75.160.20 (Liquid fuels) 标准查询与下载

ASTM D4814-11b 自动火花点火发动机燃油标准规格

1.1 This specification covers the establishment of requirements of automotive fuels for ground vehicles equipped with spark-ignition engines. 1.2 This specification describes various characteristics of automotive fuels for use over a wide range of operating conditions. It provides for a variation of the volatility and water tolerance of automotive fuel in accordance with seasonal climatic changes at the locality where the fuel is used. For the period May 1 through Sept. 15, the maximum vapor pressure limits issued by the U.S. Environmental Protection Agency (EPA) are specified for each geographical area except Alaska and Hawaii. Variation of the antiknock index with seasonal climatic changes and altitude is discussed in Appendix X1. This specification neither necessarily includes all types of fuels that are satisfactory for automotive vehicles, nor necessarily excludes fuels that can perform unsatisfactorily under certain operating conditions or in certain equipment. The significance of each of the properties of this specification is shown in Appendix X1. 1.3 The spark-ignition engine fuels covered in this specification are gasoline and its blends with oxygenates, such as alcohols and ethers. This specification does not apply to fuels that contain an oxygenate as the primary component, such as Fuel Methanol (M85). The concentrations and types of oxygenates are not specifically limited in this specification. However, depending on oxygenate type, as oxygenate content increases above some threshold level, the likelihood for vehicle problems also increases. The composition of both unleaded and leaded fuel is limited by economic, legal, and technical consideration, but their properties, including volatility, are defined by this specification. In addition, the composition of unleaded fuel is subject to the rules, regulations, and Clean Air Act waivers of the U.S. Environmental Protection Agency (EPA). With regard to fuel properties, including volatility, this specification can be more or less restrictive than the EPA rules, regulations, and waivers. Refer to Appendix X3 for discussions of EPA rules relating to fuel volatility, lead and phosphorous contents, deposit control additive certification, and use of oxygenates in blends with unleaded gasoline. Contact the EPA for the latest versions of the rules and additional requirements. 1.4 This specification does not address the emission characteristics of reformulated spark-ignition engine fuel. Reformulated spark-ignition engine fuel is required in some areas to lower emissions from automotive vehicles, and its characteristics are described in the research report on reformulated spark-ignition engine fuel. However, in addition to the legal requirements found in this research report, reformulated spark-ignition engine fuel should meet the performance requirements found in this specification. 1.5 This specification represents a description of automotive fuel as of the date of publication. The specification is under continuous review, which can result in revisions based on changes in fuel, automotive requirements, or test methods, or a combination thereof. All users of this specification, therefore, should refer to the latest edition. Note 18212;If there is any doubt as to the latest edition of Specification D4814, contact ASTM International Headquarters. 1.6 Tests applicable to gasoline are not necessarily applicable to its blends with oxygenates. Consequently, the type of fuel under consideration must first be identified in order to select applicable tests. Test Method D4815 provides a procedure for determining oxygenate concentration in mass percent. Test Method

Standard Specification for Automotive Spark-Ignition Engine Fuel

ASTM D7667-10e1 使用薄银条法测定自动火花点火发动机燃料抗银腐蚀性的标准试验方法

Crude petroleum contains sulfur compounds, most of which are removed during refining. However, of the sulfur compounds remaining in the petroleum product or introduced into the fuel during storage and distribution, some can have a corroding action on various metals and this corrosivity is not necessarily related directly to the total sulfur content. The effect can vary according to the chemical types of sulfur compounds present. The silver strip corrosion test is designed to assess the relative degree of corrosivity of a petroleum product towards silver and silver alloys. Under some circumstances, reactive sulfur compounds present in automotive spark-ignition engine fuels can tarnish or even corrode silver alloy fuel gauge in-tank sender units or silver-plated bearings (in 2-stroke cycle engines). To minimize or prevent the failure of silver alloy in-tank sender units by tarnish or corrosion, Specification D4814 requires that fuels shall pass a silver strip corrosion test.1.1 This test method covers the determination of the corrosiveness to silver by automotive spark-ignition engine fuel (for example, gasoline), as defined by Specification D4814 or similar specifications in other jurisdictions, having a vapor pressure no greater than 124 kPa (18 psi) at 37.8°C (100°F) by one of two procedures. 1.1.1 Procedure A8212;Involves the use of a pressure vessel. 1.1.2 Procedure B8212;Involves the use of a vented test tube. 1.2 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only. 1.3 WARNINGMercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s websitehttp://www.epa.gov/mercury/faq.htmfor additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of Corrosiveness to Silver by Automotive Spark-Ignition Engine Fuelmdash;Thin Silver Strip Method

