SAE J 300-2015 Engine Oil Viscosity Classification.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 theref

2、rom, 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 2015 SAE InternationalAll rights reserved. No part of this publi

3、cation may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (out

4、side USA)Fax: 724-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/J300_201501SURFACE VEHICLESTANDARDJ300 JAN2015Issued 1911-06Revised 2015-01Superseding J300 A

5、PR2013Engine Oil Viscosity ClassificationRATIONALEThis revision continues the process of extending the SAE Engine Oil Viscosity Classification system to lower high-temperature high-shear-rate (HTHS) viscosities by adding two new high-temperature viscosity grades SAE 12 and SAE 8 to SAE J300 with min

6、imum HTHS viscosities of 2.0 and 1.7 mPas respectively. The benefit of establishing new viscosity grades is to provide a framework for formulating lower HTHS engine oils in support of the ongoing quest of Original Equipment Manufacturers (OEMs) to improve fuel economy.The 100C kinematic viscosity (K

7、V100) ranges of the new viscosity grades overlap to provide adequate formulating space for these grades. How to assign a single high-temperature viscosity grade to an engine oil with KV100 in the overlap regions is covered in Section 6 of this document.1. SCOPEThis SAE Standard defines the limits fo

8、r a classification of engine lubricating oils in rheological terms only. Other oil characteristics are not considered or included.2. REFERENCES2.1 Applicable DocumentsThe following publications form a part of this specification to the extent specified herein. Unless otherwise indicated, the latest i

9、ssue of SAE publications shall apply.2.1.1 SAE PublicationsAvailable from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org.SAE J1510 Lubricants for Two-Stroke-Cycle Gasoline EnginesSAE J1536 Two

10、-Stroke-Cycle Engine Oil Fluidity/Miscibility Classification2010-01-2286 Covitch, M., Brown, M., May, C., Selby, T. et al., “Extending SAE J300 to Viscosity Grades below SAE 20,“ SAE Int. J. Fuels Lubr. 3(2):1030-1040, 2010, doi:10.4271/2010-01-2286. 2.1.2 ASTM PublicationsAvailable from ASTM Intern

11、ational, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959, Tel: 610-832-9585, www.astm.orgSAE INTERNATIONAL J300 Revised JAN2015 Page 2 of 9ASTM D97 Standard Test Method for Pour Point of Petroleum OilsASTM D445 Standard Test Method for Kinematic Viscosity of Transparent and Op

12、aque Liquids (and the Calculation of Dynamic Viscosity)ASTM D2500 Standard Test Method for Cloud Point of Petroleum OilsASTM D3244 Standard Practice for Utilization of Test Data to Determine Conformance with SpecificationsASTM D3829 Standard Test Method for Predicting the Borderline Pumping Temperat

13、ure of Engine OilASTM D4683 Standard Test Method for Measuring Viscosity at High Temperature and High-Shear Rate by Tapered Bearing SimulatorASTM D4684 Standard Test Method for Determination of Yield Stress and Apparent Viscosity of Engine Oils at Low TemperatureASTM D4741 Standard Test Method for M

14、easuring Viscosity at High Temperature and High-Shear Rate by Tapered-Plug ViscometerASTM D5133 Standard Test Method for Low Temperature, Low Shear Rate, Viscosity/Temperature Dependence of Lubricating Oils Using a Temperature-Scanning TechniqueASTM D5293 Standard Test Method for Apparent Viscosity

15、of Engine Oils Between 30 and 5 C Using the Cold-Cranking SimulatorASTM D5481 Standard Test Method for Measuring Apparent Viscosity at High-Temperature and High-Shear Rate by Multicell Capillary Viscometer2.1.3 Other PublicationsCEC L-36-90 The Measurement of Lubricant Dynamic Viscosity Under Condit

16、ions of High Shear CRC Report No. 409 Evaluation of Laboratory Viscometers for Predicting Cranking Characteristics of Engine Oils at 0 F and 20 F, April 19682.2 Related PublicationsThe following publications are provided for information purposes only and are not a required part of this SAE Technical

17、 Report.2.2.1 ASTM PublicationsAvailable from ASTM International, 100 Barr Harbor Drive, P.O. Box C700, West Conshohocken, PA 19428-2959, Tel: 610-832-9585, www.astm.orgASTM Data Series DS 62 The Relationship Between High-Temperature Oil Rheology and Engine Operation -A Status ReportASTM STP 1068 Hi

18、gh-Temperature, High-Shear Oil Viscosity - Measurement and Relationship to Engine OperationASTM STP 1143 Low-Temperature Lubricant Rheology: Measurement and Relevance to Engine OperationASTM Research Report RR-D02-1442Cold Starting and Pumpability Studies in Modern EnginesASTM Research Report D02-17

