Designation: D6890 – 11b

Standard Test Method for

Determination of Ignition Delay and Derived Cetane Number
(DCN) of Diesel Fuel Oils by Combustion in a Constant
Volume Chamber1, 2
This standard is issued under the fixed designation D6890; 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 (´) indicates an editorial change since the last revision or reapproval.

1. Scope* 2. Referenced Documents

1.1 This automated laboratory test method covers the quan- 2.1 ASTM Standards:3
titative determination of the ignition characteristics of conven- D613 Test Method for Cetane Number of Diesel Fuel Oil
tional diesel fuel oil, oil-sands based fuels, blends of fuel D975 Specification for Diesel Fuel Oils
containing biodiesel material, diesel fuel oils containing cetane D1193 Specification for Reagent Water
number improver additives, and is applicable to products D4057 Practice for Manual Sampling of Petroleum and
typical of ASTM Specification D975 grades No. 1-D and 2-D Petroleum Products
regular and low-sulfur diesel fuel oils, European standard D4175 Terminology Relating to Petroleum, Petroleum
EN 590, and Canadian standards CAN/CGSB-3.517 and 3.6- Products, and Lubricants
2000. The test method may also be applied to the quantitative D4177 Practice for Automatic Sampling of Petroleum and
determination of the ignition characteristics of diesel fuel Petroleum Products
blending components. D5854 Practice for Mixing and Handling of Liquid Samples
1.2 This test method measures the ignition delay and utilizes of Petroleum and Petroleum Products
a constant volume combustion chamber with direct fuel injec- D6299 Practice for Applying Statistical Quality Assurance
tion into heated, compressed air. An equation correlates an and Control Charting Techniques to Evaluate Analytical
ignition delay determination to cetane number by Test Method Measurement System Performance
D613, resulting in a derived cetane number (DCN). D6300 Practice for Determination of Precision and Bias
1.3 This test method covers the ignition delay range from Data for Use in Test Methods for Petroleum Products and
3.1 to 6.5 ms (64 to 33 DCN). The combustion analyzer can Lubricants
measure shorter and longer ignition delays, but precision may D6708 Practice for Statistical Assessment and Improvement
be affected. For these shorter or longer ignition delays the of Expected Agreement Between Two Test Methods that
correlation equation for DCN is given in Appendix X2. There Purport to Measure the Same Property of a Material
is no information about how DCNs outside the 33 to 64 range E456 Terminology Relating to Quality and Statistics
compare to Test Method D613 cetane numbers. 2.2 ISO Standards:4
1.4 The values stated in SI units are to be regarded as ISO 4010 Diesel Engines—Calibrating Nozzle, Delay
standard. No other units of measurement are included in this Pintle Type
standard. ISO 4259 Petroleum products—Determination and applica-
1.5 This standard does not purport to address all of the tion of precision data in relation to methods of test
safety concerns, if any, associated with its use. It is the 2.3 EN Standard:
responsibility of the user of this standard to establish appro- EN 590 Automotive Fuels—Diesel—Requirements and
priate safety and health practices and determine the applica- Test Methods5
bility of regulatory limitations prior to use. 2.4 Energy Institute Standard:

1
This test method is under the jurisdiction of ASTM Committee D02 on
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee
3
D02.01 on Combustion Characteristics. For referenced ASTM standards, visit the ASTM website, www.astm.org, or
Current edition approved Dec. 1, 2011. Published December 2011. Originally contact ASTM Customer Service at [email protected]. For Annual Book of ASTM
approved in 2003. Last previous edition approved in 2011 as D6890–11a. DOI: Standards volume information, refer to the standard’s Document Summary page on
10.1520/D6890-11B. the ASTM website.
2 4
This test method is based on IP PM CQ/2001, published in the IP Standard Available from American National Standards Institute, 25 W. 43rd St., 4th floor,
Methods for Analysis and Testing of Petroleum and Related Products and British New York, NY 10036.
5
Standard 2000 Parts. Copyrighted by Energy Institute, 61 New Cavendish Street, Available from European Committee for Standardization. Central Secretariat:
London, W1G 7AR, UK. Adapted with permission of Energy Institute. rue de Stassart, 36, B-1050 Brussels, Belgium.

*A Summary of Changes section appears at the end of this standard.

Copyright. (c) ASTM International, 100 Barr Harbor Drive P.O. Box C-700 West Conshohocken Pennsylvania United States

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 D6890 – 11b
IP 41 Ignition Quality of Diesel Fuels—Cetane Engine Test 3.2.5.1 Discussion—The conversion equation relates a mea-
Method6 sured ignition delay or ignition delay and combustion delay
2.5 Canadian Standards: from a combustion analyzer to a cetane number.
CAN/CGSB-3.517-2000 Automotive Low Sulfur Diesel 3.2.6 ignition delay (ID), n—that period of time, in milli-
Fuel—Specification7 seconds (ms), between the start of fuel injection and the start of
CAN/CGSB 3.6-2000 Automotive Diesel Fuel— combustion as determined using the specific combustion ana-
Specification7 lyzer applicable for this test method.
3.2.6.1 Discussion—In the context of this test method, start
3. Terminology of fuel injection is interpreted as the initial movement or lift of
3.1 Definitions: the injector nozzle needle as measured by a motion sensor; start
3.1.1 accepted reference value (ARV), n—value that serves of combustion is interpreted as that point in the combustion
as an agreed-upon reference for comparison and that is derived cycle when a significant and sustained increase in rate-of-
as (1) a theoretical or established value, based on scientific change in pressure, as measured by a pressure sensor in the
principles, (2) an assigned value, based on experimental work combustion chamber, ensures combustion is in progress.
of some national or international organization, such as the U.S. 3.2.7 operating period, n—the time, not to exceed 12 h,
National Institute of Standards and Technology (NIST), or (3) between successive calibration or QC testing, or both, of the
a consensus value, based on collaborative experimental work combustion analyzer by a single operator.
under the auspices of a scientific or engineering group. E456 3.3 Abbreviations:
3.1.1.1 Discussion—In the context of this test method, 3.3.1 ARV—accepted reference value.
accepted reference value is understood to apply to the ignition 3.3.2 CN—cetane number.
delay of specific reference materials determined under repro- 3.3.3 DCN—derived cetane number.
ducibility conditions by collaborative experimental work. 3.3.4 ID—ignition delay.
3.1.2 cetane number (CN), n—a measure of the ignition 3.3.5 QC—quality control.
performance of a diesel fuel oil obtained by comparing it to
reference fuels in a standardized engine test. D4175 4. Summary of Test Method
3.1.2.1 Discussion—In the context of this test method, 4.1 A small specimen of diesel fuel oil is injected into a
cetane number is that defined by Test Method D613/IP 41. heated, temperature-controlled constant volume chamber,
3.1.3 check standard, n—in QC testing, material having an which has previously been charged with compressed air. Each
accepted reference value used to determine the accuracy of a injection produces a single-shot, compression ignition combus-
measurement system. D6299 tion cycle. ID is measured using sensors that detect the start of
3.1.3.1 Discussion—In the context of this test method, fuel injection and the start of significant combustion for each
check standard refers to heptane. cycle. A complete sequence comprises 15 preliminary cycles
3.1.4 quality control (QC) sample, n—for use in quality and 32 further cycles. The ID measurements for the last 32
assurance programs to determine and monitor the precision and cycles are averaged to produce the ID result. An equation
stability of a measurement system, a stable and homogeneous converts the ID result to cetane number by Test Method D613.
material having physical or chemical properties, or both,
similar to those of typical samples tested by the analytical 5. Significance and Use
measurement system. The material is properly stored to ensure 5.1 The ID and DCN values determined by this test method
sample integrity, and is available in sufficient quantity for can provide a measure of the ignition characteristics of diesel
repeated, long term testing. D6299 fuel oil in compression ignition engines.
3.2 Definitions of Terms Specific to This Standard: 5.2 This test can be used by engine manufacturers, petro-
3.2.1 calibration reference material, n—pure chemical hav- leum refiners and marketers, and in commerce as a specifica-
ing an assigned ignition delay accepted reference value. tion aid to relate or match fuels and engines.
3.2.2 charge air, n—compressed air at a specified pressure 5.3 The relationship of diesel fuel oil DCN determinations
introduced to the combustion chamber at the beginning of each to the performance of full-scale, variable-speed, variable-load
test cycle. diesel engines is not completely understood.
3.2.3 charge air temperature, n—temperature, in °C, of the 5.4 This test may be applied to non-conventional fuels. It is
air inside the combustion chamber. recognized that the performance of non-conventional fuels in
3.2.4 combustion analyzer, n—integrated compression igni- full-scale engines is not completely understood. The user is
tion apparatus to measure the ignition characteristics of diesel therefore cautioned to investigate the suitability of ignition
fuel oil. characteristic measurements for predicting performance in
3.2.5 derived cetane number (DCN), n—a number calcu- full-scale engines for these types of fuels.
lated using a conversion equation to determine a cetane 5.5 This test determines ignition characteristics and requires
number. a sample of approximately 100 mL and a test time of
approximately 20 min on a fit-for-use instrument.
6
Available from Institute of Petroleum, 61 New Cavendish St., London, W1G 6. Interferences
7AR, U.K.
7
Available from the Canadian General Standards Board, Gatineau, Canada, K1A 6.1 Minimize exposure of sample fuels, calibration refer-
1G6. ence materials, QC samples, and check standard to sunlight or