ASTM D7671-10e1 使用银条法测定自动火花点火发动机燃料抗银腐蚀性的标准试验方法

Crude petroleum contains sulfur compounds, most of which are removed during refining. However, of the sulfur compounds remaining in the petroleum product, some can have a corroding action on various metals and this corrosivity is not related to the total sulfur content. In addition, fuels can become contaminated by corrosive sulfur compounds during storage and distribution. The corrosive effect can vary according to the chemical types of sulfur compounds present. The silver strip corrosion test is designed to assess the relative degree of corrosivity of a petroleum product towards silver and silver alloys. Reactive sulfur compounds present in automotive spark-ignition engine fuels under some circumstances can corrode or tarnish silver alloy fuel gauge in-tank sender units (and silver-plated bearings in some 2-stroke cycle engines). To minimize or prevent the failure of silver alloy in-tank sender units by corrosion or tarnish, Specification D4814 requires that fuels shall pass the silver strip corrosion test.1.1 This test method covers the determination of the corrosiveness to silver by automotive spark-ignition engine fuel, as defined by Specification D4814, or similar specifications in other jurisdictions, having a vapor pressure no greater than 124 kPa (18 psi) at 37.8°C (100°F), by one of two procedures. Procedure A involves the use of a pressure vessel, whereas Procedure B involves the use of a vented test tube. 1.2 The result of the test is based on a visual rating that is classified as an integer in the range from 0 to 4 as defined in Table 1. 1.3 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see 6.1 and Section 7. TABLE 1 Silver Strip Classifications Note 18212;Classifications provided by IP 227 Determination of Corrosiveness to Silver of Aviation Turbine Fuels–Silver Strip Method. Note 28212;Distinctions between Classifications 1 and 2 are made using The Color Standard for Tube Deposit Rating (referenced in Test Method D3241) in accordance with 11.1.1. ClassificationDesignationDescription 0No tarnishIdentical to a freshly polished strip, but may have some very light loss of luster 1Slight tarnishFaint brown or white discoloration of strip (see 12.1) 2Moderate tarnishPeacock colors such as blue or mauve or medium/dark straw or brown coloration (see 12.1) 3

Standard Test Method for Corrosiveness to Silver by Automotive Sparkndash;Ignition Engine Fuelndash;Silver Strip Method

ASTM D7667-10e2 使用薄银条法测定自动火花点火发动机燃料抗银腐蚀性的标准试验方法

5.1 Crude petroleum contains sulfur compounds, most of which are removed during refining. However, of the sulfur compounds remaining in the petroleum product or introduced into the fuel during storage and distribution, some can have a corroding action on various metals and this corrosivity is not necessarily related directly to the total sulfur content. The effect can vary according to the chemical types of sulfur compounds present. The silver strip corrosion test is designed to assess the relative degree of corrosivity of a petroleum product towards silver and silver alloys. 5.2 Under some circumstances, reactive sulfur compounds present in automotive spark-ignition engine fuels can tarnish or even corrode silver alloy fuel gauge in-tank sender units or silver-plated bearings (in 2-stroke cycle engines). To minimize or prevent the failure of silver alloy in-tank sender units by tarnish or corrosion, Specification D4814 requires that fuels shall pass a silver strip corrosion test. 1.1 This test method covers the determination of the corrosiveness to silver by automotive spark-ignition engine fuel (for example, gasoline), as defined by Specification D4814 or similar specifications in other jurisdictions, having a vapor pressure no greater than 124 kPa (18 psi) at 37.8°C (100°F) by one of two procedures. 1.1.1 Procedure A—Involves the use of a pressure vessel. 1.1.2 Procedure B—Involves the use of a vented test tube. 1.2 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only. 1.3 WARNING—Mercury has been designated by many regulatory agencies as a hazardous material that can cause central nervous system, kidney and liver damage. Mercury, or its vapor, may be hazardous to health and corrosive to materials. Caution should be taken when handling mercury and mercury containing products. See the applicable product Material Safety Data Sheet (MSDS) for details and EPA’s website—http://www.epa.gov/mercury/faq.htm—for additional information. Users should be aware that selling mercury and/or mercury containing products into your state or country may be prohibited by law. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of Corrosiveness to Silver by Automotive Spark-Ignition Engine Fuelmdash;Thin Silver Strip Method

