ASTM Dq39 8 9 0759530 0035289 5 / .

NOTICE: This standard has either been superseded and replaced by a new version or discontinued.

([lb
Contact ASTM International (www.astm.org) for the latest information.

Designation: D 439 - 89 AMERICAN SOCIETY FOR TESTINQ AND MATERIALS

1016 Ram S., P h i l W h m . PI. 19103
An American National Siandaid
Re~fptinldfrom hIm Annuri Bod< ol ASTM SBndrids.. CopFight ASTM
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Standard Specification for

Automotive Gasoline’
This standard is issued under the fixed designation D 439; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.
This standard has been approved for use by agencies of the Department of Dt$me. Consult the DoD Index of Spec$caiions and
Standardsfor the spec$c yzar of issue which has been adopted by the Department ofDt$ens&

1. Scope D323 Test Method for Vapor Pressure of Petroleum

1.1 This specification guides in establishing the require- -Products(Reid Method)2
ments of gasoline for ground vehicles equipped with spark- D381 Test Method for Existent Gum in Fuels by Jet
ignition engines. Evaporation2
1,2 This specification describes various characteristics of D525 Test Method for Oxidation Stability of Gasoline
gasolines for use over a wide range of operating conditions. It (Induction Period Method)’
provides for a variation of the volatility of gasoline in D1266 Test Method for Sulfur in Petroleum Products
accordance with seasonal climatic changes at the locality (Lamp Method)‘
where the gasoline is used. It neither necessarily includes all D 2533 Test Method for Vapor-Liquid Ratio of Spark-
types of gasolines that are satisfactory for automotive vehi- Ignition Engine Fuels3
cles, nor necessarily excludes gasolines that may perform D2547 Test Method for ‘Lead in Gasoline, Volumetric
unsatisfactorily under certain operating conditions or in Chromate Method3
certain equipment. The significance of this specification is D2599 Test Method for Lead in Gasoline by X-Ray
shown in Appendix X 1. Spectrometry3
1.3 Gasoline is not the only fuel used in ground vehicles D2622 Test Method for Sulfur in Petroleum Products
equipped with spark-ignition engines. Blends of gasoline with (X-Ray Spectrographic Method)’
oxygenates such as alcohols and ethers are common in the D2699 Test Method for Knock Characteristics of Motor
marketplace. However, some of the test methods referred to Fuels by the Research Method4
in this specification are not applicable to such blends, A D2700 Test Method for Knock Characteristics of Motor
specification that encompasses all fuels for automotive and Aviation Fuels by the Motor Method4
spark-ignition engines has -been developed. It appears as D2885 Test Method for Research and Motor Method
Specification D 4814. Refer to Specification D 4814 for Octane Ratings Using On-Line Analyzers4
information and for requirements and test methods appli- D 31 16 Test Method for Trace Amounts of Lead in
cable to gasoline-oxygenate blends. Gasoline3
1.4 This specification represents a description of gasolines D3120 Test Method for Trace Quantities of Sulfur in
as of the date of publication. T.he specification is under Light Liquid Petroleum Hydrocarbons by Oxidative
continous review, which may result in revisions based on Microcoulometry3
changes in gasoline or automotive requirements, or both. Ail D3229 Test Method for Low Levels of Lead in Gasoline
users of this specification, therefore, should refer to the latest by Wavelength Dispersion X-Ray Spectrometry3
edition. D 3231 Test Method for Phosphorus in Gasoline3
D3237 Test Method for Lead in Gasoline by Atomic
NOTE1-If there is any doubt as to the latest edition of Specification Absorption Spectrometry’
D 439, contact ASTM Headquarters.
D3341 Test Method for Lead in Gasoline-Iodine
1.5-The values stated in SI units are the standard. The Monochloride Method3
values in parentheses are for information only, D 4814 Specification for Automotive Spark-Ignition En-
gine Fuel5
2. Referenced Documents
3. Terminology
2.1 ASTM Standards: 3.1 Definitions:
D 86 Method for Distillation of Petroleum Products’ 3.1.1 gasoline-a volatile mixture of liquid hydrocarbons,
D 130 Test Method for Detection of Copper Corrosion generally containing small amounts of additives, suitable for
from Petroleum Products by the Copper Strip Tarnish use as a fuel in spark-ignition internal combustion engines.
Test’ 3.1.2 oxygenate, n-an oxygen-containing, ashless, or-
ganic compound, such as an alcohol or ether, which may be
‘This specification is under the jurisdiction of ASTM Committee D-2 on
used as a fuel or fuel supplement.
Petroleum Products and Lubricants and is the direct responsibility of Subcom-
mittee W2.A on Gasoline.
Current edition approved Oct. 27, 1989. Published December 1989. Originally ’Annual Book of ASTM Standards, Vol 05.02.
published as D 439 - 37 T.Last previous edition D 439 886. - Annual Book of ASTM Standards, Vol 05.04.
Annual Book ofASTM Standards, Vol 05.01. ’Annupl Book of ASTM Standards, Vol 05.03.