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 D6890 – 11b
fluorescent lamp UV emissions to minimize induced chemical 7.3.3 Fuel Reservoir Utility Compressed Nitrogen Regula-
reactions that can affect ignition delay measurements.8 tor, a single or two-stage regulator capable of controlling the
6.1.1 Exposure of these fuels and materials to UV wave- downstream pressure to a minimum pressure of 350 kPa.
lengths shorter than 550 nanometers for a short period of time 7.4 Auxiliary Apparatus:
may significantly affect ignition delay measurements. 7.4.1 Diesel Fuel Oil Sample Filter, a single-use glass fiber,
NOTE 1—The formation of peroxide and radicals can effect ignition polytetrafluorethylene (PTFE), or nylon filter with a nominal
delay measurement. These formations are minimized when the sample or pore size of 3 to 5 micrometers (µm) for use with a glass
material is stored in the dark in a cold room at a temperature of less than syringe.
10°C, and covered by a blanket of nitrogen. 7.4.2 Syringe, a glass syringe of a minimum volume of
6.2 Statistical analysis of data from a sequential testing 100 mL.
study (Note 2) revealed a possible carryover effect in succeed-
ing tests on samples containing 2–ethylhexylnitrate cetane 8. Reagents and Materials
improver at concentrations above 2000 ppm. 8.1 Calibration Reference Materials:
NOTE 2—In the sequential testing study, a fuel without cetane improver 8.1.1 Heptane (n-heptane), with a minimum purity of 99.5
was tested three times back-to-back. Then a fuel with 2–ethylhexylnitrate volume percent. The assigned IDARV for this material is 3.78
cetane improver at concentrations above 2000 ppm was tested. Subse- ms. (Warning—Flammable. Vapor harmful. Vapor may cause
quently, the same fuel without cetane improver was tested three times. flash fire.)
Statistical analyses of repeat data on two units were examined for
evidence of hysteresis.
8.1.2 Methylcyclohexane (MCH), with a minimum purity of
99.0 volume percent. The assigned IDARV for this material is
7. Apparatus 10.4 ms. (Warning—Flammable. Vapor harmful. Vapor may
7.1 General—This test method uses an integrated auto- cause flash fire.)
mated analytical measurement system9 comprised of: (1) a NOTE 3—Experience has found some MCH meeting the purity speci-
constant volume compression ignition combustion chamber fication but which does not meet Ignition DelayARV (typically 1 to 1.5
with external electrical heating elements, suitable insulation milliseconds shorter). It is recommended that new material be qualified
and pneumatically actuated intake and exhaust valves, (2) a prior to use.
heated, pneumatically actuated fuel injection system10 with 8.2 Check Standard:
pump, injector nozzle assembly, and associated sample reser- 8.2.1 Heptane (n-heptane), with a minimum purity of 99.5
voir, (3) a coolant system with a liquid-to-air heat exchanger, volume percent. The assigned IDARV for this material is 3.78
filter, circulating pump and flow control valves, (4) tempera- ms. (Warning—Flammable. Vapor harmful. Vapor may cause
ture thermocouples, pressure gages and sensors, an injector flash fire.)
nozzle needle motion sensor, compressed gas pressure regula- 8.3 Quality Control Sample, a stable and homogeneous
tors, control valves, pneumatic actuator components, and diesel fuel oil having physical and chemical properties similar
solenoid valves, and (5) a computer to control test sequencing, to those of typical sample fuels routinely tested. (Warning—
acquire and accumulate sensor signal data, provide processing Combustible. Vapor harmful.)
calculations, and automatically output a printed report of some
8.4 Charge Air, compressed air containing 20.9 6 1.0
important test parameters (see Fig. 1).
volume percent oxygen, less than 0.003 volume percent
7.2 See Annex A2, Combustion Analyzer Equipment De-
hydrocarbons, and less than 0.025 volume percent water. For
scription and Specifications, for detailed information.
charge air cylinders supplied with a blend of oxygen and
7.3 Compressed Gas Pressure Regulators:
nitrogen, it is required that a quality control test be performed
7.3.1 Charge Air Regulator, a two-stage regulator capable
after an air cylinder has been changed. (Warning—
of controlling the downstream pressure to a minimum pressure
Compressed gas under high pressure that supports combus-
of 2.2 MPa.
tion.)
7.3.2 Actuator Utility Compressed Air Regulator, a two-
8.5 Coolant System Fluid, a 50:50 volume mixture of water
stage regulator capable of controlling the downstream pressure
and commercial ethylene glycol-based antifreeze. (Warning—
to a minimum pressure of 1.3 MPa.
Poison. May be harmful or fatal if inhaled or swallowed.)
8.5.1 Antifreeze, commercial automotive cooling system
ethylene glycol-based solution.
8
Supporting data have been filed at ASTM International Headquarters and may 8.5.2 Water, distilled or reagent-grade, conforming to Speci-
be obtained by requesting Research Report RR:D02-1502.
9
The sole source of supply of the combustion analyzer known to the committee fication D1193, Type IV.
at this time is Advanced Engine Technology Ltd. (AET), 17 Fitzgerald Road, Suite 8.6 Actuator Utility Compressed Air, oil free compressed air
102, Ottawa, Canada, K2H 9G1. If you are aware of alternative suppliers, please having less than 0.1 volume percent water supplied at a
provide this information to ASTM International Headquarters. Your comments will
receive careful consideration at a meeting of the responsible technical committee,1
minimum sustained pressure of 1.5 MPa. (Warning—
which you may attend. Compressed gas under high pressure that supports combus-
10
The fuel injection system is covered by a patent. Interested parties are invited tion.)
to submit information regarding the identification of an alternative(s) to this
8.7 Fuel Reservoir Utility Compressed Nitrogen, com-
patented item to the ASTM International Headquarters. Your comments will receive
careful consideration at a meeting of the responsible technical committee,1 which pressed nitrogen having a minimum purity of 99.9 volume
you may attend. percent. (Warning—Compressed gas under high pressure.)