ASTM D7096-10 大口径毛细管气相色谱法测定汽油的沸程分布的标准试验方法

The determination of the boiling range distribution of gasoline by gas chromatographic simulated distillation provides an insight into the composition of the components from which the gasoline has been blended. Knowledge of the boiling range distribution of gasoline blending components is useful for the control of refinery processes and for the blending of finished gasoline. The determination of the boiling range distribution of light hydrocarbon mixtures by gas chromatographic simulated distillation has better precision than the conventional distillation by Test Method D86. Additionally, this test method provides more accurate and detailed information about the composition of the light ends. The distillation data produced by this test method are similar to that which would be obtained from a cryogenic, true boiling point (15 theoretical plates) distillation. This test method is intended to expand upon Test Method D3710 by defining mandatory response factors, use of capillary column technology, inclusion of oxygenates, and use of flame ionization detection.1.1 This test method covers the determination of the boiling range distribution of gasoline and liquid gasoline blending components. It is applicable to petroleum products and fractions with a final boiling point of 280°C (536°F) or lower, as measured by this test method. 1.2 This test method is designed to measure the entire boiling range of gasoline and gasoline components with either high or low vapor pressure and is commonly referred to as Simulated Distillation (SimDis) by gas chromatographers. 1.3 This test method has been validated for gasoline containing ethanol. Gasolines containing other oxygenates are not specifically excluded, but they were not used in the development of this test method. 1.4 This test method can estimate the concentration of n-pentane and lighter saturated hydrocarbons in gasoline. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.5.1 Results in degrees Fahrenheit can be obtained by simply substituting Fahrenheit boiling points in the calculation of the boiling point-retention time correlation. 1.6 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of the Boiling Range Distribution of Gasoline by Wide-Bore Capillary Gas Chromatography

ASTM D7618-10 供与航空火花点火式发动机燃料混合的乙基叔丁基醚(ETBE)标准规范

1.1 This specification covers requirements for fuel grade ethyl tertiary-butyl ether (ETBE) that may be used for blending with fuels for aviation spark-ignition engines where permissible. Other ETBE grades available in the marketplace that do not comply with the requirements of this specification, are not suitable for blending with aviation fuels. 1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Specification for Ethyl Tertiary-Butyl Ether (ETBE) for Blending with Aviation Spark-Ignition Engine Fuel

