1.1 本试验方法涵盖了评估无铅火花点火发动机燃料进气门沉积物形成的车辆试验程序。此测试方法使用1985年款BMW 318i 2. 交通工具在公共道路或测试跑道上，按照指定的驾驶时间表累积里程。此测试方法改编自北美/西南研究院的原始BMW进气门沉积物测试，并与原始测试尽可能保持通用性。 底盘测功机不得用于本试验程序，因为BMW NA/SwRI IVD试验不适用于底盘测功机，并且尚未确定道路运行与底盘测功机之间的相关性。 注1: 如果对测试方法的最新版本有任何疑问 D5500 ，联系ASTM国际。 1.2 以国际单位制表示的数值应视为标准值。国际单位制后括号中给出的值仅供参考，不被视为标准值。 1.3 本标准并非旨在解决与其使用相关的所有安全问题（如有）。本标准的用户有责任在使用前制定适当的安全、健康和环境实践，并确定监管限制的适用性。 本试验方法中给出了危害的具体说明。 1.4 本国际标准是根据世界贸易组织技术性贸易壁垒（TBT）委员会发布的《关于制定国际标准、指南和建议的原则的决定》中确立的国际公认标准化原则制定的。 ====意义和用途====== 5.1 试验方法- 通过现场测试确定，进气门沉积物可能会对某些汽车的驾驶性能产生不利影响。 7. 西南研究院和北美宝马公司（BMW NA）联合进行了测试，以开发此测试方法，以确定无铅汽车火花点火发动机燃油形成进气门沉积物的倾向。该测试得出的结论是，如果汽车火花点火发动机燃油能够在里程累积结束时将进气门沉积物保持在或低于每个气门的某个平均重量，则汽车火花- 点火发动机燃油可在BMW车辆发动机组合中使用指定时间，而不会导致进气门沉积物导致驾驶性能下降。为了保持车辆的驾驶性能和排气管排放控制，可能需要尽量减少进气门沉积物。 5.1.1 州和联邦立法和监管行动- 立法活动和规则制定主要由加利福尼亚州空气资源委员会负责 8. 和环境保护局 9 需要接受标准化测试方法来评估汽车火花的进气系统沉积物形成趋势- 点火发动机燃油。 5.1.2 结果的相关性- 本试验方法中使用的发动机和车辆的工作条件和设计并不代表所有现代汽车。在解释测试结果时，应考虑这些因素。 5.2 测试有效性: 5.2.1 程序合规性- 除非测试按照本测试方法的所有要求完成，否则测试结果无效。与第节中给出的参数极限的偏差 10 和 11 将导致无效测试。在评估任何异常时，应在试验方法实施过程中应用工程判断，以确保试验结果的有效性。 5.2.2 车辆合规性- 除非车辆满足第节中所述的质量控制检查要求，否则测试无效 10 .

1.1 This test method covers a vehicle test procedure for evaluation of intake valve deposit formation of unleaded spark-ignition engine fuels. This test method uses a 1985 model BMW 318i 2 vehicle. Mileage is accumulated following a specified driving schedule on either public road or test track. This test method is adapted from the original BMW of North America/Southwest Research Institute Intake Valve Deposit test and maintains as much commonality as possible with the original test. Chassis dynamometers shall not be used for this test procedure as the BMW NA/SwRI IVD Test was not intended to be applicable to chassis dynamometers and no correlation between road operation and chassis dynamometers has been established. Note 1: If there is any doubt as to the latest edition of Test Method D5500 , contact ASTM International. 1.2 The values stated in SI units are to be regarded as standard. The values given in parentheses after SI units are provided for information only and are not considered standard. 1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use. Specific statements on hazards are given throughout this test method. 1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee. ====== Significance And Use ====== 5.1 Test Method— It was determined through field testing that intake valve deposits could adversely affect the driveability of certain automobiles. 7 Southwest Research Institute and BMW of North America (BMW NA) jointly conducted testing to develop this test method to determine an unleaded automotive spark-ignition engine fuel's propensity to form intake valve deposits. This testing concluded that if an automotive spark-ignition engine fuel could keep intake valve deposits at or below a certain average weight per valve at the end of mileage accumulation, then that automotive spark-ignition engine fuel could be used in the BMW vehicle-engine combination for a specified period without intake valve deposits causing driveability degradation. Minimizing intake valve deposits may be necessary to maintain vehicle driveability and tailpipe emissions control. 5.1.1 State and Federal Legislative and Regulatory Action— Legislative activity and rulemaking primarily by California Air Resources Board 8 and the Environmental Protection Agency 9 necessitate the acceptance of a standardized test method to evaluate the intake system deposit forming tendency of an automotive spark-ignition engine fuel. 5.1.2 Relevance of Results— The operating conditions and design of the engine and vehicle used in this test method are not representative of all modern automobiles. These factors shall be considered when interpreting test results. 5.2 Test Validity: 5.2.1 Procedural Compliance— The test results are not considered valid unless the test is completed in compliance with all requirements of this test method. Deviations from the parameter limits presented in Sections 10 and 11 will result in an invalid test. Engineering judgment shall be applied during conduct of the test method when assessing any anomalies to ensure validity of the test results. 5.2.2 Vehicle Compliance— A test is not considered valid unless the vehicle met the quality control inspection requirements as described in Section 10 .