
where:
t = is determined from the statistical Student’s t table for a
specific probability level and the appropriate degrees of
freedom (n − 1) which will be infinity for historical
octane data,
s = is the historical standard deviation for the research or
motor methods and a specific octane number level, and
n = is the number of octane determinations involved in the
calibration of the standard fuel.
12.3 Product Precision—There is a 95 % probability that
the true product octane number will be within the confidence
limits specified in Table 3 for various octane number levels and
based on the associated research and motor method standard
deviations which are also listed.
NOTE 2—Confidence limits in Table 3 are based on a 95 % probability
level, the historical standard deviations of the research and motor
methods, n = 16, and a value of Student’s t = 1.96.
12.4 Bias—The bias statement is currently being developed.
13. Keywords
13.1 check fuel; delta octane number; motor octane number;
on-line analyzer; product fuel; prototype fuel; research octane
number; standard fuel

ANNEXES

(Mandatory Information)

A1. STANDARD CHECK, AND PROTOTYPE FUEL STORAGE AND HANDLING

A1.1 Standard fuel must meet the requirements of 6.2 and
must be handled with extreme care from time of initial bulk
collection until ultimate use in calibrating a prototype.
A1.1.1 Bulk Receiver— The volume of the receiver used for
mixing and dispensing the Standard must be large enough to
contain the total volume of fuel to be prepared plus an adequate
excess volume (10 %) for outage and handling. The receiver
must be clean, dry, and free of all hydrocarbon-soluble con-
taminants. It must be equipped with facilities for mixing, and
have a sampling tap for dispensing the fuel into suitable
containers.
NOTE A1.1—If a 55-gal (207-L) drum is used for the bulk receiver,
facilities for tumbling the drum are required. For larger receivers an
in-tank mixer or pumped circulation system is necessary.
A1.1.2 Collection and Preparation—Collection of a fuel in
the bulk receiver must be accomplished in such a manner that
the fuel is clean and does not contain any entrained moisture.
The contents of the receiver must be mixed thoroughly to
ensure uniformity. The length of mixing time will depend on
the size of the receiver and the efficiency of the mixing
facilities.
A1.1.3 Storage Containers:
A1.1.3.1 Preferably, standard fuel should be stored in new,
clean, dry, 1⁄2-gal (or 2-L) cans, with screw top closure and
metal seal inserts. Screw caps must be protected by a cork or
paper disk faced with tin or aluminum foil. Containers which

5
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D 2885 – 95 (1999)

NOTE 1—Table of Metric Equivalents

1⁄2 in. = 12.7 mm
2 in. = 50.8 mm
1⁄2 gal = approximately 2 litres
55 gal = approximately 207 litres.
FIG. A1.1 Bulk Standard Fuel Drum Receiver