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D439

3,1.3 gasoline-oxygenate blend-a blend consisting pri-
marily of gasoline and a substantial amount of one or more
oxygenates.
NOTE2-Because a standard test method does not exist that can
quantitatively determine small amounts of oxygenafes or combined
oxygen in fuel, it is not possible at this time to set a maximum limit for
oxygenate or oxygen content for gasoline. The intent of the above
definitions is to indicate that a spark-ignition engine fuel is a gasoline-
oxygenate blend when sufficient oxygenate is present to interfere with
the determination of properties using current standard test methods. It is
not the intent of the definitions to classifi as a gasoline-oxygenate blend
a gasoline containing: ( I ) alcohol used as a diluent for detergent or
corrosion inhibitor additives and (2) small amounts of alcohols or
glycols used as anti-icing additives. When new test methods and
technical data to support a limit are available, an oxygenate or oxygen
content maximum limit for gasoline will be considered.
4. Ordering Information
4.1 The purchasing agency shall:
4.1.1 State the antiknock index as agreed upon with the
seller,
4.1.2 Indicate the season and locality in which the gaso-
line will be used,
4.1.3 Indicate the lead level required (Table 1).
5. Performance Requirements
5.1 Volatility is varied for seasonal climatic changes by
providing for five volatility classes of gasoline, which con-
form to the requirements prescribed in Table 1.
5.1.1 The seasonal and geographical distribution of the
five classes is shown in Table 2.
5.2 Antiknock index levels, defined as the average of the
Research octane number (RON) and Motor octane number
(MON), and their application are set forth in Table 3.
5.2.1 Vehicle octane requirements generally vary with
atmospheric temperature and humidity. Recommended
maximum adjustments in antiknock index for seasonal
climatic changes are provided in Fig. 1.
5.2.2 Vehicle octane requirements generally decrease with
increasing altitude. The maximum antiknock index adjust-
ments, established to protect cars driven from a high to a
lower altitude area while using fuel obtained in the high
altitude area, are provided in Fig. 2.
5.3 Additional requirements are listed in Table 1.
6. Workmanship
6.1 The finished gasoline must be visually free of
undissolved water, sediment, and suspended matter; it must
be clear and bright at the ambient temperature or 21°C
(70"F), whichever is higher.
7. Test Methods
7.1 The requirements enumerated in this specification are
determined in accordance with the following methods:
7.1.1 Distillation-Method D 86.
7.1.2 Vapor-Liquid Ratio-Test Method D 2533.
7.1.3 Vapor Pressure-Test Method D 323.
7.1.4 Research Method Octane Number-Test Method
D 2699 or Test Method D 2885.
7.1.5 Motor Method Octane Number-Test Method
D 2700 or Test Method D 2885.
7.1.6 Corrosion-Test Method D 130, three hours at 50°C
(122°F).
7.1.7 Existent Gum-Test Method D 38 1, Air-Jet Appa-
ratus.
7.1.8 Sulfur-Test Method D 1266, Test Method D 2622,
or Test Method D 3120. With Test Method D 3120, fuels
with sulfur content greater than 100 ppm (0.0100 mass %)
must bé diluted with isooctane. The dilution of the sample
may result in a loss of precision. Test Method D 3 120 cannot
be used when the lead concentration is greater than 0.4 g/L
(1.4 g/gai).

TABLE 1 Detailed Requirements for Gasoline

DistillationTemperatures, OC (OF), at Percent EvaporatedAm8 DistUlatlon Vapor/Uquid Raüo (V/L)A
Volatility 10 V d %, 50 V d % 90 V d %, End Pokit, Test Temperature
V/L, max
Class max min max max max V d %, max OC (OF)
A 70 (158) 77 (170) 121 (250) 190 (374) 225 (437) 2 60 (140) 20
B 65 (149) 77 (170) 118 (245) 190 (374) 225 1437) 2 58 1133ì 20
~.
C 60 (140) 77 (174 116 (240) 185 i365j 225 (437) 2 51 i124 20
D 55 (131) 77 (170) 113 (235) 185 (365) 225 (437) 2 47 (116) 20
E 50 (122) 77 (170) 110 (230) 185 (365) 225 (437) 2 41 (105) 20

Reid Vapor Lead Content, max, g/L (g/gai) Existent Sulfur, max, Mass % oxMation
Stability, Antiknock
v~~~~~ Pressure, max,B copperswp Gum,max,
Minimum, Index
kPa (psi) Unleadedc LeadedD conoslon*max mg/lmmL Unleaded Leaded ......_
._-
A 62 (9.0) 0.013 (0.05) 1.1 (4.2) No. 1 5 0.10 0.15 240 E
B 69 (10.0) 0.013 (0.05) 1.1 (4.2) No. 1 5 0.10 0.15 240 E
C 79 (11.5) 0.013 (0.05) 1.1 (4.2) No. 1 5 0.10 0.15 240 E
D 93 (13.5) 0.013 (0.05) 1.1 (4.2) No. 1 5 0.10 0.15 240 E
E 103 (15.0) 0.013 (0.05) 1.1 (4.2) No. 1 5 0.1o 0.15 240 E

A At 101.3 kPa pressure (760 mm Hg).

EI If Federal legislationor regulatory action restricts Reid Vapor Pressure to a level lower than the vciatiïi classes spedíied In Table 2 for a given time and place, the
distillation temperature limits shall be consistent with the conesponding Reid Vapor Pressure in Table 1. If the Reid Vapor Pressure limit is between the two dasses, the
distillation temperature limits of either class are acceptable.
'The Intentional addition of lead or phosphorus compounds is not permttted. U.S. Environmental Protection Agency (EPA) regulations limit their maximum
concentrationsto 0.05 g of lead per gallon and 0.005 g of phosphonis per galion @y Test Method D 3231), respectively.
EPA regulationslimit the lead concentration In leaded gasdine to no m e than 0.1 g/gal(O.O28 g/L) averaged for quarterly production by refinery.
E See Table 3.