ASTM D2885-10 通过在线直接比较法测定火花点火式发动机的辛烷值的标准试验方法

The delta octane number (ΔO.N.) measure can quantify the difference of in-line blended spark-ignition engine fuel or process stream material octane number to a desired octane number to aid in optimizing control of blender facilities or refinery process units. The ΔO.N. measure, summed with a statistically sound comparison reference fuels O.N. provides either research or motor octane number value of the current in-line blended spark-ignition engine fuel or process stream material. Through the use of cumulative flow-weighted averaging of the repetitive ΔO.N. results, a statistically significant octane number can be assigned to a tender or batch of in-line blended spark-ignition engine fuel.1.1 This test method covers the quantitative online determination by direct comparison of the difference in knock rating or delta octane number of a stream sample of spark-ignition engine fuel from that of a comparison reference fuel. 1.2 This test method covers the methodology for obtaining an octane number using the measured delta octane number and the octane number of the comparison reference fuel. 1.3 The comparison reference fuel is required to be of essentially the same composition as the stream sample to be analyzed and can be a secondary fuel termed standard fuel or a tertiary fuel termed prototype fuel. 1.4 The test method utilizes a knock testing unit/automated analyzer system that incorporates computer control of a standardized single-cylinder, four-stroke cycle, variable compression ratio, carbureted, CFR engine with appropriate auxiliary equipment using either Test Method D2699 Research method or Test Method D2700 Motor method operating conditions. 1.4.1 Knock measurements are based on operation of both fuels at the specific fuel-air ratio that produces maximum knock intensity for that fuel. 1.4.2 Measured differences in knock intensity are scaled to provide a positive or negative delta octane number of the stream sample from the comparison reference fuel when the fuels are compared at the same compression ratio. 1.4.3 Measured differences in compression ratio are scaled to provide a positive or negative delta octane number of the stream sample from the comparison reference fuel when the fuels are compared at the same knock intensity. 1.5 This test method is limited to testing 78 to 102 octane number spark-ignition engine fuels using either research or motor method conditions. 1.6 The octane number difference between the stream sample and the applicable comparison reference fuel is self-limiting by specifications imposed upon the standard and prototype fuels. 1.7 Specifications for selection, preparation, storage, and dispensing of standard and prototype fuels are provided. Detailed procedures for determination of an appropriate assigned octane number for both standard and prototype fuels are also incorporated. 1.8 The values of operating conditions are stated in SI units and are considered standard. The values in parentheses are historical inch-pound units. The standardized CFR engine measurements continue to be expressed in inch-pound units only because of the extensive and expensive tooling that has been created for this equipment. 1.9 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 appropriate safety and health practices and determine the appli......

Standard Test Method for Determination of Octane Number of Spark-Ignition Engine Fuels by On-Line Direct Comparison Technique

ASTM D613-10 柴油十六烷值的标准试验方法

The cetane number provides a measure of the ignition characteristics of diesel fuel oil in compression ignition engines. This test method is used by engine manufacturers, petroleum refiners and marketers, and in commerce as a primary specification measurement related to matching of fuels and engines. Cetane number is determined at constant speed in a precombustion chamber type compression ignition test engine. The relationship of test engine performance to full scale, variable speed, variable load engines is not completely understood. This test method may be used for unconventional fuels such as synthetics, vegetable oils, and the like. However, the relationship to the performance of such materials in full scale engines is not completely understood.1.1 This test method covers the determination of the rating of diesel fuel oil in terms of an arbitrary scale of cetane numbers using a standard single cylinder, four-stroke cycle, variable compression ratio, indirect injected diesel engine. 1.2 The cetane number scale covers the range from zero (0) to 100, but typical testing is in the range of 30 to 65 cetane number. 1.3 The values for operating conditions are stated in SI units and are to be regarded as the standard. The values given in parentheses are the historical inch-pound units for information only. In addition, the engine measurements continue to be in inch-pound units because of the extensive and expensive tooling that has been created for these units. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For more specific warning statements, see Annex A1.