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 D6890 – 11b

FIG. 1 Combustion Analyzer Schematic

9. Sampling and Test Specimen Preparation 9.2.2 Filtration—Prepare a test specimen by filtering at
9.1 Sampling: least 100 mL of diesel fuel oil sample through a nominal 3 to
9.1.1 Collect diesel fuel oil samples in accordance with 5 µm porosity filter element using a glass syringe.
Practices D4057 or D4177. 9.2.2.1 Collect the specimen in a dark brown bottle, metal
9.1.1.1 Collect and store diesel fuel samples in a suitable can or minimally reactive plastic container.
container such as a dark brown bottle, a metal can, or a
minimally reactive plastic container to minimize exposure to 10. Basic Apparatus Settings and Standard Operating
UV emissions. Conditions
9.1.2 Refer to Practice D5854 for appropriate information
relating to the mixing and handling of diesel fuel oil samples. 10.1 Installation of the apparatus requires placement on a
9.2 Test Specimen Preparation: level floor and connection of all utilities. Engineering and
9.2.1 Sample Fuel Temperature—Condition the diesel fuel technical support for this function is required, and the user
sample before opening the storage container, so that it is at shall be responsible to comply with all local and national codes
room temperature, typically 18 to 32°C. and installation requirements.

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 D6890 – 11b
10.2 Operation of the combustion analyzer, associated ment of the controller set-point is required, in accordance with
equipment, instrumentation and computer system requires the calibration procedure.
setting a series of testing variables to prescribed specifications. 10.4.4 Combustion Chamber Pressure Sensor Temperature
Some of these settings are established by component specifi- (T3), 130 6 20°C.
cations, others are operating conditions that are monitored/ 10.4.4.1 The difference in temperature (T3max − T3min) as
controlled by the computer software or by operator adjustment. determined and recorded by the computer, shall be less than
10.3 Settings Based on Component Specifications: 8.0°C during a 32 combustion cycle measurement determina-
10.3.1 Injector Nozzle Opening Pressure—Each time the tion.
nozzle assembly is reassembled or replaced, or both, set the 10.4.5 Coolant Return Temperature (T7), 40 6 10°C.
pressure-adjusting nut to release fuel in conformance with the 10.4.6 Fuel Sample Reservoir Pressure (P5), 345 6 35 kPa.
requirements in the manufacturer’s equipment manual, using Visually check the gage reading, as this parameter is not
an injector nozzle tester. For additional details, refer to the recorded by the data acquisition system.
instruction manual of the manufacturer. 10.4.7 Fuel Injection Pump Temperature (T2), 35 6 3°C.
10.3.2 Injector Nozzle Motion Sensor Position—Manually 10.4.8 Injector Nozzle Coolant Passage Temperature (T6)—
position the motion sensor while visually observing the nozzle The maximum (T6max) and minimum (T6min) temperatures as
needle movement signal on the computer monitor (see Fig. determined and recorded by the computer, shall be within 50 6
A4.1). The criteria for optimized setting are as follows: 4.0°C during a 32 combustion cycle measurement determina-
10.3.2.1 The signal prior to the steep increase in needle lift tion.
is required to indicate some signal noise. If the signal trace is 10.4.9 Injection Actuator Air Pressure (P3), 1.21 6 0.03
flat and constant, the motion sensor is too far away from the MPa.
nozzle needle extension pin. 10.4.10 Inlet/Exhaust Valve Actuator Air Pressure (P4), 480
10.3.2.2 The peak of the steep increase in signal level is 6 35 kPa. Visually check the gage reading, as this parameter is
required to be visible on the computer monitor screen. If the not recorded by the data acquisition system.
signal peak is flat, the motion sensor is too close to the nozzle
needle extension pin. For additional details, refer to the 11. Calibration and Quality Control Testing
instruction manual of the manufacturer. 11.1 Calibration—Calibrate the combustion analyzer for
10.3.3 Injector Nozzle Coolant Passage Thermocouple only the following reasons: (1) after it is installed and
Position—Proper positioning of the thermocouple in the injec- commissioned, (2) once a week, (3) after replacement of
tor nozzle coolant passage is set by installing a compression critical parts or components of combustion chamber assembly
fitting nut and associated plastic ferrule on the stainless steel (see A2.2), fuel injection system (see A2.3) or instrument
sheath of the thermocouple, using a specialized depth setting sensors (see A2.4), (4) after calibration of the data acquisition
tool to establish the correct depth of penetration. Adjust the board, injection actuator air pressure sensor or charge air
depth of penetration (in accordance with the instruction manual pressure sensor, (5) whenever check standard or QC sample
of the manufacturer) by repositioning the plastic ferrule on the determinations are not acceptable.
stainless steel sheath of the thermocouple and tightening the 11.2 Precalibration Procedures:
nut to a snug level of tightness. For additional details, refer to 11.2.1 Clean the combustion chamber pressure sensor as-
the instruction manual of the manufacturer. sembly (see A3.3 and A3.4).
10.3.4 Charge Air Thermocouple Position—Proper posi- 11.2.2 If necessary, start and warm-up the combustion
tioning of the thermocouple in the combustion chamber is set analyzer (see A3.1).
by installing a compression fitting nut and associated ferrule on 11.3 Calibration Procedure—Two filtered calibration refer-
the stainless steel sheath of the thermocouple, crimping the ence materials are tested: (1) heptane to affirm that the
ferrule on the sheath using a specialized depth setting tool to combustion chamber charge air temperature setting produces
establish the correct depth of penetration. For additional ignition delay measurements for this material that are within
details, refer to the instruction manual of the manufacturer. specification limits and, (2) methylcyclohexane to affirm that
10.3.5 Rate of Decrease of Combustion Chamber Pressure, the measurement sensitivity of the combustion analyzer pro-
less than 3.5 kPa/s, as measured during the check of the sealing duces ignition delay measurements for this material that are
integrity of the combustion chamber (see A3.5). within specification limits.
10.4 Standard Operating Conditions: 11.3.1 Heptane Calibration Reference Material—Perform
10.4.1 Charge Air Pressure (P2), 2.137 6 0.007 MPa. three consecutive ignition delay determinations.
10.4.2 Charge Air Temperature (T4), 545 6 30°C. 11.3.1.1 The average of three acceptable ID results is
10.4.2.1 The difference in temperature (T4max − T4min) as required to be within 3.78 6 0.01 ms.
determined and recorded by the computer, shall be less than 11.3.1.2 If the average ID is outside the limits, the combus-
2.5°C during a 32 combustion cycle measurement determina- tion chamber outer surface temperature controller set-point
tion. requires adjustment to cause a change in the combustion
10.4.3 Combustion Chamber Outer Surface Temperature chamber charge air temperature.
(T1)—Initially set by the manufacturer, the surface temperature NOTE 4—ID increases when the combustion chamber outer surface
is monitored and controlled by the computer. Operator adjust- temperature decreases and vice versa.