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7.1.9 Lead-Test Method D 2547, Test Method D 2599, normal and correct operation of the test methods, exceed the
or Test Method D 3341. For lead levels below 0.03 g/L (0,l values in the following table in only one case in twenty.
g/gal) use Test Method D 3 1 16, Test Method D 3229 or Test 8.2.4 Reproducibility-The difference between two inde-
Method D 3237. pendent sets of antiknock index determinations, obtained by
7.1.10 Oxidation Stability-Test Method D 525. . different operators working in different laboratories on
identical test material would, in the long run, and in the
normal and correct operation of the test methods, exceed the
values in the following table in only one case in twenty.
8. Precision and Bias
Repeatability Limits, Anti- Reproducibility Limits,
8.1 The precision of each required test method is included Antiknock Index h o c k Index Units Antiknock Index Units
in the standard applicable to each method. 83 0.2 0.7
8,2 Antiknock Index: 85 0.2 0.7
8,2.1 The following statements apply to antiknock index, 87 0.2 0.7
89 0.2 0.6
which is a composite quantity not addressed in any other 91 0.2 0.6
standard. 93 0.2 0.6
8.2.2 The precision of the antiknock index (RON + 95
91
- 0.6
0.7
MON)/2 is a function of the individual precisions of
NOTE 3-These precision limits were calculated from Research and
Research (D2699) and Motor (D2700) octane numbers. M o t o r octane number results obtained by member laboratories of the
The repeatability and reproducibility variances for these test A S T M National Exchange Group (NEG) participating in a cooperative
methods must be summed in proportion to their individual testing program. The data obtained during the period 1980 through
contributions to the antiknock index. 1982 have been analyzed in accordance with RR:W2-1007, "Manual
8.2.3 Repeatability-The difference between two sets of o n Determinhg Precision Data for A S T M Methods on Petroleum
antiknock index determinations, where two test results by Products and Lubricants," Spring, 1973.
each octane number method were obtained by one operator, 8.2.5 Bias-There being no criteria for measuring bias in
with the same apparatus under constant operating conditions these test-product combinations, no statement of bias can be
on identical test material would, in the long run, and in the made.

TABLE 2 Schedule of Seasonal and Geographical Volatility Classes

Thls schedule, subject fo agreement between purchaser and seller, denotes the vdatility properties of the gasdine at the time and place of
shipment. Shipments intended for future use may anticipate this schedule.
Where alternative classes are permitted, elther class is acceptable; the option shall be exercised by the seller.
State Jan Feb March April May June July Aug Sept ûct Nov Dec
Alabama D DIC C CP B ,
Alaska E D D D
Arizona . D A A A
Arkansas EID Cle 0 0
%aiifornia
North Coast EID CP B B
South Coast D B B B
Southeast D A A A
Interior EID B B B
Colorado E B BIA Ale
Connecticut E C C C
Delaware E C C C
District of Columbia E C C C
Florida D C C C
Georgia . D C CP B
Hawaii C C C C
Idaho
N 4 6 O Latitude E ClB B B
S 4 6 O Latitude E B B B
Illinols
N 40O- Latitude E C C C
S 40° Latitude E C CP BP
Indiana E C C C
Iowa E CP BlC C
Kansas E B B B
Kentucky E C C C
Louisiana D C GIB B
Maine E C C C
Maryland E C C C
Massachusetts E C C C
Mlchigan E C C C
Minnesota E C C C
Mlssissippi D C ClB B
Missouri E ClB B B
Montana E B B 0
Nebraska E B B B

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TABLE 2 Continued
State Jan Feb March April May June July Aug Sept ûct Nov Dec
Nevada
N 38' Latitude E B B
C 3 8 O Latitude D A A
New Hampshlre E C C
New Jersey E C C
New Mexico
N 34' Latitude EID A A
S 34O Latitude D A A
New York E C C
North Carolina EID C Cl6
North Dakota E Cl6 0
Ohio E C C
Oklahoma EID B 0
Oregon
E 122' Longitude E Cl0 0
w 1220 Longitude E C C
Pennsylvania E C C
Rhode Island E C C
South Cardina D C CP
South Dakota E 0 0
Tennes- EID C ClB
Texas
E 99' Longitude D CP B
W 99' Longitude D A A
Utah E 0 BlA
Vermont E C C
Virginia E C C
Washington
E 122O Longitude E Cl0 B 0 BlC
W 1 2 2 O Longitude E C C C C
West Virginia E C C C C
Wisconsin E C C C C
Wyoming E
- E EjD B 0 0 0
ADetails of State Climatological Division by county as indicated.
California, North Coast-Alameda, Contra Costa, Del Norte, Humbdt, Lake, Marin, Mendocino, Monterey, Napa, San Benito, San Frandsco, San Matw, Santa Clara,
Santa Cruz, Sdano, Sonoma, Trinity
California, interior-Lassen, Modoc, Plumas, Sierra, Siskiyou, Alpine, Amador, Butte, Calaveras, Wusa, EI Dorado, Fresno, Glenn, Kern (except that portion lying east
of the LOS Angeles County Aqueduct), Kings, Madera, Mariposa, Merced, Placer, Sacramento, San Joaquin, Shasta, Stanislaus, Sutter, Tehama, Tulare, Tudumne,
Yolo, Yuba, Nevada
California, South Coast-Orange, San Diego, San Luis Obispo, Santa Barbara, Ventura, Los Angeles (except that portion north of the San Gabriel Mountaln range and
east of the Los Angeles County Aqueduct)
California, Southeast-Imperial, Riverside, San Bemardim, Los Angeles (that portion north of the San Gabriel Mountain range and east of the Los Angeles County
Aqueduct), Mono, Inyo, Kern (that portion lying east of the Los Angeles County Aqueduct)