Standard Test Method for Cetane Number of Diesel Fuel Oil

ASTM D975-10 柴油标准规范

1.1 This specification covers seven grades of diesel fuel oils suitable for various types of diesel engines. These grades are described as follows: 1.1.1 Grade No. 1-D S158212;A special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S15 fuel. 1.1.2 Grade No. 1-D S5008212;A special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 500 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S500 fuel. 1.1.3 Grade No. 1-D S50008212;A special-purpose, light middle distillate fuel for use in diesel engine applications requiring a fuel with 5000 ppm sulfur (maximum) and higher volatility than that provided by Grade No. 2-D S5000 fuels. 1.1.4 Grade No. 2-D S158212;A general purpose, middle distillate fuel for use in diesel engine applications requiring a fuel with 15 ppm sulfur (maximum). It is especially suitable for use in applications with conditions of varying speed and load. 1.1.5 Grade No. 2-D S5008212;A general-purpose, middle distillate fuel for use in diesel engine applications requiring a fuel with 500 ppm sulfur (maximum). It is especially suitable for use in applications with conditions of varying speed and load. 1.1.6 Grade No. 2-D S50008212;A general-purpose, middle distillate fuel for use in diesel engine applications requiring a fuel with 5000 ppm sulfur (maximum), especially in conditions of varying speed and load. 1.1.7 Grade No. 4-D8212;A heavy distillate fuel, or a blend of distillate and residual oil, for use in low- and medium-speed diesel engines in applications involving predominantly constant speed and load. Note 18212;A more detailed description of the grades of diesel fuel oils is given in X1.2. Note 28212;The Sxxx designation has been adopted to distinguish grades by sulfur rather than using words such as “Low Sulfur” as previously because the number of sulfur grades is growing and the word descriptions were thought to be not precise. S5000 grades correspond to the so-called “regular” sulfur grades, the previous No. 1-D and No. 2-D. S500 grades correspond to the previous “Low Sulfur” grades. S15 grades were not in the previous grade system and are commonly referred to as “Ultra-Low Sulfur” grades or ULSD. 1.2 This specification, unless otherwise provided by agreement between the purchaser and the supplier, prescribes the required properties of diesel fuels at the time and place of delivery. 1.2.1 Nothing in this specification shall preclude observance of federal, state, or local regulations which can be more restrictive. Note 38212;The generation and dissipation of static electricity can create problems in the handling of distillate diesel fuel oils. For more information on the subject, see Gui......

Standard Specification for Diesel Fuel Oils

ASTM D7011-10a 通过气色谱法和硫磺选择探测测定精制苯中痕量噻吩的标准试验方法

Accurate gas chromatographic determination of trace levels of thiophene in benzene involves special analytical problems because of the difficulties of trace level analysis. These problems arise from the low concentration levels that need to be measured, the type of column and detector needed for analysis, and the potential interference from the benzene matrix. This test method was found applicable for determining thiophene in refined benzene conforming to the specifications described in Specifications D2359, D4734, and D5871 and may be applicable toward other grades of benzene if the user has taken the necessary precautions as described in the text. This test method was developed as an alternative technique to Test Methods D1685 and D4735.1.1 This test method covers the determination of thiophene in refined benzene using gas chromatography and sulfur selective detection. The test method is applicable to the determination of thiophene at levels of 0.02 to 2.18 mg thiophene per kg in benzene (mg/kg) on the AED, 0.03 to 1.87 mg/kg on the PFPD, and 0.03 to 2.11 mg/kg on the SCD. The range of the test method may be extended by modifying the sample injection volume, split ratios, calibration range, or sample dilution with thiophene-free solvent. 1.2 In determining the conformance of the test results using this method to applicable specifications, results shall be rounded off in accordance with the rounding-off method of Practice E29. 1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements, see Section 7.

Standard Test Method for Determination of Trace Thiophene in Refined Benzene by Gas Chromatography and Sulfur Selective Detection

ASTM D7524-10(2015) 航空涡轮燃料和中间馏分燃料 - 高效液相色谱（HPLC）方法中静电消散剂添加剂（SDA）的测定方法

5.1 This test method will allow the determination of static dissipater additive in jet and middle distillate. These additives reduce the hazardous effects of static electricity generated by transfer and movement of jet and middle distillate fuels. 1.1 This test method covers the determination of static dissipater additive (SDA) content of aviation turbine fuel and middle distillate fuels. 1.2 The precision of this test method has been established for aviation turbine fuel over the concentration range of 18201;mg/L to 128201;mg/L. Higher concentrations can be determined by dilution, but the precision of the test method will not apply. Note 1: The SDA used to develop this test method was STADIS 4502 for aviation fuels and STADIS 450 and 4252 for middle distillates. 1.3 The test method includes a procedure to concentrate the sulfonic acid component in the SDA prior to analysis. 1.4 The test method only applies to SDAs that contain alkyl substituted sulfonic acid. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of Static Dissipater Additives (SDA) in Aviation Turbine Fuel and Middle Distillate Fuels&x2014;High Performance Liquid Chromatograph (HPLC) Method