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 D6890 – 11b
11.3.1.3 If the temperature controller set-point adjustment 11.5.2 Prior to having established ignition delay tolerances
from the previous setting, exceeds 64°C, a system malfunction for heptane in accordance with Practice D6299 or equivalent,
is suspected and diagnostic procedures to determine and use warning limits of 60.07 ms and action limits of 60.106
remedy the problem are recommended. Refer to the instruc- ms, based on the average of the three acceptable ID results for
tions provided by the manufacturer. heptane, as per 11.3.1.
NOTE 5—After a change of charge air cylinders that employ a blend of NOTE 7—The warning and action limits for heptane were determined
oxygen and nitrogen, a temperature controller set-point adjustment be- by analysis of round robin test data.11
yond 4°C can accommodate the extreme limits of the 20.9 6 1.0 volume
11.6 QC Sample—Perform a single ignition delay determi-
percent oxygen in the blend.
nation for the filtered QC sample.
11.3.1.4 After a temperature controller set-point adjustment, 11.6.1 This determination is acceptable if it satisfies the
wait at least 10 min before initiating a new calibration so that limits protocol specified in Practice D6299 or equivalent.
the combustion analyzer attains thermal equilibrium. 11.7 The combustion analyzer is fit-for-use when both the
11.3.1.5 To be an acceptable data set, each single result is check standard (heptane) and the QC sample ignition delay
required to be within 3.78 6 0.06 ms. determinations are acceptable. If the ignition delay determina-
11.3.1.6 If any of the three results is outside the limits, a tion for either material is not acceptable, conduct a new
system malfunction is suspected and diagnostic procedures to calibration before performing further ignition delay determina-
determine and remedy the problem are recommended before tions.
performing a new calibration. Refer to the instructions pro-
vided by the manufacturer. 12. Procedure
11.3.2 Methylcyclohexane Calibration Reference 12.1 Operating Period Procedure:
Material—Perform two consecutive ignition delay determina- 12.1.1 If necessary, warm-up the combustion analyzer (see
tions. A3.1).
11.3.2.1 To be an acceptable data set, each single result is 12.1.2 Check the sealing integrity of the combustion cham-
required to be within 10.4 6 0.6 ms and the average of the two ber (see A3.5).
results is required to be within 10.4 6 0.5 ms. 12.1.3 Check that the combustion analyzer is fit-for use by
11.3.2.2 If either of the two single results or the average of performing a quality control test (see 11.4).
the two results is outside the respective limits, system perfor- 12.2 Test Procedure:
mance is unacceptable and it is recommended that diagnostic 12.2.1 Filter the diesel fuel sample at room temperature,
procedures be used to determine and remedy the problem using a glass syringe and single-use filter element, to prepare a
before performing a new calibration. Refer to the instructions test specimen of at least 100 mL.
provided by the manufacturer. 12.2.2 Flush the fuel system with the specimen (see A3.2.2).
11.3.3 The combustion analyzer calibration is complete 12.2.3 Fill and purge the fuel system with the specimen.
when both heptane and methylcyclohexane data sets are 12.2.4 Initiate an automatic ignition delay determination
acceptable. using the appropriate computer command (see Annex A4 for
11.4 Quality Control (QC Testing)—Conduct a regular sta- detailed information about the test sequence).
tistical quality assurance (quality control) program in accor- 12.2.5 Check that all standard operating conditions are in
dance with the techniques of Practice D6299 or equivalent. compliance.
11.4.1 This test method requires quality control testing at 12.2.6 If operating conditions are not in compliance, make
the beginning of each operating period by a single ignition the required adjustments and return to 12.2.3.
delay determination for both the check standard (heptane) and 12.2.7 Record the average ignition delay to the nearest
one QC sample. thousandth for the calculation of the DCN (13.1).
12.3 Discharge unused specimen and clean the fuel system
11.4.2 The QC sample is a typical diesel fuel oil having an
(see A3.2.3) to prepare for (1) the next specimen determina-
ignition delay that represents the primary range of use for the
tion, or (2) combustion analyzer shut down (see A3.6).
combustion analyzer.
11.4.2.1 If the combustion analyzer is used for testing fuels 13. Calculation
having a very wide range of ignition delay, it may be useful to 13.1 Calculate the derived cetane number, DCN, from
have a second QC sample of a different ignition delay. average ignition delay, ID (ms), recorded as in 12.2.7 using Eq
11.4.3 For locations using blends of oxygen and nitrogen as 1:12
the source for charge air, conduct a QC test whenever there is
a change from one cylinder to another. DCN 5 4.460 1 186.6 / ID (1)
13.2 Record the DCN to the nearest 0.1.
NOTE 6—The oxygen content of the new oxygen and nitrogen blend
may differ from that of the previous source and can have a significant
13.3 The derivation and maintenance of Eq 1 is described in
effect on ID measurements. Annex A5.

11.5 Check Standard—Perform a single ignition delay de-

11
termination for filtered heptane. Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02-1532.
11.5.1 This determination is acceptable if it satisfies the 12
Supporting data have been filed at ASTM International Headquarters and may
limits protocol specified in Practice D6299 or equivalent. be obtained by requesting Research Report RR:D02-1602.