TABLE 3 Gasoline Antiknock Indexes and Their Application

Leaded Gasoline (for vehdes that can OT must use leaded gasdine)
Antiknock Index
(RON + MON112. minAnB
87 Meets antiknock requirements of most 1971 and later model vehicles that use leaded gasoline and of pre-1971
vehicles with low antiknock requlrements.
88 Meets antiknock requirements of most 1970 and prior modef vehides that were designed to operate on leaded gasoline,
and of 1971 and later model vehicles that can use leaded aasoline and have hiah antiknock reauirements.
89 Meets antiknock requlrements of medium and heavy duty truiks that require high& octane leaded gasoline.
92 Suitable for most vehicles with very high antiknock requirements that can use leaded gasoline.
Unleaded Gasoline (for vehicles that can or must use unleaded gasoline)
Antiknock Index
+
IRON MONV2. .. . mlnAsB
85 For vehicles with low antiknock requlrements.
87C Meets antiknock requirements of most 1971 and later mrxJel vehicles.
90 For most 1971 and later d e l vehides with high antlknock requlrements.
A Reductions for seasonal variations are allowed in accordance with Fig. I.
Reductions for altitude are allowed in accordance with Fig. 2.
In addition, Motor octane number must not be less than 82.0.

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FIG. 1 Antiknock Index Reductions for Weather”
J F M A M J J A S O N D
Northeast 1.o 0.5 0.5 O O O O O O 0.5 0.5 1.o
Southeast 0.5 O O O O 0.5 0.5 0.5 0.5 O O 0.5
Midwest 1.o 0.5 0.5 O O O O O O O 0.5 1.o
Northwest 1.o 1.o 0.5 0.5 O O O O O 0.5 1.o 1.o
Southwest 1.o 0.5 O O O O O O O O 0.5 1.o
California
No. Coaste 0.5 0.5 0.5 0.5 0.5 0.5 u.5 0.5 O O 0.5 0.5
so. Coaste O O 0.5 0.5 1.o 1.o 1.o 0.5 0.5 O O O
Alaska 1.o 1.o 0.5 0.5 O O O O O 0.5 1.o 1.o
Hawail O O O O o O O O O O O O
A Reductionsais apply to Motor octane number requirementfor unleaded gasdines with an antlknod< index of 87 to 89.9.
Detalis of Califomla coastal areas are shown in Footnote A of Table 2.

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FIG. 2 Antiknock Index Reductions for Altitude

Antiknock Index Reduotlons by AKitude Area
Area Less than 89* 89 OT Greater
I 0.7 0.5
II 1.5 1.5
111 2.2 1.5
IV 3.0 2.0
V 4.5 3.0
AReductions also apply to Motor octane number requirement for unleaded
gasoline with an antiknock index of 87 to 88.9.

