SAE J 1510-2017 Lubricants for Two-Stroke-Cycle Gasoline Engines.pdf

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1、 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising ther

2、efrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this

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4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/J1510_201705 SURFACE VEHICLE RECOMMENDED PRACTICE J1510 MAY2017 Issued 1985-03 Reaffirmed 2001

5、-11 Revised 2017-05 Superseding J1510 NOV2001 Lubricants for Two-Stroke-Cycle Gasoline Engines RATIONALE This document has been revised to include the removal of the reference to a 1987 version of ASTM D4682 and to delete a paragraph about ongoing work which has been stopped. 1. SCOPE The informatio

6、n in this SAE Recommended Practice has been compiled by Technical Committee 1 (Engine Lubrication) of the SAE Fuels and Lubricants Division. The intent is to provide those concerned with the design and maintenance of two-stroke-cycle engines with a better understanding of the properties of two-strok

7、e-cycle lubricants. Reference is also made to test procedures which may be used to measure the chemical and physical characteristics of these lubricants. 2. REFERENCES 2.1 Applicable Publications The following publications form a part of this specification to the extent specified herein. Unless othe

8、rwise indicated, the latest issue of SAE publications shall apply. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. SAE J1536 Two-Stroke-Cycle Engine Oi

9、l Fluidity/Miscibility Classification 2.1.2 ASTM Publications Available from ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959, Tel: 610-832-9585, www.astm.org. ASTM D93 Test Methods for Flash Point by Pensky-Martens Closed Tester ASTM D874 Test Method for Su

10、lfated Ash from Lubricating Oils and Additives SAE INTERNATIONAL J1510 MAY2017 Page 2 of 4 ASTM D3607 Method for Removing Volatile Contaminants from Used Engine Oils by Stripping ASTM D4682 Specification for Miscibility with Gasoline and the Fluidity of Two-Stroke-Cycle Gasoline Engine Lubricants 3.

11、 LUBRICANT CLASSIFICATION At the present time, two-stroke-cycle engine and lubricant manufacturers use a variety of engine and bench tests to define lubricant performance. For example, for several years the National Marine Manufacturers Association (NMMA) has been approving oils for water-cooled, tw

12、o-stroke-cycle outboard engines. Products with this approval bear a NMMA TC-W3 or TC-W IIlogo. 4. ENGINE APPLICATIONS Two-stroke-cycle engines are used in many applications with a broad range of specific power outputs. Water-cooled outboard engines with displacements to 4000 cc are not uncommon. At

13、the other end of the scale are air-cooled engines for power tools, with displacements of 30 cc or less. In between are engines with various displacements and specific outputs. Typically, they are used to power motorbikes, lawn mowers, motorcycles, small tractors, chainsaws and other hand-held equipm

14、ent, portable generators or pumps, snowmobiles, personal watercraft, etc. 5. LUBRICATION SYSTEMS Two approaches to two-stroke-cycle engine lubrication are common: a. Pre-mixing, in which the lubricant is added to the fuel either in the fuel tank or before it is put in the fuel tank b. Injection, in

15、which the lubricant is metered directly into the intake manifold or other points using a pump that is controlled by engine speed and/or throttle setting or where the lubricant is metered into the gasoline between the fuel tank and the engine Use of oil injection systems is increasing. In addition to

16、 being more convenient, the injection system optimizes lubricant delivery rates over varying power and speed ranges. 6. FUEL:OIL RATIOS The ratio of fuel to oil depends on the engine, the application, and the lubricant. A fuel-to-oil ratio of 50:1 is often specified by both engine manufacturers and

17、lubricant marketers for oils such as those used in large outboard engines. However, higher ratios, for example, 100:1, are sometimes recommended. Ratios as low as 16:1 are sometimes specified for use in air-cooled engines. Variable ratios are characteristic of lube-injection systems. In one lube-inj

18、ected snowmobile, for example, the ratio varies from 100:1 at idle to 24:1 at wide open throttle (WOT). 7. LUBRICANT ROLE Two-stroke-cycle gasoline engines typically utilize “once through” lubrication. In any application, the lubricant is expected to protect the engine from wear, scuffing, ring stic

19、king, piston deposits, and rust. It must do so without causing excessive plug fouling, pre-ignition, detonation, or exhaust system blockage. If the engine is lube-injected, the lubricant should continue to flow from the reservoir to the injection pump at the lowest ambient temperature expected in th

20、e application for which the lubricant is intended. 8. OIL COMPOSITION With the wide variety of two-stroke-cycle engines and uses, one lubricant composition may not be optimum for all applications. However, two-stroke-cycle engine lubricants, like other lubricant classes, do have features in common.