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 D6890 – 11b
TABLE 1 Repeatability (r) and Reproducibility (R) for Ignition TABLE 2 Repeatability and Reproducibility Values for
Delay (ID) and Derived Cetane Number (DCN) Information
ID (ms) DCN ID (ms) Repeatability (r) Reproducibility (R)
Repeatability (r) 0.0500 3 (ID – 2.5) 0.0132 3 (DCN + 18) 3.1 0.030 0.158
Reproducibility (R) 0.0792 3 (ID – 1.1) 0.0385 3 (DCN + 18) 3.6 0.055 0.198
4.2 0.085 0.246
4.8 0.115 0.293
6.0 0.175 0.388
14. Report 6.5 0.200 0.428

14.1 Report the following information: DCN Repeatability (r) Reproducibility (R)

14.1.1 A reference to this standard, 33 0.67 1.96

40 0.77 2.23
14.1.2 The sample identification, 45 0.83 2.43
14.1.3 The date of the test, 50 0.90 2.62
14.1.4 The ID result to the nearest hundredth (0.01 ms), 55 0.96 2.81
60 1.03 3.00
14.1.5 The DCN result to the nearest tenth (0.1), 64 1.08 3.16
14.1.6 The test’s average charge air temperature to the
nearest tenth °C, and
14.1.7 Any deviation, by agreement or otherwise, from the
specified procedures. 15.4 Relative Bias to Test Method D613—The degree of
expected agreement between DCN results by this test method
15. Precision and Bias
and CN results by Test Method D613 has been assessed in
15.1 General—The precision statements for ID and DCN accordance with Practice D6708 using the interlaboratory
are based on an interlaboratory study conducted in 2002 studies conducted in 2002 and the 2004–2009 Energy Institute
( RR:D02-160212), supplemented by interlaboratory results IP and 2004–2009 NEG correlation schemes.
reported to the ASTM National Exchange Group and the 15.4.1 No bias correction considered in Practice D6708 can
Energy Institute in their monthly diesel exchanges between further improve the agreement between results from Test
January 2004 and July 2009 ( RR:D02-170013). The test results Method D6890 and Test Method D613. Sample specific bias,
for the study were statistically analyzed using ASTM Practice as defined in Practice D6708, was observed for some samples.
D6300/ISO 4259 techniques and involved, from the 2002 15.4.2 Differences between results from Test Method
round robin, 10 laboratories and 15 test samples, and from the D6890 and Test Method D613, for the same types and property
exchanges, 34 laboratories and 145 samples. The totality of ranges studied, are expected to exceed the following cross-
samples covered the ID range from 3.24 to 6.24 ms (DCN method (Rxy) as defined in Practice D6708, about 5 % of the
range from 62.0 to 34.4). time.
NOTE 8—The DCN and its precision have been calculated from ignition 15.4.3 Reproducibility Limit between a Single DCN Result
delay results using Eq 1. versus a Single CND613 Result:
15.2 Precision: 15.4.3.1 As a consequence of sample-specific biases ob-
15.2.1 Repeatability—The difference between successive served, the 95 % confidence limit on the differences between a
results obtained by the same operator with the same apparatus, single DCN result and a CND613 result can be expected to be
under constant operating conditions, on identical test materials larger than the reproducibility of either test method.
would, in the long run, in the normal and correct operation of 15.4.3.2 Based on the results from the interlaboratory study,
the test method, exceed the values in Table 1 only in one case the difference between the single DCN result and a single
in twenty. CND613 result, over the long-term and correct operation of both
15.2.2 Reproducibility—The difference between two single test methods, for any sample meeting the scope of both test
and independent results, obtained by different operators work- methods, is estimated to exceed the values in Table 3 no more
ing in different laboratories on identical test materials, would, than one case in twenty.
in the long run, and in the normal and the correct operation of NOTE 9—For average values between those listed, use the equation
the test method, exceed the values in Table 1 only in one case provided in Table 3.
in twenty. NOTE 10—As a consequence of sample-specific biases, Rxy may
15.2.3 Examples of precision are shown in Table 2 for user exceed the reproducibility for Test Method D6890, or reproducibility of
information. Test Method D613, or vice versa. Users are advised to assess the required
degree of prediction agreement relative to the estimated Rxy to determine
15.3 Bias—The ID determined using this test method has no the fitness-for-use of the prediction.
bias because ID is defined only in terms of this test method.
16. Keywords
13
Supporting data have been filed at ASTM International Headquarters and may 16.1 cetane number; derived cetane number; diesel perfor-
be obtained by requesting Research Report RR:D02-1700. mance; ignition characteristic; ignition delay

Copyright by ASTM Int'l (all rights reserved); 7

 D6890 – 11b
TABLE 3 Between Test Method Reproducibility (Rxy)
= (DCN + CND613)/2 Reproducibility
33.0 2.40
40.0 3.17
45.0 3.72
50.0 4.26
55.0 4.81
60.0 5.36
64.0 5.80
Rxy = 0.1094 3 [(DCN + CND613)/2 – 11.02]

ANNEXES

(Mandatory Information)

A1. HAZARDS INFORMATION

A1.1 Introduction A1.4.1 Applicable Substances:

A1.1.1 In the performance of the standard test method there A1.4.1.1 Ethylene glycol based antifreeze.
are hazards to personnel. These are indicated in the text. For A1.5 (Warning—Compressed gas under high pressure that
more detailed information regarding the hazards, refer to the supports combustion.)
appropriate Material Safety Data Sheet (MSDS) for each of the
applicable substances to establish risks, proper handling, and A1.5.1 Applicable Substances:
safety precautions. A1.5.1.1 Compressed air.

A1.2 (Warning—Combustible. Vapor harmful.) A1.6 (Warning—Compressed gas under high pressure.)
A1.2.1 Applicable Substances: A1.6.1 Applicable Substances:
A1.2.1.1 Diesel fuel oil, and A1.6.1.1 Compressed nitrogen.
A1.2.1.2 Quality control sample. A1.7 (Warning—Hot surfaces.)
A1.3 (Warning—Flammable. Vapors harmful if inhaled. A1.7.1 Applicable Substances:
Vapors may cause flash fire.) A1.7.1.1 Protective cage enclosing the combustion cham-
A1.3.1 Applicable Substances: ber,
A1.3.1.1 Heptane, and A1.7.1.2 Exposed areas of the combustion chamber around
A1.3.1.2 Methylcyclohexane. the injector nozzle, and
A1.7.1.3 Exposed areas of the combustion chamber near the
A1.4 (Warning—Poison. May be harmful or fatal if combustion chamber inside the combustion chamber protective
inhaled or swallowed.) cage.

A2. COMBUSTION ANALYZER EQUIPMENT DESCRIPTION AND SPECIFICATIONS

A2.1 The combustion chamber assembly and fuel injection A2.2.2 An opening at one end of the chamber to accommo-
system are critical to the proper operation of this test method. date insertion of the fuel injection nozzle assembly and which
includes a passage for circulation of liquid coolant to control
A2.2 Combustion Chamber Assembly—The principle com- the injector nozzle temperature.
ponent of this assembly, illustrated in Fig. A2.1, is a corrosion- A2.2.3 An opening at the other end of the chamber, to
protected metal cylindrical block that is precision machined accommodate insertion of a pressure sensor liquid-cooled
and fabricated to include the following features: housing.
A2.2.1 A cavity along a central axis of the body, having a A2.2.4 Two drilled ports or passages between the combus-
volume of 0.213 6 0.002 L, that constitutes the compression tion chamber cavity and the external surface of the assembly to
ignition combustion chamber. accommodate an inlet and an exhaust valve.