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APPENDIXES
(Nonmandatory Information)
X1. SIGNIFICANCE OF ASTM SPECIFICATION FOR AUTOMOTIVE GASOLINE
X1.l General
X 1.1.1 Antiknock rating and volatility define the general
characteristics of gasoline. Other characteristics relate to
limiting the concentration of undesirable componentsso that
they will not adversely affect engine performance; and
ensuring the stability of gasoline as well as its compatibility
with materials used in engines and their fuel systems.
X 1.1.2 Gasoline is a complex mixture composed of rela-
tively volatile hydrocarbons that vary widely in their physical
and chemical properties. Gasoline is exposed to a wide
variety of mechanical, physical, and chemical environments.
Thus, the properties of gasoline must be balanced to give
satisfactory engine performance over an extremely wide
range of operating conditions. The prevailing standards for
gasoline represent compromises among the numerous
quality and performance requirements. This ASTM specifi-
cation is established on the basis of the broad experience and
close cooperation of producers of gasoline, manufacturers of
automotive equipment, and users of both.
X1.2 Antiknock Rating
X1.2. I The fuel-air mixture in the cylinder of a spark-
ignition engine will, under certain conditions, autoignite in
localized areas ahead of the flame front that is progressing
from the spark. This may cause an audible “ping” or knock.
The antiknock rating of a gasoline is a measure of its
resistance to knock, and depends on engine design and
operation, as well as atmospheric conditions. Gasoline with
an antiknock rating higher than that required for knock-free
operation does not improve performance. However, vehicles
equipped with knock limiters may show a performance
improvement as the antiknock rating of the gasoline used is
increased. Conversely, a decrease in antiknock rating may
cause vehicle performance loss. The loss of power and the
damage to an automotive engine due to knocking are
generally not significant until the knock intensity becomes
very severe. Heavy and prolonged knocking may cause
power loss and damage to the engine.
X1.3 Octane Number
X1.3.1 The two recognized laboratory engine test
methods for determining the antiknock rating of gasolines
are the Research method and the Motor method. The
following paragraphs define the two methods and describe
their significance as applied to various equipment and
operating conditions.
X1.3.2 Research octane number is determined by a
method that measures gasoline antiknock level in a single-
cylinder engine under mild operating conditions: namely, at
a moderate inlet mixture temperature and a low engine
speed. It indicates gasoline antiknock performance in en-
gines at wide-open throttle and low-to-medium engine
speeds.
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X1.3.3 Motor octane number is determined by a method
that measures gasoline antiknock level in a single-cylinder
engine under more severe operating conditions than those
employed in the Research method: namely, at a higher inlet
mixture temperature and at a higher engine speed. It
indicates gasoline antiknock performance in engines oper-
ating at wide-open throttle and high engine speeds. Also, it
indicates gasoline antiknock performance under part-throttle
road-load conditions.
X1.3.4 The most extensive data base that relates the
laboratory engine test methods for Research and Motor
octane to actual field performance of gasolines in vehicles is
the annual Coordinating Research Council (CRC) Octane
Number Requirement Survey conducted for new light duty
vehicles. These data show that the antiknock performance of
a gasoline in some vehicles may correlate best with Research
octane number, while in others it may correlate best with
Motor octane number. These correlations also differ from
model year to model year or from vehicle population to
vehicle population, reflecting the changes in engine designs
over the years. To provide a single number as guidance to the
consumer, the antiknock index, which is the average of the
Research and Motor octane numbers, (RON MON)/2, +
was developed. The antiknock index gives an approximate
correlation of laboratory engine octane ratings of gasoline
with CRC road octane ratings for many vehicles, but the user
must be guided also by experience as to which gasoline is
most appropriate for an individual vehicle. The antiknock
index formula is reviewed continuously and may have to be
adjusted in the future as engines and gasolines continue to
evolve. The present (RON + MON)/2 formula is not an
absolute measure of gasoline antiknock performance in
general or in a specific vehicle.
X1.3.5 The octane requirement (the octane number of
gasoline required for satisfactory vehicle operation with
respect to knock) of vehicles decreases as altitude increases,
primarily because of the reduction in mixture density caused
by reduced atmospheric pressure. However, altitude does not
affect octane requirements of all cars uniformly. Also, the
effect can be smailer for vehicles equipped with barometric
pressure sensors and other compensation devices than for
vehicles not equipped with such devices. In general, the
decrease in octane requirement is larger for low octane
requirement vehicles.
X1.3.5 (I) Tests by the CRC and other organizations
have shown that the decrease in octane requirements with
altitude is larger for 1971 and later model uncompensated
cars, designed to use a gasoline with an antiknock index of
87, than for pre-197 1 cars. The pre-197 1 cars generally have
high compression ratios and use gasolines with an antiknock
index of 88 and higher. Gasolines with antiknock indexes
below 89 are adjusted by a larger reduction factor than those
with an antiknock index of 89 or greater,
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X1.3.5 (2) Boundaries of the areas defined in Fig. 2 and
the corresponding antiknock index reductions were estab-
lished to protect cars driven from a high to a lower altitude
(and hence higher octane requirement) area while using
gasoline obtained in the high-altitude area.
X1.3.6 Vehicle octane requirements on the average rise
with increasing atmospheric temperature by 0.097 MON per
degree Celsius (0.054 MON per degree Fahrenheit), and
decrease with increasing specific humidity by 0.245 MON
per gram of water per kilogram of dry air (0.035 MON per
grain of water per pound of dry air). Because temperature
and humidity of geographical areas are predictable
throughout the year from past weather records, octane levels
can be seasonally adjusted to match seasonal changes in
vehicle octane requirements. Figure 1 defines the boundaries
areas and the seasonal variations recommended for anti-
knock index variations.
X1.4 Antiknock Additives
X 1.4.1 In addition to selecting the appropriate antiknock
index to meet vehicle antiknock needs, a choice must be
made between leaded and unleaded gasoline. Vehicles that
must use unleaded gasoline are required by Environmental
Protection Agency (EPA) regulation to have permanent
labels on the instrument panel and adjacent to the gasoline
tank filler inlet reading “Unleaded Fuel Only.” Most 1975
and later model passenger cars and light trucks are in this
category. Most 1971-74 vehicles can use leaded or unleaded
gasoline. Pre- 1971 vehicles were designed for leaded gasoline;
however, unleaded gasoline of suitable antiknock index may
generally be used in these vehicles, except that leaded
gasoline should be-used periodically (after a few tankfuls of
unleaded gasoline have been used). Leaded gasoline may be
required in some vehicles, particularly trucks, in heavy duty
service. Instructions on gasoline selection are normally
provided in publications of vehicle manufacturers (for ex-
ample, owners’ manuals, service bulletins, etc.). Antiknock
agents other than lead alkyls may be used to increase the
antiknock index of gasolines, and their concentrations may
also be limited due to either performance or legal require-
ments.
X1.5 Volatility
X1.5.1 In most spark-ignition internal combustion en-
gines, the gasoline is metered in liquid form through the
carburetor or fuel injector, and is mixed with air and
partially vaporized before entering the cylinders of the
engine. Consequently, volatility is an extremely important
characteristic of motor gasoline.
X 1.5.2 At high operating temperatures, gasolines may
boil in fuel pumps, lines, or carburetors. If too much vapor is
formed, the fuel flow to the engine may be decreased,
resulting in loss of power, rough engine operation, or engine
stoppage. These conditions are known as “vapor lock.”
Conversely, gasolines that do not vaporize sufficiently may
cause hard starting of cold engines and poor warm-up