19、67 Interlaboratory Study to Establish Precision Statements for ASTM D4683-10, D5481-10 and D4741-12SAE INTERNATIONAL J300 Revised JAN2015 Page 3 of 93. SIGNIFICANCE AND USEThe limits specified in Table 1 are intended for use by engine manufacturers in determining the engine oil viscosity grades to b

20、e used in their engines, and by oil marketers in formulating, manufacturing, and labeling their products. Oil marketers are expected to distribute only products which are within the relevant specifications in Table 1.The application of ASTM D3244 is used only for dispute resolution and shall not mod

21、ify the limiting values in Table 1.Two series of viscosity grades are defined in Table 1: (a) those containing the letter W and (b) those without the letter W. Single viscosity-grade oils (“single-grades”) with the letter W are defined by maximum low-temperature cranking and pumping viscosities, and

22、 a minimum kinematic viscosity at 100 C. Single-grade oils without the letter W are based on a set of minimum and maximum kinematic viscosities at 100 C, and a minimum high-shear-rate viscosity at 150 C. The shear rate will depend on the test method used. Multiviscosity-grade oils (“multigrades”) ar

23、e defined by both of the following criteria:a. Maximum low-temperature cranking and pumping viscosities corresponding to one of the W grades, andb. Maximum and minimum kinematic viscosities at 100 C and a minimum high-shear-rate viscosity at 150 C corresponding to one of the non-W grades.Table 1 - S

24、AE viscosity grades for engine oils(1)(2)Caution: kinematic viscosity ranges for SAE 8 to SAE 20 viscosity grades partially overlap. How to assign a single viscosity grade to an engine oil satisfying the kinematic viscosity specifications of more than one grade is covered in Section 6 of this docume

25、nt.SAEViscosityGradeLow-Temperature (C)CrankingViscosity(3), mPasMaxLow-Temperature (C)PumpingViscosity(4) mPasMax withNo Yield Stress(4)Low-Shear-RateKinematicViscosity(5) (mm2/s)at 100 CMinLow-Shear-RateKinematicViscosity(5) (mm2/s)at 100 CMaxHigh-Shear-RateViscosity(6) (mPas)at 150 CMin0W 6200 at

26、 35 60 000 at 40 3.8 5W 6600 at 30 60 000 at 35 3.8 10W 7000 at 25 60 000 at 30 4.1 15W 7000 at 20 60 000 at 25 5.6 20W 9500 at 15 60 000 at 20 5.6 25W81213 000 at 1060 000 at 159.34.05.06.17.11.72.016 6.1 8.2 2.320 6.9 9.3 2.630 9.3 12.5 2.940 12.5 16.3 3.5 (0W-40, 5W-40, and10W-40 grades)40 12.5 1

27、6.3 3.7 (15W-40, 20W-40,25W-40, 40 grades)50 16.3 21.9 3.760 21.9 26.1 3.71. Notes1 mPas = 1 cP; 1 mm2/s = 1 cSt2. All values, with the exception of the low-temperature cranking viscosity, are critical specifications as defined by ASTM D3244 (see text, Section7.)3. ASTM D5293: Cranking viscosity The

28、 non-critical specification protocol in ASTM D3244 shall be applied with a P value of 0.95.4. ASTM D4684: Note that the presence of any yield stress detectable by this method constitutes a failure regardless of viscosity.5. ASTM D4456. ASTM D4683, ASTM D4741, ASTM D5481, or CEC L-36-90.4. LOW-TEMPER

29、ATURE TEST METHODSThe low-temperature cranking viscosity is measured according to the procedure described in ASTM D5293 and is reported in milliPascalseconds (centipoise). Viscosities measured by this method have been found to correlate with the ability of engines to start at low temperature.SAE INT

30、ERNATIONAL J300 Revised JAN2015 Page 4 of 9The pumping viscosity is a measure of an oils ability to flow to the engine oil pump and provide adequate oil pressure during the initial stages of operation. The pumping viscosity is measured in milliPascalseconds (centipoise) according to the procedure in

31、 ASTM D4684. This procedure uses the Mini-Rotary Viscometer to measure either the existence of yield stress or the viscosity in the absence of measured yield stress after the sample has been cooled through a prescribed slow cool (so-called TP1) cycle. This cooling cycle has predicted as failures sev

32、eral SAE 10W-30 and SAE 10W-40 engine oils which are known to have suffered pumping failures in the field after short-term (two days or less) cooling. These field failures are believed to be the result of the oil forming a gel structure that results in excessive yield stress and/or viscosity of the