21、The base oils are most often petroleum derived, but can be synthetic or part synthetic containing base fluid components such as ester and polyisobutene. Frequently, a portion of the base oil is a high viscosity component such as bright stock. Most oils contain an additive package to improve engine c

22、leanliness. Many contain a hydrocarbon diluent to improve the miscibility (rate of mixing) with gasoline and the fluidity (flow) at low ambient temperatures. Some two-stroke-cycle engine lubricants also contain a pour depressant. SAE INTERNATIONAL J1510 MAY2017 Page 3 of 4 For some applications, for

23、 example, large outboard engines, where WOT operation for extended periods is common practice, the cleanliness additives must be essentially ashless to avoid pre-ignition and detonation. However, most lubricants, especially those designed for air-cooled engines, contain ash-forming components to con

24、trol ring zone deposits at high-operating temperatures. Some modern air-cooled engines perform best with oils containing a mixture of ashless and ash-forming components. 9. PHYSICAL AND CHEMICAL PROPERTIES 9.1 Fluidity and Miscibility The rheological requirements for two-stroke-cycle engine lubrican

25、ts do not include viscosity exclusively. Lubricants must also have the ability to mix into gasoline and/or flow at the prevailing ambient temperature. SAE J1536 and the supporting ASTM standard specification D4682, describe four grades of two-stroke-cycle engine lubricants according to rheological p

26、roperties. 9.2 Rust The ability of the oil to prevent internal engine corrosion during shut-down is critical. The NMMA TC-W II or TC-W3standards provide a laboratory test procedure whereby the rust inhibiting properties of an oil in the presence of a brine solution can be established. 9.3 Stability

27、and Compatibility It is imperative that oils intended for use in lube-injected engines remain homogeneous over a broad range of ambient temperatures for extended periods of time. Otherwise, filter plugging and engine damage due to oil starvation may occur. Therefore, oils should be inspected to ensu

28、re that they are free of gel, sediment, particulates, immiscible liquids, etc. The NMMA TC-W3specification requires that products demonstrate compatibility with commonly available two-stroke cycle outboard lubricants. Lubricants must remain fluid when contaminated with small amounts of water. Lubric

29、ants which are individually satisfactory may not be so when mixed with other oils. 9.4 Pour Point Two-stroke-cycle engine lubricants are usually pour depressed to ensure adequate dispensability over extended periods of time at lower ambient temperatures. The degree of pour depression, which varies d

30、epending on the intended applications, can be established using method ASTM D97. 9.5 Solvent Content The solvent content of a two-stroke-cycle engine lubricant can be established by using ASTM D3607. However, because the solvent levels are considerably higher than the fuel contents of used oils, the

31、 stripping time should be extended 6 hours. 9.6 Ash Content The amount of ash formed from burning a two-stroke-cycle engine lubricant may be obtained by ASTM D874. As noted in Section 8, some engines do not perform satisfactorily with ash-forming lubricants, while others benefit from them. 9.7 Eleme

32、ntal Analysis The elemental analysis of lubricants containing ash-forming additives can be established using such techniques as emission spectroscopy, X-ray fluorescence, etc. The level of metal detergents can be determined using one of these methods. The additive level of ashless two-stroke-cycle o

33、ils generally can be determined by an analysis for elemental nitrogen. SAE INTERNATIONAL J1510 MAY2017 Page 4 of 4 9.8 Flash Point The flash point of solvent-diluted two-stroke-cycle engine lubricants can be quite low, for example, in the range of 40 to 65 C (104 to 149 F) by ASTM D93. Such lubrican

34、ts may be classified as “combustible liquids.” This has obvious safety implications in terms of lubricant manufacturing, storage, packaging, or shipment. 9.9 Color Many two-stroke-cycle engine lubricants are dyed to help establish that the oil has been mixed with gasoline prior to use. The intensity

35、 of the color should, therefore, be high enough to ensure a light, but readily visible, color after mixing. Because of the possibility of confusion with transmission fluids, it is recommended that a dye color other than red be used. Blue and green are common. 10. NOTES 10.1 Revision Indicator A chan

36、ge bar (l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original publications, nor in documents that contain editorial changes only. PREPARED BY THE SAE FUELS AND LUBRICANTS TC 1 ENGINE LUBRICATION COMMITTEE