are to be shipped by common carrier must conform to ICC,
state, and local regulations.
NOTE A1.2—Only cans with exterior seams soldered with rosin flux are
permissible. Small amounts of flux may contaminate the sample and will
reduce its storage stability. Accordingly all cans must be rinsed with a
quantity of standard fuel prior to filling if there is any doubt about the
manner of can fabrication.
A1.1.3.2 Standard fuel may also be stored and shipped in
new, clean drums that conform to ICC, state, and local
regulations. When standard fuel is shipped in drums, the
receiving location should consider the drum as being equiva-
lent to the bulk receiver as described in A1.1.1 and should
transfer and check the fuel in accordance with A1.1.3.1,
A1.1.4.1, A1.1.5 , and A1.1.6.
A1.1.4 Dispensing Equipment:
A1.1.4.1 For 55-gal (207-L) drums, the water displacement
process illustrated in Fig. A1.1 is the preferred method. Water
is introduced through a standpipe of sufficient length to extend
to the bottom of the drum. The standpipe must have a suitable
adapter to fit into the large bung effecting a tight closure.
Standard fuel is to be dispensed through a 1⁄2-in. (12.7-mm)
valve connected to the small bung and having a fill tube
arrangement that extends to the bottom of the 1⁄2-gal (or 2-L)
cans to be filled.
A1.1.4.2 Nitrogen may also be used to dispense the standard
fuel in which case the nitrogen is introduced through the small
bung and the dispensing valve and fill tube arrangement must
be installed on the standpipe.
NOTE A1.3—Pumped dispensing of standard to the 1⁄2-gal (or 2-L) cans
is not recommended, neither is the use of funnels or other devices between
the dispensing valve and can.
A1.1.4.3 Large bulk receivers or tanks may be utilized and
they must be equipped with a sample cock similar to that
shown in Fig. 3 of Practice D 4057. The apparatus should
include a 1⁄2-in. (12.7-mm) valve and a delivery tube long
enough to reach the bottom of the 1⁄2-gal (or 2-L) cans to be
filled.
A1.1.5 Sampling Procedure—The filling of cans must be
carried out in a sheltered location protected from direct
sunlight and preferably in an area cooled to 32 to 50°F (0 to
10°C). To avoid loss of light ends, and variation between cans,
the filling of the entire group of cans should be carried out as
quickly as possible and without interruption.
A1.1.5.1 Prior to filling, inspect the interior of rinsed and
drained cans for cleanliness with a suitable inspection lamp and
reject all defective cans and those containing water or dirt.
A1.1.5.2 Discard the first 1⁄2 gal (or 2 L) of fuel drawn from
the dispensing spout since this has served to purge the
dispensing equipment.
A1.1.5.3 Fill the cans one at a time to within approximately
1 in. (25.4 mm) of the top (about 2 in. (51 mm) from the top
of the spout) with the end of the delivery tube at the bottom of
the can.
A1.1.5.4 Remove the can from under the delivery tube and
immediately insert the metal seal and screw the cap on tightly.
A1.1.5.5 Tag and label each can and number each in
accordance with the sequence of its preparation.
A1.1.5.6 The last 2 or 3 gal (8 to 12 L) of standard fuel
should not be canned.
A1.1.5.7 After completion of the entire can-filling operation
recheck each cap for tightness and make a visual check for
leaky cans while they are in an upright position.