performance. These conditions can be minimized by proper
selection of volatility requirements, but cannot always be
avoided. For example, during spring and fall a gasoline of
volatility suitable for satisfactory starting at low ambient
temperatures may cause problems in some engines under
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higher ambient temperature operating conditions.
X1.5.3 Five volatility classes of gasoline are provided to
satisfy vehicle performance requirements under different
climatic conditions. The schedule for seasonal and geograph-
ical distribution indicates the appropriate volatility class or
classes for each month in ali areas of the United States, based
on altitudes and on expected air temperatures. Volatility
limits are established in terms of vapor-liquid ratio, vapor
pressure, and distillation properties.
X1.5.4 For sea-level areas outside of the United States, the
following ambient temperatures are for guidance in selecting
the appropriate volatility class:
10th Percentile 90th Percentile
6-h Minimum Maximum
-
Volatility Daily Temperatures, Daily Temperatures,
CiasS ‘c! (‘F) Y! (‘F)
A >16 (60) 243(110)
B >10 (50) 4 3 (1 10)
C (40) 436 (97)
D >-7 (20) <29 ( 8 5 )
E s-7 (20) <21 (69)
The 6-hour minimum temperature is the highest tempera-
ture of the six coldest consecutive hourly temperature
readings of a 24-hour day. The 6-hour minimum tempera-
ture provides information on the cold-soak temperature
experienced by a vehicle. The 10th percentile of this temper-
ature statistic indicates a 10 % expectation that the 6-hour
minimum temperature will be below this value during a
month. The 90th percentile maximum temperature is the
highest temperature expected during 90 % of the days, and
provides information relative to peak vehicle operating
temperatures during warm and hot weather. For areas above
sea level, the 10th percentile 6-hour minimum temperature
should be increased by 3.6”C/1000 m (2”F/1000 fi) of
altitude, and the 90th percentile maximum should be
increased by 4.4“C/1000 m (2.4”F/1000 ft) of altitude before
comparing them to the sea level temperature. These correc-
tions compensate for changes in fuel volatility caused by
changes in barometric pressure due to altitude.
X1.6 Vapor Pressure
X1.6.1 The vapor pressure of gasoline must be sufficiently
high to ensure ease of engine starting, but it must not be so
high as to contribute to vapor lock.
X1.7 Vapor-Liquid Ratio ,
X 1.7.1 Vapor-liquid (V/L)ratio is the ratio of the volume
of vapor formed at atmospheric pressure to the volume of
gasoline tested in Test Method D2533. The V/L ratio
increases with temperature for any given gasoline,
X1.7.2 The temperature of the fuel system and the V/L
ratio that can be tolerated without vapor lock vary from
vehicle to vehicle and with operating conditions. The ten-
dency of a gasoline to cause vapor lock, as evidenced by loss
of power during full-throttleaccelerations, is indicated by the
gasoline temperature at V/L ratios of approximately 20. The
temperature at which the maximum V/L ratio is specified for
each gasoline Volatility class is based on the ambient temper-
atures and the altitude associated with the use of the class.
X1.8 Vapor-Liquid Ratio (Estimated)
X1.8.1 Three techniques for estimating temperature-V/L
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 ASTM D439 89
values using Reid vapor pressure (Test Method D 323) and
distillation (Method D 86) results are given in Appendix X2.
X1.9 Distillation
X 1.9.1 Method D 86 for distillation provides another
measure of the volatility of gasoline. Table 1 designates the
limits for end-point temperature and the temperatures at
which 10 %, 50 %, and 90 % by volume of the gasoline is
evaporated, These distillation characteristics, along with
vapor pressure and V/L ratio characteristics, affect the
following vehicle performance characteristics: starting, drive-
ability, vapor lock, dilution of the engine oil, fuel economy
and carburetor icing.
X1.9.2 The 10% evaporated temperature of gasoline
should be low enough to ensure starting under normal
temperatures.
X1.9.3 Gasolines having the same 10 % and 90 % evapo-
rated temperatures may vary considerably in driveabiiity
performance because of differences in the boiling tempera-
tures of the intermediate components or fractions. Drive-
bility and idling quality are affected by the 50 % evaporated
temperature. The 90 % evaporated and end-point tempera-
tures should be low enough to minimize dilution of the
engine oil.
X1.10 Corrosion
X1.10.1 Gasolines must pass the copper strip corrosion
test to minimize corrosion of copper parts in fuel systems.
Some gasolines corrode other fuel system metals, but there
X2. ESTIMATING TEMPERATUREY/L VALUES FOR GASOLINE
X2.1 Scope
X2.1.1 Three techniques are presented here for estimating
temperature-V/L data on gasolines from Reid vapor pressure
and distillation test results? They are provided for use as a
guideline when V/L data measured by Test Method D 2533
are not available. One method is designed for computer
processing, one is a simpler linear technique, while the other
is a nomogram form of this linear equation.
X2.1.2 These techniques are not optional procedures for
measuring V/L. They are supplementary tools for estimating
temperature- V/L relationships with reasonable accuracy
when used with due regard for their limitations.
X2.1.3 Test Method D 2533 is the referee V/L procedure
and shall be used when calculated values are questionable.
X2.1.4 These techniques are not intended for, nor are
they necessarily applicable to, fuels of extreme distillation or
chemical characteristics such as would be outside the range
of normal commercial motor gasolines. Thus, they are not
6 A correlation of temperature-V/L ratio data with vapor pressure and
distillation data was developed in 1943 and restudied in 1963 by panels of the
Coordinating Research Council, Inc. See “Correlation of Gasoline Vapor Forming
Characteristicswith Inspection Test Data,” CRCReport No.159, Jan. 28, 1943 (or
SAE Transaction, Vol 52, August 1944, pp. 364-367) and “Study of CRC
-
Calculated Temperature-V/L Technique,” CRC Report No. 370, February 1963.
The CRC correlation was modified by a task group of Subcommittee A of
Committee D-2to adapt it for computer processing, as well as the linear equation
and the nomogram.
/- \,
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are no ASTM test methods to evaluate corrosion of these
metais.
X1.11 Existent Gum
X 1.1 1.1 The test for existent gum measures the amount
of residue after evaporation of the gasoline and after a
heptane wash. The heptane wash removes the heptane-
soluble material such as additives and nonvolatile oils, which
may have been added to gasoline. Excess existent gum may
cause harmful carburetor, engine intake manifold and intake
valve deposits.
x1.12 sulfur
X1.12.1 The limit on sulfur content is included to protect
against engine wear, deterioration of engine oil, and corrq-
sion of exhaust system parts.
X1.13 Oxidation Stability
X1.13.1 The induction period as measured in the oxida-
tion stability test is used as an indication of the resistance of
gasoline to gum formation in storage. Experience indicates
that gasolines with an induction period equal to or greater
than that in Table 1 generally have acceptable short-term
storage stability. However, correlation of the induction
period with the formation of gum in storage may vary
markedly under different storage conditions and with dif-
ferent gasoiines.
applicable in all instances to gasoline blending stocks or
specially blended fuels.
X2.2 Computer Method
X2.2.1 Summary-The values of four intermediate func-
tions, A, BI C, and Dyare derived from the gasoline vapor
pressure and distillation temperatures at 10, 20, and 50 %
evaporated. Values for A, BI C,and D may be obtained
either from equations or from a set of charts. X2.2.2.1
through X2.2.2.3 provide A, B, C,and D values using SI
units. X2.2.2.6 through X2.2.2.8 provide A, B, C, and D
values using inch-pound units. Estimated temperatures at
V/L ratios 4, 10, 20, 30, and 45 are then calculated from A,
B, C, and D.Estimated temperatures at intermediate V/L
ratios may be obtained by interpolation.
X2.2.2 Procedure:
X2.2.2 (I) Establish input data from Reid vapor pressure
(Test Method D 323) and distillation (Method D 86) test
results as follows:
E = distillation temperature, OC, at 10 % evaporated,
F = distillation temperature, *CIat 20 % evaporated,
G = distillation temperature, ‘C, at 50-%evaporated,
H G-E,‘C
P = Reid vapor pressure, H a ,
Q = F-E,’Cand
R = H/Q, except that if H/Qis greater than 6.7, make R = 6.7.
X2.2.2 (2) If A, B, C, and D, are to be calculated, use the
following equations:
9
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30 40 60 ô0 70 80 90 100 110 120