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 D6890 – 11b

FIG. A2.1 Combustion Chamber Schematic

A2.2.5 Nine passages, drilled from the pressure sensor end connection to the pressurizing gas source, and a quick-connect
of the block, parallel to the chamber axis, to accept individual coupling and associated retention pin on the bottom for
electric heating elements. connection to the fuel injection pump inlet. See Fig. A2.2.
A2.2.6 A series of wells or drilled passages to accommodate A2.3.2 Fuel Injection Pump Assembly, an integrated unit
temperature sensor elements. that incorporates a housing with two electric heater elements;
A2.2.7 An external insulation blanket to minimize heat loss a specific constant volume fuel delivery valve; a fuel bleed
from the block and improve heat distribution inside the passage connecting to an external bleed valve for flushing fuel
combustion chamber cavity. and purging air from the reservoir and fuel injection pump; and
A2.2.8 An inlet valve assembly that includes a digital signal a digital controlled three-way solenoid valve that operates a
controlled solenoid valve to operate a pneumatically actuated, pneumatically-actuated driver mechanism to deliver specimen
servo-type valve connected to the inlet port. fuel from the fuel sample reservoir to the injector nozzle and
A2.2.9 An exhaust valve assembly that includes a digital when turned off, discharges air from the driver mechanism to
signal controlled solenoid valve to operate a pneumatically atmosphere.
actuated, servo-type valve connected to the exhaust port. A2.3.3 Pneumatic Driver Air Surge Tank, a tank of a
A2.2.10 Combustion Chamber Heating Elements, nine minimum volume of 5.5 L installed in the compressed air line
cartridge-type resistance heaters. to the pneumatically-actuated fuel pump driver mechanism to
minimize pressure fluctuations during the injection process. A
A2.3 Fuel Injection System,10 a patented, integrated assem- suitable protection (that is, pressure relief valves or rupture
bly of components for proper and repeatable injection of discs) is installed in the compressed air line to the
calibration reference material, QC sample fuel, check standard, pneumatically-actuated fuel pump driver mechanism to prevent
and test specimens into the combustion chamber. The system pressure in the surge tank exceeding 2.4 MPa. The air surge
includes: tank shall be pressure tested up to 4.0 MPa in accordance with
A2.3.1 Fuel Sample Reservoir Assembly, a corrosion- local regulations.
protected metal reservoir having a minimum volume of 40 mL, A2.3.4 Fuel Injector Nozzle and Body Assembly, a specific
a threaded cap, a fuel resistant, internal, floating plunger with design pintle-type injector nozzle conforming to the require-
fuel-resistant O-ring to separate the pressurizing gas from the ments of ISO 4010. The nozzle is assembled to the body that
fuel specimens, a quick-connect coupling on the cap for incorporates a spring-loaded needle extension with screw and

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 D6890 – 11b
A2.4.5 Combustion Chamber Outer Surface Temperature
Sensor (T1), a Type K thermocouple with stainless steel sheath,
inserted in a well fastened to the outer surface of the block.
A2.4.6 Fuel Injection Pump Temperature Sensor (T2), a
Type K thermocouple with stainless steel sheath, inserted in a
well of the injection pump body.
A2.4.7 Temperature Sensor Near the Combustion Chamber
Pressure Sensor (T3), a Type K thermocouple with stainless
steel sheath, inserted in a well fastened to the outer surface of
the block, near the combustion chamber pressure sensor.
A2.4.8 Charge Air Temperature Sensor (T4), a Type K
thermocouple with stainless steel sheath, inserted in the com-
bustion chamber.
A2.4.9 Injector Nozzle Coolant Passage Temperature Sen-
sor (T6), a Type K thermocouple with stainless steel sheath,
inserted in the injector nozzle coolant passage.
A2.4.10 Coolant Return Temperature Sensor (T7), a Type K
thermocouple with stainless steel sheath, installed in the
coolant return piping of the injector nozzle coolant passage.
A2.4.11 Injector Nozzle Needle Motion Sensor (N1), a
motion sensor, that can be adjusted to provide a suitable gap
between its sensing surface and the end of injector nozzle
needle extension pin to detect the start of fuel injection.

A2.5 Computerized Control, Data Acquisition, Data Analy-

FIG. A2.2 Fuel Reservoir Schematic sis and Reporting System, a PC-based computer, signal con-
verters, test sequence control logic, control logic for critical
lock nut for adjusting the nozzle opening pressure/release temperatures, computer keyboard for manual entry of operat-
setting; a fuel bleed passage connecting to an external bleed ing instructions, a monitor for visual observation of all testing
valve for bleeding fuel from the nozzle and nozzle body; and functions, and a printer for printed copy output of test results.
an adjusting mechanism that positions a motion sensor near the A2.5.1 Computer, PC-type computer compatible with Win-
injector nozzle needle extension pin, to determine when the dows14 operating system.
nozzle needle lifts to initiate the start of injection. A2.5.2 Control System, a computer-based system to provide
A2.3.5 Fuel Injector Body End Cap, a machined plate with automated control of the relevant combustion analyzer and
associated gaskets and seals, to clamp the injector nozzle body sub-system component functions. Electrical and electronic
in the combustion chamber block. components of the control system are enclosed in a metal
A2.3.6 Fuel Line, high-pressure fuel line with associated electrical/electronic cabinet.
fittings connecting the fuel injection pump assembly to the fuel A2.5.3 Data Acquisition/Processing System, a computer-
injector body assembly. based system with associated instrumentation to collect and
process all relevant signals from the injector nozzle needle
A2.4 Instrument Sensors, sensors used to measure and
motion sensor, and temperature and pressure sensors. The
either indicate the value of a variable or transmit the condition
system includes an analog-to-digital (A/D) data acquisition
for control or data acquisition purposes as follows:
board installed in the computer to acquire the output signals
A2.4.1 Combustion Chamber Pressure Sensor (P1), a sen- from the sensors.
sor installed to measure the pressure within the combustion A2.5.4 Signal Conditioning Components, located in a metal
chamber during each testing cycle. electrical/electronic cabinet including signal conditioners for
A2.4.2 Charge Air Pressure Sensor (P2), a calibrated pres- the temperature sensors, the combustion chamber pressure
sure sensor installed in the piping between the charge air sensor, and the injector nozzle needle motion sensor.
supply pressure regulator and the combustion chamber inlet
valve. A2.6 Circulating Coolant System
A2.4.3 Injection Actuator Air Pressure Sensor (P3), a cali-
brated pressure sensor installed in the piping between the A2.6.1 General, a closed-loop circulating coolant system to
utility air supply pressure regulator and the injection pump control the temperature of the combustion injector nozzle and
driver mechanism manual pressure control valve. combustion chamber pressure sensor. The system includes:
A2.4.4 Inlet/Exhaust Valve Actuator Air Pressure Gage
(P4), a pressure gage installed in the piping between the
inlet/exhaust actuator valves and the associated manual pres- 14
Windows is a registered trademark of Microsoft Corporation, One Microsoft
sure control valve. Way, Redmond, WA 98052-6399.