6
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
Contact ASTM International (www.astm.org) for the latest information.
D 2885 – 95 (1999)
A1.1.5.8 Invert all cans so the caps are at the bottom and
after 5 min in this position make a final check for leaks around
the spout.
A1.1.5.9 Reject any cans that cannot be sealed properly.
A1.1.6 Sample Uniformity Check:
A1.1.6.1 Arrange all cans in chronological order of prep-
aration as indicated by the numbers assigned during the filling
operation.
A1.1.6.2 Select the first, last, and one intermediate can for
in-house uniformity testing.
A1.1.6.3 Test each of the three cans of standard fuel for
Research octane number and any two other ASTM tests such as
API gravity, Reid vapor pressure, distillation, lead content, and
so forth.
NOTE A1.4—Direct match ratings of the three standard fuels by
Research method is the preferred procedure for determining any possible
differences in octane quality.
A1.1.6.4 Compare the results of the like tests on the three
samples. These should agree within the limits specified for
each test method used. In addition, plot the three results for
each test with sample identification number as the abscissa
(abscissa scaled for the total number of cans prepared) and the
test units as the ordinate.
A1.1.6.5 A line drawn through the points plotted for a
particular test should not show any definite slope with ascend-
ing sample number. If one or more plots indicate a change in
quality, an additional sample must be randomly selected from
the batch and analyzed by the same three test procedures.
These data should be added to the earlier plots and a new line
drawn between the points. If the new data confirm that definite
slopes exist for one or more characteristics, the uniformity of
the standard is suspect and must not be further evaluated. A
new standard must then be prepared and a new batch of cans
filled and tested.
A1.1.7 Shipment of Cans:
A1.1.7.1 Select cans to be used as calibration samples.
A1.1.7.2 Pack the selected cans in approved shipping boxes
conforming to ICC, state, or local regulations.
A1.1.7.3 Invert the packed boxes so the cans are upside
down with caps at the bottom and allow sufficient time to make
a final check for leaks.
A1.1.7.4 Affix the required red “flammable” stickers and
shipping labels.
A1.1.8 Storage and Use of Standard Fuel:
A1.1.8.1 The retained cans of standard must be stored in an
area maintained at a temperature of 32 to 80°F (0 to 26.7°C).
Before opening, can and contents must be cooled to 32 to 50°F
(0 to 10°C).
A1.1.8.2 An individual can must be opened and used for
each subsequent prototype fuel calibration. No calibration
work should be performed using standard from a can that has
been previously opened.
A1.2 Prototype fuel must meet the requirements of 6.3 and
must be handled with care to minimize any octane number
degradation. Several systems for collection, storage, and dis-
pensing of prototype fuels have proven successful and are
7
acceptable when a reliable system of periodically rechecking
the calibration is utilized.
A1.2.1 General Considerations:
A1.2.1.1 Storage Tank Recommendations—In selecting the
tank size, consideration must be given to the number of on-line
analyzers, the analyzer use factor (hours per day), retention
period, and the fact that the last 10 to 25 % of each prototype
batch should be discarded. The latter practice is recommended
as a defense against possible rapid change in octane number.
The 55-gal (207-L) drum or similar capacity tanks are popular,
however, there are a number of systems using 150-gal (560-L)
to as much as 2000-gal (7500-L) storage vessels. The use of
stainless steel tanks or internal coatings on tanks will minimize
any rust problems and ensure relatively clean prototype fuel
storage. All storage tanks must be designed for 14 psig (0.097
MPa gage) pressure. Further, all systems must have suitable
pressure relief fittings for safety. All storage tanks should be
equipped with suitable sight glasses or other means of detect-
ing prototype level.
A1.2.1.2 Location of Prototype Storage—It is not necessary
to provide refrigerated or cooled areas for prototype tanks,
although it can be beneficial. Outside placement of prototype
tanks is typical but, if they are exposed to direct sunlight they
should be painted white. It is recommended that some covering
be provided both to help keep the fuels cool and to minimize
equipment maintenance and replacement.
A1.2.1.3 Fittings and Connecting Lines—The use of quick-
connect fittings at the prototype storage tanks for fill lines,
analyzer dispensing lines, and in some cases vent or drain lines
is recommended. Use of manifolds for interconnection of
several prototype storage tanks is discouraged. Dispensing
lines and fittings from the prototype tank to the knock testing
units need not be larger than 1⁄4-in. (6.4-mm) tubing. Stainless
steel is the preferred material for both tubing and fittings.
Standpipes, side taps or other means must be taken to prevent
distribution of prototype from the bottom 3 or 4 in. (76 to 100
mm) of any storage tank. Suitable drains must be provided to
allow removal of any water, sediment, or dirty fuel that may
settle out at the bottom of each storage tank. The most efficient
and expedient method of collecting a prototype is to sample a
flowing product which is being on-line analyzed and is known
to have the desired octane quality. All of the systems described
are based on this sampling approach and the use of a hold and
transfer tank that permits isolation of a batch of material,
additive introduction, and thorough mixing prior to storage.
A1.2.2 Water Displacement System (see Fig. A1.2)—The
use of the water displacement principle of moving prototype
fuel from a storage tank to the knock testing unit-automatic
analyzers is applicable where the system will not be exposed to
freezing temperatures. It has the advantage that the prototype
fuel is not exposed to air nor allowed to vaporize while stored.
Water is supplied to the tank from a constant-level reservoir. A
water solenoid valve (normally open) closes automatically
when the water level in the tank reaches a water-sensing device
installed near the top of the storage tank. This prevents passage
of water through the fuel lines to the knock testing unit. A
standpipe, extending to near the bottom of the tank ensures that
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)