REID VAPOR PRESSURE P. kPi

FIG. X2.1 Function A versus Reid Vapor Pressure P

A - 1.36599P+ 0.009617P’
102.859
- 0.000028281P3 + 207.0097/P
B = -5.36868 + 0.910540Q - 0.040187Q2
+ 0.00057774Q3 + 0.254183/Q
S = -0.00525449 - 0.367 1362/( P - 9.65)
-0.812419/(P - 9.65)’ 0.0009677R +
-0.0000195828R2 - 3.3502318R/P2
+1241.1531R/P4 - 0.06630129R2/P
+0,û0621839R3/P + 0.0969 193R’IP’
C = 0.34205P 0.555561s+
D = 0.62418 - 0.68964R 0.132708R2 +
-0.0070411R3 + 5.84851R FIG. x2.3 Function C versus Ratio R and Reid Vapor Pressure P

X2.2.2 (3) if A, B, Cyand D, are to be obtained from X2.2.2 (4) Calculate the estimated temperature (‘C or O F )
charts, read them from Figs. X2.1,X2.2, X2.3, and X2.4, at V/L ratios 4, 10, 20, 30, and 45 from the following
respectively. equations:
T4-A+B
+
T45 = F 0.125H C +
+
T10 = T4 0.146341 (T45 - T4) +D
+
l20 = T4 0.390244 (T45 T4) - + 1.46519D
+
T30 L= T4 0.634146 (T45 - T4) +D
where:
T4, T10, T20, T30 and T45 are estimated temperatures at
V/L ratios 4, 10, 20, 30, and 45.

O 5 10 15 20 25

TEMPERATURE DIFFERENCE O, OC

RATIO R
FIG. X2.2 Function B versus Distillation.Temperature
Difference Q FIG. X2.4 Function D versus Ratio R

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 REID VAPOR PRESSURE P, BOUNDS

FIG. X2.5 Function A versus Reid Vapor Pressure P

X2.2.2 (5) If the temperature at an intermediate V/L x-4 x-10 x-45

ratio is to be estimated, either plot the values calculated in
X2.2.2 (4) and read the desired value from a smooth curve X-4 X-10 X-30
through the points, or use the Lagrange interpolation for-
mula as follows:
where:
X = the desired V/Lratio between 4 and 45, and
TX = the estimated temperature at V/Lratio X .
X-4 X-30 X-45 X2.2.2 (6) If inch-pound units are used, establish input
data from Reid vapor pressure (Test Method D323) and

-
O 10 20 30 40 60
TEMPERATURE DIFFERENCE Q, D E G F
FIG. X2.6 Function 8 versus Distillation Temperature Difference Q

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1.0 2.0 3.O 4.0 5.0 6.0
RATIO R