33、engine oil. The significance of the ASTM D4684 method is projected from the preceding SAE 10W-30 and SAE 10W-40 data.Limited test work has shown that in a few specific instances, borderline pumping temperature (ASTM D3829), and/or Scanning Brookfield method (ASTM D5133) can provide additional inform

34、ation regarding low-temperature performance. It is suggested that these tests be conducted when formulating new engine oils, or when there are significant changes in base oil or additive components of existing products.Because engine pumping, cranking, and starting are all important at low temperatu

35、res, the selection of an oil for winter operation should consider both the viscosity required for successful oil flow, as well as that for cranking and starting, at the lowest ambient temperature expected.A manufacturer may not release a product if its low-temperature cranking viscosity as measured

36、by the manufacturer exceeds the maximum limit for its W grade. Similarly, a manufacturer may not release a product if its CCS viscosity as measured by the manufacturer is less than or equal to the stated limit of the next lower W grade. If multiple, operationally-valid CCS measurements are obtained

37、at a given temperature, the average value is to be used to judge suitability for release. Appendix A contains examples of the application of ASTM D3244 in resolving disputes between laboratories as to whether a product conforms to a non-critical cranking viscosity specification.5. HIGH-TEMPERATURE T

38、EST METHODSKinematic viscosity at 100 C is measured according to ASTM D445, and the results are reported in mm2/s (centistokes). Kinematic viscosities have been related to certain forms of oil consumption and have been traditionally used as a guide in selecting oil viscosity for use under normal eng

39、ine operating temperatures. Also, kinematic viscosities are widely used in specifying oils for applications other than in automotive engines.High-temperature high-shear-rate (HTHS) viscosity measured at 150 C and reported in mPas (centipoise) is widely accepted as a rheological parameter which is re

40、levant to high-temperature engine performance. In particular, it is generally believed to be indicative of the effective oil viscosity in high-shear components of an internal combustion engine (for example, within the journal bearings and between the rings and cylinder walls) under severe operating

41、conditions. While the specific temperature and shear rate conditions experienced by an oil in a particular application depend on mechanical design and operating parameters, the measurement conditions specified in Table 1 are representative of a wide range of engine operating conditions.Many commerci

42、al engine oils contain polymeric additives for a variety of purposes, one of the most important of which is viscosity modification. Specifically, the use of such additives in creating multigrade oils is commonplace. However, oils containing a significant polymeric additive concentration, whether for

43、 viscosity modification or another lubricant function, are generally characterized by having a non-Newtonian, “shear thinning” viscosity (i.e., a viscosity which decreases with increasing shear rate).To insure that polymer-containing oils do not create a situation in which the viscosity of the oil d

44、ecreases to less than a specified limit, minimum values of HTHS viscosity are assigned to each of the non-W viscosity grades in Table 1. A special situation exists regarding the SAE 40 grade. Historically, SAE 0W-40, 5W-40, and 10W-40 oils have been used primarily in light-duty engines. These multig

45、rade SAE 40 oils must meet a minimum HTHS viscosity limit of 3.5 mPas.In contrast, SAE 15W-40, 20W-40, 25W-40, and 40 oils have typically been used in heavy-duty engines. The manufacturers of such engines have required HTHS viscosity limits consistent with good engine durability in high-load, severe

46、 service applications. Thus, SAE 15W-40, 20W-40, 25W-40, and single-grade 40 oils must meet a minimum HTHS viscosity limit of 3.7 mPas.There are three acceptable methods for the measurement of HTHS viscosity. For rotational viscometer methods ASTM D4683 and CEC L-36-90 (ASTM D4741), the shear rate i

47、s 1.0 x 106 s1. For the capillary viscometer method, ASTM SAE INTERNATIONAL J300 Revised JAN2015 Page 5 of 9D5481, the shear rate is 1.4 x 106 s1 at the wall. The latter shear rate has been found to provide HTHS viscosities in the capillary viscometer that are equivalent to those obtained by the rot

48、ational viscometer methods.6. LABELINGIn properly describing the viscosity grade of an engine oil according to this document, the letters “SAE” must precede the grade number designation. In addition, for multigrade oil formulations this document requires that the W grade precede the non-W grade, and

49、 that the two grades be separated by a hyphen (i.e., SAE 10W-30). Other forms of punctuation or separation are not acceptable.Engine oils not meeting the technical requirements of any viscosity grade in this document shall not bear any SAE viscosity grade on the label.It is possible for an engine oil to meet the kinematic viscosity requireme