FIG. A1.2 Water Displacement System—Block Diagram

during the prototype filling process the inlet is submerged and
that during the dispensing process water is introduced at the
bottom.
A1.2.2.1 Collecting Prototype—All of the systems de-
scribed include a hold and transfer tank, a suitable valve
arrangement, and a circulation and transfer pump for collection
of a prototype from a flowing product stream. To collect a
prototype the hold and transfer tank must be drained by closing
valves A, B, C, D, E and H and opening valve G. After then
closing valve G the required additives can be introduced
through valve B. Fuel is introduced through valve A. Mixing of
the prototype and additives is accomplished with the circulat-
ing pump in operation and valves C and D open. Perform
transfer of the prototype to one of the storage tanks such as
prototype 1 tank using the circulating pump with valves C and
E open. Take care to purge adequately the transfer line to the
recovery system tank through valve F before introducing fuel
to the prototype 1 tank.
A1.2.2.2 Filling Prototype 1 Tank—Connect the flexible
host fill line quick-connect to the standpipe and the flexible
host line quick-connect from the recovery system tank to the
dispensing line at the top of the prototype 1 tank. Drain the
tank by opening valve K. By opening valve J the prototype will
fill the tank.
A1.2.2.3 Dispensing Prototype—Connect the water flexible
hose quick-connect to the standpipe and the knock testing unit
flexible hose quick-connect to the dispensing line at the top of
the prototype 1 tank and open valve L.
A1.2.3 Nitrogen Pressured System (see Fig. A1.3)—This
system does not prevent vaporization of fuel during storage but
it is a system that can be used with larger than 55-gal (207-L)
drums or tanks. A check valve must be used on the nitrogen
pressuring line to each tank to prevent any possible breathing
between prototype tanks. The pressure relief valve and release
valve M must, in this case, be connected to the recovery system

8
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)

FIG. A1.3 Nitrogen Pressurized System—Block Diagram

tank because gasoline could be released. Collection, additive
introduction, and mixing of prototype are the same as de-
scribed in A1.2.2.1
A1.2.3.1 Filling Prototype 1 Tank—Drain the tank first with
valves J and L closed and valves M and K open. Connect the
flexible hose quick-connect from valve J to the fill line from
the hold and transfer tank. By opening valves J and M the
prototype will fill the tank. Then close valve M.
A1.2.3.2 Dispensing Prototype—Connect the flexible hose
quick-connect from valve J to the knock testing unit line. Open
valve L so that nitrogen pressure can be exerted on the
prototype fuel forcing it through valve J, which must also be
open.
A1.2.4 Conservation Venting System (see Fig. A1.4)—This
system uses a series of closed tanks each with its own
pressure-relieving devices and all interconnected to a recovery
tank which has the only system external vent to the atmo-
sphere. It incorporates rather stringent safety considerations,
but it is recommended that individual refinery design and
safety sections be consulted before installation is made. All
tanks should be of the cylindrical steel type with dished heads
and have pressure-relief devices to accomplish the following:
(1) Vacuum relief, opening at 1 in. (25.4 mm) of water
differential,
(2) Pressure relief, opening at 13 psi (0.090 MPa)(gage),
and
(3) Emergency pressure relief, opening at 14 psi (0.097
MPa) (gage).
The recovery system tank is maintained at atmospheric
pressure by a proper vent line with flame arrester. Each
prototype tank should be equipped with a single flexible hose
and quick-connect coupling that is to be used for both the fill
and dispensing functions. With this design it is impossible to
add fuel to the tank at the same time that fuel is being
dispensed to a knock testing unit. Collection, additive intro-
duction, and mixing of prototype are the same as described in
A1.2.2.1.

9
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)

FIG. A1.4 Conservation Venting System—Block Diagram

A1.2.4.1 Filling Prototype 1 Tank—Drain the tank first by
opening valve K. Connect the flexible hose quick-connect from
valve J to the fill line from the hold and transfer tank. By
opening valve J the prototype will fill the tank.
A1.2.4.2 Dispensing Prototype—Connect the flexible hose
quick-connect from valve J to the knock testing unit line. Open
valve J. Flow is best accomplished through use of an electric
autopulse pump at the knock testing unit.
A1.2.5 Pumping System:
A1.2.5.1 Electric autopulse pumping of prototype from a
small (1 to 3-gal (or 4 to 12-L)) vented container placed near
the knock testing unit is satisfactory. The container should be
freshly filled for each analysis run. Bulk storage of prototype
can then be handled in drums. Dispensing from the drum to the
small container should be performed with a fill tube arrange-
ment similar to that shown in Fig. A1.1.
A1.2.5.2 Cooling of the prototype in the small container
during use can be beneficial in prevention of weathering. This
can be accomplished using a cooling coil immersed in the
container and through which chilled water is circulated.
A1.3 Check fuels must meet the same requirements as
standard fuel and shall be collected, prepared, packaged,
stored, dispensed, and shipped for calibration as if they are
standard fuel.