ASTM D7566-09 含合成烃的航空涡轮燃料

1.1 This specification covers the manufacture of aviation turbine fuel that consists of conventional and synthetic blending components. 1.2 This specification applies only at the point of batch origination. Aviation turbine fuel manufactured, certified and released to all the requirements of this specification, meets the requirements of Specification D 1655 and shall be regarded as Specification D 1655 turbine fuel. Once released to this specification (D 7566) the requirements of this specification are no longer applicable: any recertification shall be done to D 1655. Field blending of synthesized paraffinic kerosine (SPK) with D 1655 fuel (which may on the whole or in part have originated as D 7566 fuel) shall be considered batch origination in which case all of the requirements of this specification (D 7566) apply, however the fuel shall be regarded as D 1655 turbine fuel after certification and release. 1.3 This specification defines specific types of aviation turbine fuel that contain synthesized hydrocarbons for civil use in the operation and certification of aircraft and describes fuels found satisfactory for the operation of aircraft and engines. The specification is intended to be used as a standard in describing the quality of aviation turbine fuels and synthetic blending components at the place of manufacture but can be used to describe the quality of aviation turbine fuels for contractual transfer at all points in the distribution system. 1.4 This specification does not include all fuels satisfactory for aviation turbine engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification. 1.5 While aviation turbine fuels defined by this specification can be used in applications other than aviation turbine engines, requirements for such other applications have not been considered in the development of this specification. 1.6 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.7 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Specification for Aviation Turbine Fuel Containing Synthesized Hydrocarbons

ASTM D6258-09 柴油燃料中溶剂红164染剂浓度测定的试验方法

This test method was developed to provide for the enforcement of 26 CFR 48.4082-1(b), which mandates that all tax-exempt diesel fuels be dyed with an amount of Solvent Red 164 at a concentration that is spectrally equivalent to 3.9 lb/103 bbl (11.1 mg/L) of Solvent Red 26. It is employed to verify that the correct amount of Solvent Red 164 is being added to tax-exempt product at terminals or refineries prior to sale, and to detect the presence of Solvent Red 164 in taxed product intended for on-road use. Solvent Red 26 is the azo dye shown in Fig. 1. It is the standard against which the concentration of Solvent Red 164 is measured because it is available in a certified pure form. Solvent Red 164 is identical in structure to Solvent Red 26 except that it has hydrocarbon (alkyl) chains incorporated to increase its solubility in diesel and burner fuels. The exact composition of Solvent Red 164 will vary from manufacturer to manufacturer and lot to lot depending upon the extent of alkylation that occurs during production; however, its visible spectrum is virtually identical to the spectrum of Solvent Red 26. Solvent Red 164 is employed in the field (instead of Solvent Red 26) to dye tax-exempt diesel and burner fuels because of its higher solubility and relatively low cost. FIG. 1 Structure of Solvent Red 261.1 This test method covers the procedure for determining the concentration of dye Solvent Red 164 in commercially available diesel and burner fuels using visible spectroscopy. Note 18212;This test method is suitable for all No. 1 and No. 2 grades in Specifications D 396 and D 975 and for grades DMA and DMB in Specification D 2069. 1.2 The concentration ranges specified for the calibration standards are established in response to the Internal Revenue Service dyeing requirements which state that tax-exempt diesel fuel satisfies the dyeing requirement only if it contains the dye Solvent Red 164 (and no other dye) at a concentration spectrally equivalent to 3.9 lb of the solid dye standard Solvent Red 26 per thousand bbl (11.1 mg/L) of diesel fuel. 1.3 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.4 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of Solvent Red 164 Dye Concentration in Diesel Fuels

