In order to investigate non-Newtonian flow of asphalt and its temperature dependence, viscosity and variation of specific volume with temperature were measured with a short tube type viscometer and dilatometer respectively.
The results were as follows; 1) Calculated thermal expansion coefficient of free volume was quite similar to the difference of measured macroscopic expansion coefficient at the glass transition point. 2) The upper limit of the glass transition region, the width of its region and the standard temperature were -9°C, 22.5°C and 41°C respectively. 3) Extruding pressure to give the same rate of shear was in proportion with the ratio of the length to radius of short tubes. 4) The time-temperature superposition principle applied to the nonlinear flow and the experimental values of the shift factor a_T⁰=(φ'_T0/φ'_T)_σ checked well with the WLF equation. 5) Apparent flow curves checked with the de Waele-Ostwald's equation φ'=Kσⁿ. The flow curve and the viscosity-rate of shear curve at arbitrary temperature were represented by the equations φa_T⁰=(3+n) K₀σⁿ/4 and η(φ)={(3+n)K₀/4}^-1/nγ^(1/n)-1a_T^01/n respectively. 6) Another shift factor was defined as b_T=(σ_T/σ_T0)_φ and the relation b_T={η(T)/η(T₀)}_φ=a_T^01/n was observed. 7) Temperature susceptibility was expressed as equation dη(φ)/dT=(1/n){η(γ)/a_T⁰}da_T⁰/dT etc. 8) The apparent activation energy of flow observed at the stated values of rate of shear was represented by the equation ΔH_{a, φ}=Rd ln b_T/d(1/T) and the one at the stated values of shear stress coincided with the apparent activation energy for viscoelastic relaxation time.

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The effects of PCV systems of domestic gasoline engines on performance of crankcase oils were studied by taxicab field tests and laboratory full-scale tests. These tests were run on three types of crankcase ventilation systems; road draft type, tube type PCV and valve type PCV. Three grades of crankcase oils, MM, MS and Supplement-1 class, were used.
The results obtained are as follows:
(1) Tube type PCV system showed a marked tendency to form a lot of oil insoluble sludge than valve type PCV system and road draft system.
(2) The combined additive formulations of ashless dispersants and metal salts detergents were effective to control sludge formation in the three crankcase ventilation systems.
(3) The NOC MS Test (modified MS Sequence V Test procedure using OHV Type engine) could utilize satisfactorily for the studies of the effect of crankcase ventilation systems and the evaluation of crankcase oils.

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