10
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
Contact ASTM International (www.astm.org) for the latest information.
D 2885 – 95 (1999)
A2. STANDARD CHECK, AND PROTOTYPE FUEL CALIBRATION PROCEDURES
STANDARD FUEL
A2.1 Octane Number Determinations must be obtained on
at least 16 different engines. Ideally, these engines should be in
different laboratories but under no circumstance should more
than two engines from one laboratory be involved. Ratings
must conform to the requirements in the following sections:
A2.1.1 Procedures and equipment must conform to the
requirements of the research or motor methods and be based on
the prescribed comparisons with primary reference fuels.
A2.1.2 Each determination must be reported to the nearest
one tenth of an octane number as described in Section 15 of
Test Methods D 2699 and D 2700.
A2.2 Calculation of Average Octane Number:
A2.2.1 List all individual determinations and obtain their
sum.
A2.2.2 Determine the average O.N. by dividing the sum of
the determinations by the number of ratings (n), and record the
value to the nearest one hundredth of an octane number.
A2.3 Standard Deviation:
A2.3.1 List beside each determination of A2.2.1 its devia-
tion from the average O.N. The sign 6 may be noted but it will
not affect the calculations.
A2.3.2 Square each deviation and obtain the sum of the
squares.
A2.3.3 Determine the variance by dividing the sum of the
squares of the deviations by the degrees of freedom which will
be one less than the number of determinations (n − 1).
A2.3.4 Determine the standard deviation by extracting the
square root of the variance.
A2.4 Criterion for the Rejection of Wild Data:
A2.4.1 Practice E 178 provides comprehensive procedures
for testing the extreme value or values of sample data. These
criteria evaluate whether the outlying values are reasonable or
suspect at specific probability levels.
A2.4.2 A portion of the Grubbs’ rejection criterion has been
utilized for octane determination data since 1952. This crite-
rion is recommended for use with standard fuel octane number
data.
A2.4.3 Application of the Grubbs’ criterion is as follows:
A2.4.3.1 Multiply the standard deviation obtained in A2.3.4
by the T factor listed in Table A2.1 for the number of results (n)
in the average to obtain the critical value.
A2.4.3.2 Select the result with the largest numerical devia-
tion from the average regardless of algebraic sign and compare
this deviation with the critical value obtained in A2.4.3.1. If the
deviation exceeds the critical value, the octane number with
that deviation should be rejected.
A2.4.3.3 If there are two determinations with equal maxi-
mum deviations, both determinations can be rejected regard-
less of algebraic sign if they exceed the critical value obtained
in A2.4.3.1.
11
TABLE A2.1 T Factors for Grubbs’ Rejection Criterion
(99 % Probability Level)A
n T
10 2.410
12 2.550
14 2.659
16 2.747
18 2.821
20 2.884
22 2.939
24 2.987
A
From Practice E 178, Table 1.
A2.4.3.4 When any determination, is rejected, compute a
new average, new deviations, a new standard deviation based
on the revised degrees of freedom, and a new critical value to
permit testing the next largest numerical deviation. The process
must be continued until the largest deviation is equal to or less
than the critical value.
PROTOTYPE FUEL
A2.5 Octane Number Determinations must be obtained by
a direct match comparison with a standard fuel the O.N. of
which is within 60.5 of the prototype O.N.
A2.5.1 At least 10 individual comparisons must be ob-
tained, which will require either 10 knock intensity or 10
compression ratio values for each fuel (prototype and stan-
dard).
A2.5.2 All required determinations can be obtained on a
single knock testing unit or multiple knock testing units. If
more than one knock testing unit is used, it will be necessary
to obtain the same number of prototype and standard fuel
determinations on a given unit and these determinations must
be used in pairs as comparisons. A prototype determination
from one knock testing unit should not be compared with a
standard determination from another unit.
A2.5.3 Procedures and equipment must conform to the
requirements of the research or motor methods. In addition it
will be necessary to have both fuels chilled to 40 to 45°F (4.4
to 7.2°C) and maintained at this temperature throughout the
testing sequence.
A2.5.4 Operating Procedure for Direct Match Compari-
sons:
A2.5.4.1 Use only a thoroughly warmed-up knock testing
unit. It is preferable to operate the equipment on the prototype
fuel to be tested for about 15 min at the conditions for standard
knock intensity.
A2.5.4.2 Calibrate the knock testing unit to accurately
establish the knock intensity or compression ratio units per
octane number. If automatic instrumentation is to be used to
display DO.N., it is mandatory that the manufacturer’s instruc-
tions and calibration procedure be carried out to ensure proper
instrument scaling.
A2.5.4.3 Begin in the operating sequence by adjusting the
fuel-air ratio for maximum knock intensity on each of the two
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)
fuels. It is mandatory that each fuel be operated at its
independently determined fuel-air ratio.
A2.5.4.4 The operating time on each of the fuels should be
about the same regardless of whether manual or automatic
evaluation is followed. The minimum time for each fuel
operating period shall be 4 min.
A2.5.4.5 The knock intensity or compression ratio condition