ASTM D7548-09 测定石油产品加速铁腐蚀的标准试验方法

In general, wherever the possibility exists of water getting mixed with products/material (covered under 1.1) the results obtained by this test method will indicate the degree to which corrosion of iron components can be expected. Test also determines the antirust properties of products/material (covered under 1.1) in preparation for the various stages through which the tested product may pass prior to or during its transport through a pipeline. Test results are also meant to show whether or not the dosage levels and type of iron corrosion inhibitor added to a product/material (covered under 1.1) is sufficient for achieving the desired protection of affected assets such as storage tanks, process lines, and shipment systems.1.1 This test method covers an accelerated laboratory and field procedure for the determination of corrosion of iron, in the presence of water, on samples such as gasoline and gasoline blended with 10% ethanol, E10 (Specification D 4814); gasoline-blend components (except butane); diesel fuel and biodiesel B5, except Grade No. 4-D (Specification D 975); biodiesel B6 to B20 (Specification D 7467); diesel-blend component such as light cycle-oil; No.1 fuel oil, No.2 fuel oil (Specification D 396); aviation turbine fuel (Specification D 1655). 1.2 The values stated in SI units are to be regarded as the standard. The values in parentheses are for information only. 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Test Method for Determination of Accelerated Iron Corrosion in Petroleum Products

ASTM D240-09 弹式量热器测定液烃燃料燃烧热的标准试验方法

The heat of combustion is a measure of the energy available from a fuel. A knowledge of this value is essential when considering the thermal efficiency of equipment for producing either power or heat. The heat of combustion as determined by this test method is designated as one of the chemical and physical requirements of both commercial and military turbine fuels and aviation gasolines. The mass heat of combustion, the heat of combustion per unit mass of fuel, is a critical property of fuels intended for use in weight-limited craft such as airplanes, surface effect vehicles, and hydrofoils. The range of such craft between refueling is a direct function of the heat of combustion and density of the fuel.1.1 This test method covers the determination of the heat of combustion of liquid hydrocarbon fuels ranging in volatility from that of light distillates to that of residual fuels. 1.2 Under normal conditions, this test method is directly applicable to such fuels as gasolines, kerosines, Nos. 1 and 2 fuel oil, Nos. 1-D and 2-D diesel fuel and Nos. 0-GT, 1-GT, and 2-GT gas turbine fuels. 1.3 This test method is not as repeatable and not as reproducible as Test Method D 4809. 1.4 The values stated in SI units are to be regarded as standard. The values in parentheses are for information only. 1.5 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific hazard statements, see Sections 7 and 9 and A1.10 and Annex A3.

Standard Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter

ASTM D4809-09a 用弹式量热器(精密法)测定液态烃类燃料燃烧热试验方法

The heat of combustion is a measure of the energy available from a fuel. A knowledge of this value is essential when considering the thermal efficiency of equipment for producing either power or heat. The mass heat of combustion, that is, the heat of combustion per unit mass of fuel, is measured by this procedure. Its magnitude is particularly important to weight-limited vehicles such as airplanes, surface effect vehicles, and hydrofoils as the distance such craft can travel on a given weight of fuel is a direct function of the fuel's mass heat of combustion and its density. The volumetric heat of combustion, that is, the heat of combustion per unit volume of fuel, can be calculated by multiplying the mass heat of combustion by the density of the fuel (mass per unit volume). The volumetric heat of combustion, rather than the mass heat of combustion, is important to volume-limited craft such as automobiles and ships, as it is directly related to the distance traveled between refuelings.1.1 This test method covers the determination of the heat of combustion of hydrocarbon fuels. It is designed specifically for use with aviation turbine fuels when the permissible difference between duplicate determinations is of the order of 0.2 %. It can be used for a wide range of volatile and nonvolatile materials where slightly greater differences in precision can be tolerated. 1.2 In order to attain this precision, strict adherence to all details of the procedure is essential since the error contributed by each individual measurement that affects the precision shall be kept below 0.04 %, insofar as possible. 1.3 Under normal conditions, the test method is directly applicable to such fuels as gasolines, kerosines, Nos. 1 and 2 fuel oil, Nos. 1-D and 2-D diesel fuel and Nos. 0-GT, 1-GT, and 2-GT gas turbine fuels. 1.4 Through the improvement of the calorimeter controls and temperature measurements, the precision is improved over that of Test Method D240. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 7, 10.6, A1.7.1 and Annex A3.