FIG. X2.7 Function C versus Ratio R and Reid Vapor Pressure P

distillation (Method D 86) test results as follows: +O.O009677R - 0.0000195828R2

E = distillation temperature, 'F, at i0 % evaporated, -0.0704753R/P2
F = distillation temperature, OF, at 20 % evaporated, +0.549224R/P4 - 0.009616 19R2/P
G =
H =
distillation temperature, 'F, at 50 % evaporated,
G - E, 'F
+
+0.0009 10603R'IP 0.00203879R2/P2
P = - Reid vapor pressure, psi, C = 4.245P + l.O/S
Q = -
F E, OF,and +
D = 1.12460 - 1.24135R 0.238875R2
R = H/Q, except that if H/Qis greater than 6.7, make R = 6.7.
X2.2.2 (7) If A, B, Cy and D are to be calculated in
+
- 0.0126750R' 10.5273/R
X2.2.2 (8) If A, B, Cy and D are to be obtained from
inch-pound units, use the foliowing equations: charts in inch-pound units, read them from Figs. X2.5, X2.6,
A = 217.147 - 16.9527P + 0.822909P2 X2.7, and X2.8 respectively.
-0.0166849P' + 54.04361P X2.2.2 (9) Calculate the estimated temperatures, O F , at
B = -9.66363 + 0.910540Q - 0.0223260Q2 V/L ratios 4, 10, 20, 30, and 45 using the equations in
+ 0.000178314Q' + 0.823553/Q X2.2.2 (4) and X2.2.2 (5).
S = -0.00525449 - O.O532486/(P - 1.4) X2.3 Linear Equation Method
-0~0170900/(p - 1-4)2 X2.3.1 Summary-As given, these two equations provide

1.0 2.0 3.0 4.0 5.0 6.0

RATIO R
FIG. X2.8 Function D versus Ratio R

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t l EXAMPLE:

100

NOMOORAM SOLVES E W A T I O N
TVIL = 2o = 52.47
WHERE
TVIL
TIO
TW
RVP
2o -
-.
--
-
0.33 RVP + 0.20 TIO i 0.17 T50

TEMPERATURE IOCI FOR VAPORILIûUIO RATIO OF 2O:l

10% EVAPORATION POINT ?Cl
50% EVAPORATION POINT IOCI
R E I 0 VAPOR PRESSURE IkPal
1 7 . t.
T V I L = 20
TVL . - 63.1

RVP
110

FIG. X2.9 Relationship Between Gasoline Volatility and Temperaturefor V/L Ratio at §ea Level-§I Units

only the temperatures (“C or O F ) at which a V/L value of 20 Tv/tZo 114.6 - 4.1 (RVP) + 0.20 TIO+ 0.17 T,,
exists. They make use of two points from the distillation where:
curve, T,, and T,, (“C or OF), and the Reid vapor pressure TV,*,, = temperature, O F , at V/L of 20:1,
(kPa or psi) of the gasoline with constant weighting factors RVP = Reid vapor pressure, psi
being applied to each. Experience has shown that data TIO = distillation temperature, O F , at 10 % evaporated,
obtained with these simple linear equations generally are in and
close agreement with those obtained by the computerized T50 = distillation temperature, O F , at 50 % evaporated.
version given above. The limitations pointed out in X2.1.1
through X2.1.4 must be kept in mind when use is made of X2.4 Nomogram Method
this procedure, X2.4.1 Summary-Two nomograms have been devel-
X2.3.2 Procedure-Obtain 10 % evaporated and 50 % oped and are included herein (Figs. X2.9 and X2.10) to
evaporated points from the distillation curve (Method D 86) provide the same function ,as the linear equations procedure
along with the Reid vapor pressure value (Test Method outlined above. Figure X2.9 is in SI units and Fig. X2.10 is
D 323); apply these directly in the equation. in inch-pound units. The nomograms are based on the two
equations and the same limitations apply to their use in
Tv/L 20 = 52.47 - 0.33 (RVP) + 0.20 Tio + 0.17 T50 estimating V/L (20) temperatures.
where: X2.4.2 Procedure-Obtain 10 % evaporated and 50 %
Tv,L=io = temperature, OC,at V/L of 20:1 , evaporated points from the distillation curve (Method D 86)
RVP = Reid vapor pressure, kPa, along with the Reid vapor pressure (Test Method D 323).
TIO = distillation temperature, OC,at 10 % evaporated, Select the SI unit (Fig. X2.9) or inch-pound unit (Fig. X2.10)
and nomogram based on the units of TIO, T50,and RVP, Using a
T,, = distillation temperature, OC,at 50 % evaporated, straightedge, locate the intercept on the line between the “TIO
and T50)> scales after selecting the applicable T,, and T50
or in the inch-pound customary unit equation: values. From this intercept and the proper point on the

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=
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T50
260

RVP

250 -6
TIO
-
210 1 1

150

-
-9

10

I
200 Il

120
190 12

ia0 EXAiiPLE: 13

90
110
w-- 10.7
UO°F
TIO
170 ?50 - 23OoF RVP li)
NWCGRAH SOLVES EQUATIW y 2 0 = 132

RYP = R E I D VAPOR PRESSURE

FIG. X2.10 Relationship Between Gasoline Volatility and Temperature for V/i. Ratio of 20 at Sea Level-Inch-Pound Units

?RVP? scale, a second intercept can be obtained on the V/L data estimated by any one of these three techniques and
?LTV,L=2,,?
scale to provide the desired value directly. data obtained by Test Method D 2533 has not been estab
lished.
X2.5 Precision
X2.5.1 The precision of agreement between temperature-
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if not revised, either reapproved or withdrewn. Your comments are Invited either for revision of this standard or for additional standards
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