which prevails during the last 30 to 120 s of each operating
period shall be the measure of fuel quality for that sequence.
A2.5.4.6 The first three comparisons must not be used. This
will permit engine-fuel type-time sequencing conditions to
seek some level of equilibrium. This means that the first three
measures of standard fuel quality and the first three measures
of prototype fuel quality will not be acceptable.
A2.5.4.7 Record a minimum of 10 standard fuel and 10
prototype fuel knock intensity or compression ratio values or
the equivalent instrumentally displayed DO.N. values that
prevail at the conclusion of each prototype fuel sequence.
NOTE A2.1—Additional data comparisons will, of course, improve the
statistical significance of the DO.N. value.
A2.5.4.8 If knock intensity or compression ratio data are
obtained by manual operation it will be necessary to take the
difference (prototype minus standard) and divide it by the
calibration factor determined in A2.5.4.2. Examples of each
type of calculation below:
Knock Intensity (K.I.)
Standard Fuel K.I. 5 5 0 5 KIs
Prototype Fuel K.I. 5 57 5 KI p
Calibration factor F1 5 20 KI Divisions/O.N.
NOTE A2.2—Because of the inverse relationship between knock inten-
sity and octane number, the factor KI Divisions/O.N. carries a negative
sign.
DO.N. 5 ~KI p 2 KIs!/F I
DO.N. 5 ~57250!/~220! 5 20.35
A3. AUTOMATIC ANALYZER INSTRUMENT CHECK-OUT
A3.1 Automatic analyzer equipment comprises a number of
sub-systems as follows:
A3.1.1 Fuel-handling equipment including pumps, valves,
chillers, and carburetion accessories.
A3.1.2 Sequencing or programming circuitry and associated
components to provide automatic operation on either of two
fuels.
A3.1.3 Control and safety devices to permit unattended
system operation.
A3.1.4 Measurement and computation instrumentation to
convert either knock testing unit knock intensity or compres-
sion ratio to DO.N.
A3.2 Automatic analyzer check-out can be performed with
the analyzer disassociated from the knock testing unit. All of
the sub-systems of A3.1 except A3.1.4 are mechanical or
electro-mechanical in nature and can be checked using the
12
Compression Ratio (C.R.)
Standard Fuel CR 5 920
Prototype Fuel CR 5 910
Calibration Factor 5 Fc 5 27 CR Units/O.N.
DO.N. 5 ~CRp 2 CR s!/Fc
DO.N. 5 ~9102920!/27 5 20.37
A2.5.5 The octane number determinations will be expressed
as DO.N.
A2.5.6 The DO.N. values can be obtained by manual
operation of the knock testing unit or through use of any of the
automatic instruments which produce valid knock intensity or
compression ratio data that can display or permit calculation of
DO.N.
A2.5.7 Record the DO.N. values to the nearest significant
one hundredth of an octane number.
A2.6 Calculation of Average Octane Number:
A2.6.1 Tabulate the DO.N. values (prototype minus stan-
dard) and their algebraic sign.
A2.6.2 Determine the algebraic sum of the DO.N. data.
A2.6.3 Determine the average DO.N. by dividing the sum of
the values by the number of comparisons and record the value
to the nearest one hundredth again, being certain to retain the
proper algebraic sign.
A2.6.4 Algebraically add the standard fuel average O.N.
and the prototype from standard DO.N. to establish the average
octane number of the prototype fuel.
prototype O.N. 5 standard O.N. 1 prototype DO.N.
CHECK FUELS
A2.7 Each check fuel of a pair shall be octane number
calibrated in accordance with the procedures specified for
standard fuel.
analyzer manufacturer’s instruction manuals.
A3.3 Check-out of the measurement and computation
systems is the primary criterion for assessing analyzer perfor-
mance.
A3.3.1 Analyzers using knock intensity as the measure of
octane quality must be checked as follows:
A3.3.1.1 Introduce as an input to the automatic analyzer two
simulated knock intensity signals that are equivalent to the
signals that would be produced by two fuels having a specific
octane number difference (DO.N.).
A3.3.1.2 If one signal level is introduced during the proto-
type sequence and the other during the product sequence, the
automatic analyzer should compute and display a DO.N.
equivalent to the difference between the two signals intro-
duced.
 NOTICE: This standard has either been superceded and replaced by a new version or discontinued.
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D 2885 – 95 (1999)
A3.3.1.3 If incorrect display occurs, readjust the internal
instrumentation controls in accordance with the manufacturer’s
instruction manuals.
A3.3.2 Analyzers using compression ratio as the measure of
octane quality must be checked as follows:
A3.3.2.1 Introduce as an input to the automatic analyzer
compression ratio signals at each of two levels so that the
difference between the two levels represents a specific DO.N.
NOTE A3.1—The most convenient manner of obtaining this signal is to
use the knock testing unit with the automatic analyzer compression ratio
measurement device mounted on the cylinder and associated sleeve or
clamp. The knock testing unit should be operated and the C.R. indicator
or digital counter used as the measure of input information. The
combustion characteristics of the knock tesing unit are not significant for
this test.
A3.3.2.2 If each signal level is introduced during one of the
two fuel sequence periods, the automatic analyzer should
compute and display the proper DO.N.
A3.3.2.3 If incorrect display occurs readjust the internal
instrumentation controls in accordance with the manufacturer’s
instruction manuals.