Copyright by ASTM Int'l (all rights reserved); 10

 D6890 – 11b
A2.6.2 Coolant Housing, liquid cooled housing which is A2.6.6 Coolant Filter, filter installed in the coolant line,
capable of fastening the combustion pressure sensor to the capable of removing foreign particles from the coolant system
combustion chamber and maintaining its temperature within fluid.
specifications. A2.6.7 Manual Flow Control Valve, Needle valve used to
A2.6.3 Coolant Reservoir, reservoir containing excess cool- control the coolant flow to the injector nozzle coolant passage.
ant which is not circulating through the coolant loop.
A2.6.4 Coolant Pump, centrifugal pump capable of meeting
A2.7 Optional Equipment
the pressure and flow requirements of the combustion analyzer.
A2.6.5 Heat Exchanger, liquid to air heat exchanger with A2.7.1 UPS, an electrical unit capable of powering the
associated fan and air filter. coolant system fan and pump during a utility power outage.

A3. COMBUSTION ANALYZER OPERATING FUNCTIONS

A3.1 Starting and Warm-up Procedure A3.2.2.1 Fill the fuel injection system reservoir with the test
A3.1.1 With the combustion analyzer in shut down mode, specimen. This may be done while the reservoir is installed on
start a new operating period as follows: the instrument or, alternatively, in a remote well ventilated
location. If done in a remote location, place fuel specimen into
A3.1.1.1 Position the combustion analyzer power switch to
a cleaned, appropriately sized, reservoir with a check valve,
ON.
and install the filled reservoir on the instrument. Refer to the
A3.1.1.2 Initiate the automated warm-up sequence using the instructions provided by the manufacturer for the remainder of
appropriate computer command. this procedure.
A3.1.1.3 At the end of the automated warm-up sequence, A3.2.2.2 The fuel system is now ready for the next speci-
the ramp-up and total warm-up times will be indicated on the men determination.
computer monitor. Typical values for these times are 1300 to
A3.2.3 Discharging Unused Specimen and Cleaning Fuel
1800 s for ramp-up time and 1500 to 2300 s for total warm-up
System, after Fuel Samples Containing 2EHN Cetane Improver
time. Significant increases in the average ramp-up time (more
at Either Unknown Concentrations or Concentrations Greater
than 5 %) or total warm-up time (more than 10 %) are
than 2000 ppm Have Just Been Tested (No Hardware Modifi-
indicative of a potential malfunction of the heating elements of
cations Required):
the combustion chamber. For diagnostic procedures, refer to
the instructions provided by the manufacturer. A3.2.3.1 Close the nitrogen valve, disconnect the flexible
nitrogen line and remove the reservoir cap.
A3.1.1.4 Open the valve at the source of each compressed
gas and adjust the individual pressure regulators as needed to A3.2.3.2 Open the injection pump bleed valve to facilitate
provide the specification pressures. the removal of the plunger.
A3.1.1.5 Perform at least one preliminary ignition delay A3.2.3.3 Remove the plunger from the reservoir using the
determination for a typical diesel fuel oil sample or heptane appropriate tool.
following the procedure described in 12.2. Check and adjust all A3.2.3.4 Clean the plunger and O-ring assembly using a
operating conditions so that the combustion analyzer complies clean, lint-free cloth and set it aside. Blowing across the
with the specification values and is ready for fit-for-use surfaces using oil-free compressed air in a fume extraction
qualification testing. Discard the results of all preliminary system may be an adequate alternative or useful supplement.
ignition delay determinations. A3.2.3.5 Close the injection pump bleed valve.
A3.2.3.6 Reinstall the reservoir cap hand tight, reconnect
A3.2 Fuel Injection System Procedure the flexible nitrogen line and open the nitrogen valve.
A3.2.1 General—The sample fuel reservoir is illustrated in A3.2.3.7 Open the injection pump bleed valve to discharge
Fig. A2.2, Fuel Reservoir Schematic. The floating plunger is any specimen from the injection pump passages. Close the
inserted between the pressurizing nitrogen and the fuel in the bleed valve.
reservoir when a fuel specimen is to be tested. The floating A3.2.3.8 Open the injector nozzle bleed valve to discharge
plunger is omitted from the assembly during the sequences any remaining specimen from the injection system. Close the
involving flushing of fuel when the pressurizing nitrogen is in nitrogen valve. Close the injector nozzle bleed valve.
direct contact with the fuel specimen. One flushing function A3.2.3.9 Disconnect the flexible nitrogen line and remove
involves forcing a portion of specimen fuel through the fuel the reservoir cap.
injection pump and injector nozzle passages to ensure that they A3.2.3.10 Refill the reservoir with toluene or heptane. This
are full of fuel and free of any trapped air. A second flushing may be done while the reservoir is installed on the instrument
function is utilized to force all specimen fuel out of the or, alternatively, in a remote, well ventilated location. If done
injection pump and injector nozzle passages after the comple- in a remote location, place toluene or heptane into an appro-
tion of a test determination. Details of these functions are as priate sized reservoir with a check valve and install the filled
follows: reservoir on the instrument. Refer to the instructions provided
A3.2.2 Flushing the Fuel Injection System with Specimen: by the manufacturer for the remainder of this procedure.