Standard Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter (Precision Method)

ASTM D7547-09 无铅航空汽油的标准规范

1.1 This specification covers formulating specifications for purchases of aviation gasoline under contract and is intended primarily for use by purchasing agencies. 1.2 This specification defines a specific type of aviation gasoline, containing no lead. It does not include all gasolines satisfactory for reciprocating aviation engines. Certain equipment or conditions of use may permit a wider, or require a narrower, range of characteristics than is shown by this specification. 1.3 This specification, unless otherwise provided, prescribes the required properties of unleaded aviation gasoline at the time and place of delivery. 1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.5 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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Specification for Unleaded Aviation Gasoline

ASTM D5798-09a 自动火花点火引擎的燃料酒精的标准规范

1.1 This specification covers a fuel blend, nominally 75 to 85 volume % denatured fuel ethanol and 25 to 15 additional volume % hydrocarbons for use in ground vehicles with automotive spark-ignition engines. Appendix X1 discusses the significance of the properties specified. 1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only. 1.3 The following safety hazards caveat pertains only to the test method portion, Annex A1, of this specification.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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Specification for Fuel Ethanol (Ed75-Ed85) for Automotive Spark-Ignition Engines

ASTM D5798-09 自动火花点火引擎的燃料酒精的标准规范

1.1 This specification covers a fuel blend, nominally 75 to 85 volume % denatured fuel ethanol and 25 to 15 additional volume % hydrocarbons for use in ground vehicles with automotive spark-ignition engines. Appendix X1 discusses the significance of the properties specified. 1.2 The values stated in SI units are to be regarded as the standard. The values given in parentheses are for information only. 1.3 The following safety hazards caveat pertains only to the test method portion, Annex A1, of this specification.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 appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

Standard Specification for Fuel Ethanol (Ed75-Ed85) for Automotive Spark-Ignition Engines

ASTM D4809-09 用弹式量热器对液态烃类燃料燃烧热量的标准试验方法(精确度方法)

The heat of combustion is a measure of the energy available from a fuel. A knowledge of this value is essential when considering the thermal efficiency of equipment for producing either power or heat. The mass heat of combustion, that is, the heat of combustion per unit mass of fuel, is measured by this procedure. Its magnitude is particularly important to weight-limited vehicles such as airplanes, surface effect vehicles, and hydrofoils as the distance such craft can travel on a given weight of fuel is a direct function of the fuel''s mass heat of combustion and its density. The volumetric heat of combustion, that is, the heat of combustion per unit volume of fuel, can be calculated by multiplying the mass heat of combustion by the density of the fuel (mass per unit volume). The volumetric heat of combustion, rather than the mass heat of combustion, is important to volume-limited craft such as automobiles and ships, as it is directly related to the distance traveled between refuelings.1.1 This test method covers the determination of the heat of combustion of hydrocarbon fuels. It is designed specifically for use with aviation turbine fuels when the permissible difference between duplicate determinations is of the order of 0.2 %. It can be used for a wide range of volatile and nonvolatile materials where slightly greater differences in precision can be tolerated. 1.2 In order to attain this precision, strict adherence to all details of the procedure is essential since the error contributed by each individual measurement that affects the precision shall be kept below 0.04 %, insofar as possible. 1.3 Under normal conditions, the method is directly applicable to such fuels as gasolines, kerosines, Nos. 1 and 2 fuel oil, Nos. 1-D and 2-D diesel fuel and Nos. 0-GT, 1-GT, and 2-GT gas turbine fuels. 1.4 Through the improvement of the calorimeter controls and temperature measurements, the precision is improved over that of Test Method D 240. 1.5 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard. 1.6 This standard does not purport to address the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use. For specific warning statements, see Section 7, 10.6, A1.7.1 and Annex A3.

Standard Test Method for Heat of Combustion of Liquid Hydrocarbon Fuels by Bomb Calorimeter (Precision Method)