A4. KNOCK TESTING UNIT MAINTENANCE GUIDE

A4.1 A routine knock testing unit preventive maintenance A4.1.2.3 Replace spark plug (0.020 6 0.005-in. (0.51 6
schedule is given below as a guide. 0.127-mm) gap).
A4.1.1 Daily Checks: A4.1.2.4 Check gap in ignition secondary lead (3⁄32 in. (2.4
mm)), if auxiliary gap is used.
A4.1.1.1 Check coolant, add as necessary.
A4.1.2.5 Check ignition breaker points, dress or replace as
A4.1.1.2 Check crankcase vacuum, service breather valve
required (0.020-in. (0.51-mm) gap).
as required.
A4.1.2.6 Check and set ignition timing as required.
A4.1.1.3 Check oil level, temperature, and pressure. A4.1.2.7 Check and set valve clearances as required
A4.1.1.4 Check inlet air temperature (and mixture tempera- (0.0086 0.001 in. (0.20 6 0.025 mm) measured hot).
ture for motor method). A4.1.3 Monthly Service:
A4.1.1.5 Check water pressure, replace water element as A4.1.3.1 Change oil filter element.
required. A4.1.3.2 Check fuel filters, change as required.
A4.1.2 Weekly Service: A4.1.3.3 Clean and inspect crankcase breather valve.
A4.1.2.1 Drain crankcase oil and refill. A4.1.3.4 Check basic cylinder height setting.
A4.1.2.2 Carbon blast intake and exhaust ports and com- A4.1.3.5 Check ice tower screen and drain trap if appli-
bustion chamber. Scrape deposits from valve stems as required. cable.

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13