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 D6890 – 11b
A3.2.3.11 Move the injection pump plunger forward. Refer using the appropriate computer command, and position the
to the instructions provided by the manufacturer for the details combustion analyzer power switch to OFF.
for this procedure. A3.4.2 Disconnect the pressure sensor signal cable, remove
A3.2.3.12 Slowly open the injection pump manual bleed the combustion chamber pressure sensor from its housing,
valve to let the toluene or heptane trickle out of the bleed valve clean the sensing surface of the pressure sensor and the hole of
for a minimum of 2 min. the pressure sensor housing in accordance with the instructions
A3.2.3.13 Retract the injection pump plunger. Refer to the of the manufacturer.
instructions provided by the manufacturer for the details of this A3.4.3 Reinstall the pressure sensor in its housing.
procedure. A3.4.4 Wipe any oily deposits from the sensor signal cable
A3.2.3.14 Open the injection pump bleed valve to discharge and connector and connect the cable to the pressure sensor.
any remaining solvent. Close the bleed valve. Refer to the A3.4.5 Position the combustion analyzer power switch to
instructions provided by the manufacturer for the remainder of ON.
this procedure. A3.4.6 Warm-up the combustion analyzer.
A3.2.3.15 Open the injector nozzle bleed valve to discharge
any remaining solvent from the injection system. Close the
A3.5 Combustion Chamber Sealing Integrity Check
nitrogen valve. Close the injector nozzle bleed valve. Refer to
Procedure
the instructions provided by the manufacturer for the remainder
of this procedure. A3.5.1 Using the appropriate computer command, start an
A3.2.3.16 The fuel system is prepared for the next specimen automated sealing integrity check of the warmed-up combus-
determination. tion chamber. This procedure tests the effectiveness of the
combustion chamber seals by pressurizing the chamber with a
A3.3 Pressure Sensor Assembly Cleaning Procedure standard charge of compressed air. The pressure variation
A3.3.1 (Warning—Avoid skin contact with the surfaces of inside the chamber is monitored for a period of 20 s. The rate
the pressure sensor assembly and combustion chamber if the of decrease of pressure is displayed on the computer monitor.
combustion analyzer is not at room temperature.) A3.5.2 The operator is responsible to check that the dis-
A3.3.2 General—Performing periodic (twice per day) igni- played rate of decrease of pressure is less than the specified 3.5
tion delay determinations with heptane has been found to have kPa/s limit.
the same effect as manually cleaning the pressure sensor A3.5.3 If the rate of decrease of pressure exceeds the limit,
assembly. Manual cleaning of the pressure sensor assembly is inadequate sealing is confirmed and diagnostic procedures to
only required if the tip of the injector nozzle pintle breaks off, determine and remedy the problem are recommended before
causing fuel to be sprayed directly onto pressure sensor’s performing tests. Refer to the instructions provided by the
sensing surface. manufacturer.
A3.3.3 Cleaning Sensor Assembly:
A3.3.3.1 If a diesel fuel oil was used for the preliminary A3.6 Combustion Analyzer Shut Down Procedure
ignition delay determination of the operating period, perform A3.6.1 Check that all specimen has been discharged from
an additional ignition delay determination with heptane before the fuel injection system and the fuel reservoir and associated
performing fit-for-use qualification testing. components are clean.
A3.3.3.2 At the conclusion of each operating period, per-
A3.6.2 Close the valve at the source of each compressed
form an ignition delay determination using heptane.
gas.
NOTE A3.1—If the combustion analyzer is to be left idle for more than A3.6.3 Open the appropriate bleed valves to decompress the
24 h before the start of the next operating period, flush the fuel injection piping between the compressed gas regulators and combustion
system with a diesel fuel oil.
analyzer. Close all bleed valves after decompressing the piping.
A3.4 Alternative Pressure Sensor Assembly Cleaning A3.6.4 Position the combustion analyzer power switch to
Procedure OFF.
A3.4.1 Check that the valve at the source of each com- NOTE A3.2—Electric power for the circulating coolant system will
pressed gas is closed, decompress the combustion chamber remain on for 3 h after the combustion analyzer is shut down.

A4. SUPPLEMENTAL PROCEDURE INFORMATION

A4.1 Test Sequence volume of fuel sample into the combustion chamber, and (3)
A4.1.1 General—An automated test run consists of 15 releasing of the combustion gases. During the combustion
preliminary (pre-test injections) + 32 subsequent (test injec- cycle, the injector nozzle needle motion sensor measures the
tions) combustion cycles. A combustion cycle involves: (1) motion of the injector nozzle needle and the combustion
charging the chamber to the test pressure, (2) injecting a small chamber pressure sensor measures the charge air pressure.

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 D6890 – 11b
A4.1.2 A simplified example of the output of the nozzle Charge air pressure (P2)
needle motion sensor and the combustion chamber pressure Injection actuator air pressure (P3)
Charge air temperature (T4)
sensor recorded for a single combustion cycle during a test Combustion chamber pressure
sequence is shown in Fig. A4.1. sensor temperature (T3)
A4.1.3 The ignition delays of the 32 test injections are Injector nozzle coolant passage
temperature (T6)
averaged to produce the analytical ID result. Coolant return temperature (T7)
A4.1.4 During each of the 32 test injections the following Fuel injection pump temperature
parameters are recorded: (T2)

Parameters The individual measured values of the above parameter for each of the 32 com-
ID bustion cycles as well as their average, minimum and maximum are automati-
DCN cally printed on a test report at the end of each test (see Appendix X1).

FIG. A4.1 Signals of Motion Sensor and Combustion Chamber Pressure Sensor During a Single Combustion Cycle

A5. DERIVATION AND MAINTENANCE OF DCN EQUATION

A5.1 Derived cetane number (DCN) is defined as a number tored and evaluated through the monthly NEG and IP fuel
calculated using a conversion equation to determine a cetane exchange programs. The validation data shall be reviewed by
number (see 3.2.5). Subcommittee D02.01 through the application of Practice
D6708 with a frequency of at least every three years. As a
A5.2 This equation has been derived using the 2004 ILS
result of the review, Subcommittee D02.01 may make the
data set and initially validated using the 2002 ILS data set and
decision to, if necessary, modify the existing equation or
the 2004 IP and NEG exchange scheme fuels. The derivation is
develop a new one. As part of this review, the sample types will
described in RR:D02-1602.12
be examined, and if certain types are underrepresented, further
A5.3 The conversion equation (Eq 1) appears in Section 13. steps may be taken to evaluate how they perform.
The ongoing validation of the DCN equation shall be moni-

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 D6890 – 11b
APPENDIXES

(Nonmandatory Information)

X1. EXAMPLE OF TEST OUTPUT

Copyright by ASTM Int'l (all rights reserved); 14

 D6890 – 11b

FIG. X1.1 Example of Test Output

Copyright by ASTM Int'l (all rights reserved); 15

 D6890 – 11b

X2. CORRELATION EQUATION

X2.1 This is a conversion equation for derived cetane NOTE X2.1—The equation was derived from a correlation test program,
number outside the ignition delay range 3.1 to 6.5 ms: comprising ASTM National Exchange Group (NEG) check fuels, heptam-
ethylnonane, cetane and an in-house check fuel.15
DCN 5 83.99~ID – 1.512! ~–0.658! 1 3.547 (X2.1)

There is no precision for this equation for derived cetane 15

Supporting data have been filed at ASTM International Headquarters and may
number outside the range of 3.3 to 6.4 ms. be obtained by requesting Research Report RR:D02-1531.

SUMMARY OF CHANGES

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D6890–11a) that may impact the use of this standard. (Approved Dec. 1, 2011.)

(1) Revised Fuel Injection System Procedure in A3.2 to allow (2) Added additional Fuel Injection System Procedure in A3.2
for safe filling of fuel reservoirs in a well ventilated area away to allow for safe filling of fuel reservoirs in a well ventilated
from the instrument. area away from the instrument.

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D6890–11) that may impact the use of this standard. (Approved Nov. 15, 2011.)

(1) Removed minimum volume verbiage from A2.6.3, Coolant

Reservoir, because it is not an operating condition.

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D6890–10a) that may impact the use of this standard. (Approved April 1, 2011.)

(1) Revised definition of derived cetane number in 3.2.5 and

A5.1.

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D6890–10) that may impact the use of this standard. (Approved Aug. 1, 2010.)

(1) Revised Table 3 to reflect newly available interlaboratory

data.

Subcommittee D02.01 has identified the location of selected changes to this standard since the last issue
(D6890–09) that may impact the use of this standard. (Approved July 1, 2010.)

(1) Revised Report section, 14.1.4 and 14.1.5. which affected sections 1.3 and X2.1.
(2) Updated definition of cetane number in 3.1.2. (4) Updated Section 15 based on new interlaboratory data and
(3) Broadened Scope to allow reasonable individual variations added new research report.
beyond the range of mean results from interlaboratory data,

Copyright by ASTM Int'l (all rights reserved); 16

 D6890 – 11b
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