Scribd
Upload
341 views

Lube Analyst Next Generation: Limit Guide Parameters

This document provides test parameter limits and normal ranges for analyzing engine oil samples. It lists viscosity ranges for different oil grades, total base number limits according to engine type, and maximum acceptable water content. It also describes what abnormal test values may indicate, such as high viscosity potentially showing soot contamination or oxidation. Metal and element levels are examined to identify possible wear sources or contamination origins.

Uploaded by

francis
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
341 views

Lube Analyst Next Generation: Limit Guide Parameters

This document provides test parameter limits and normal ranges for analyzing engine oil samples. It lists viscosity ranges for different oil grades, total base number limits according to engine type, and maximum acceptable water content. It also describes what abnormal test values may indicate, such as high viscosity potentially showing soot contamination or oxidation. Metal and element levels are examined to identify possible wear sources or contamination origins.

Uploaded by

francis
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 4

Lube Analyst Next Generation

Limit Guide Parameters

TEST PARAMETER ENGINE TYPE / OIL GRADE NORMAL RANGE


Engine oil SAE 30 9.3 ~12.5cSt, measured at100ºC
Viscosity Engine oil SAE 40 12.5 ~16.3cSt, measured at100ºC

Non–engine oil ±10% of fresh oil value, measured at 40ºC

Slow speed/residual fuel 2 ~ 25mg KOH/g


Normal value varies as per different OEM
recommendations, such as -
MAK: maintain >18 mgKOH/g
TBN Medium speed/residual fuel Yanmar and Wartsila: maintain >20
mgKOH/g
MAN & SKL: maintain >50% of fresh oil BN
Daihatsu: maintain >10 mgKOH/g
High speed/ distillate >5 mgKOH/g
Slow speed engines using Melina
<0.5% (For MAN- B&W : <0.2%)
S 30 (except MAN-B&W)
All trunk type engines <0.2%
Water
Hydraulic oil (except Framo) <0.2%

Gear, refrigeration & turbine oils <0.1%

Stern tube oils <0.5%


Index of Slow speed engines using Melina <1
Contamination Medium speed engines using <2
(IC) High speed & engines using <1.6
Above 50 is considered normal

MD

For all types of oils with ISO VG ≥100cSt (above SAE 30),
above 190ºC is considered normal.
Flash Point
For all non-engine oils with ISO VG below 100cSt (below SAE 30),
flash point above 160ºC is normal.
Decrease of Flash Point (below 190ºC for Engine Oils).
Cross Contamination: Lubricant + Natural Gas (not normal)

Nitration Increase of Oil Viscosity, Min. 12.5 ~ Max.16.3cSt, measured at 100ºC. (not normal)
Increase of Viscosity also increase Acid Number. High AN is an indicator of nitration,
oxidation and contamination
The insoluble increases. This includes varnish in hot areas of the engine, and sludge in cooler
areas of the engine which may lead to ring sticking and filter plugging, respectively.
Normal value varies up to 1.5 for different applications.
TAN
The rate of change of TAN is more important than the absolute value.
Heptanes Engine oil <1.5 is normal; Non-engine oil <0.1 is normal.
Metal limits are set using RLA historical data and OEM recommendations.
Different machinery has different metal combinations in components and limits vary widely
with different oil grades, making trend analysis more important than absolute value. Any
ICP significant change in value should be considered as abnormal.
Additive Metals: Calcium (Ca), Phosphorous (P), Zinc (Zn), Barium (Ba), Boron (B), Silicon (Si),
Magnesium (Mg) Wear Metals: Iron (Fe), Chromium (Cr), Molybdenum (Mo), Tin (Sn), Lead (Pb),
Copper (Cu), Aluminium (Al), Silicon (Si), Nickel (Ni), Contaminants: Fuel - Vanadium (V), Water -
Sodium (Na), Magnesium (Mg), Boron (B), Silicon (Si)

OIL TEST CONDITION PROBABLE CAUSE


Soot/ insoluble /unburned fuel, High Amount of Neutralized Acid,
Increase Oxidation or Elevated Oil Temperature, Heavy fuel oil dilution, Use
VISCOSITY of Higher Viscosity Lubricant, Water ingress
Distillate fuel dilution, Use of Lower Viscosity Lubricant, Wrong
Decrease
sampling location, System oil dilution
Water cooler leakage, Sealing Water Solenoid Valve of Purifier
Leaking, Condensation (high humidity), Water Ingress Through
WATER Header Tank or Vent Line, Leaking seal/ gland (stern tubes),
Increase
Defective charge air cooler water catcher, Blocked scavenge drain
line, Leaking water cooling system, Leaking Steam from
Scavenge Space Fire Extinguishing System
Combustion products either due to poor combustion or blow by/
SOOT/INSOLUBLE Increase piston ring performance. Heavy fuel oil dilution. Oxidation or
elevated oil temperature. Wear debris and Extraneous dirt.
Topping up bigger amount of fresh oil or Contamination with
Increase cylinder oil that has higher BN lubricant. Lower Sulphur content of
the fuel.
BASE NUMBER Normal due to additive depletion. Rapid depletion indicates a
Decrease problem – presence of water or poor combustion. BN of engine or
cylinder oil in use not sufficient. Cylinder oil feed rate too low for
fuel in use. High Sulphur content of the fuel.
Increase Oxidation or deterioration of oil
ACID NUMBER
Decrease Bigger amount of fresh oil or a lubricant with lower TAN was added
ELEMENT PROBABLE CAUSE PROBABLE ORIGIN OF THE ELEMENT
Catalyst fines in Fuel In combination with Silicon: Contamination
Aluminium (Al) Pistons Wear particles
Bearings Wear particles
Catalyst fine in Fuel In combination with Aluminium: Contamination
Sand and Dust Contamination
Antifoam additive Lubricant
Silicone (Si)
Silicon Gaskets Wear Particles
Liner, Piston Wear Particles
Water conditioner additive Contamination
Rings Wear Particles
Chromium(Cr) Piston Grooves Wear Particles
Cooling water conditioner Coolant Leak
Bearings Wear Particles
Bushings Wear Particles
Rocker arm bushes Wear Particles
Copper (Cu)
Camshaft bushes Wear Particles
Piston skirts and rings Wear Particles
Stuffing box rings Wear Particles
Liners Wear Particles
Iron (Fe) Pistons and rings Wear Particles
Cams Wear Particles
Lead (Pb) White metal bearings Wear Particles
Manganese (Mn) Piston Crown Wear Particles
Molybdenum(Ma) Piston Wear Particles
Tin (Sn) White metal bearing Wear Particles
Additive Use of Boron-containing lubricant
Boron (B)
Water Conditioner Contamination
Saline Water Contamination
Sodium (Na)
Fuel Oil Ingress Contamination
Silver (Ag) Engine Bearings Wear Particles
Vanadium (V) Fuel Oil Ingress Contamination
Nickel (Ni) Fuel Oil Ingress Contamination
GENERAL NOTES:

Zinc(Zn), Phosphorus(P)
Components of many oils such as diesel engine oils, hydraulic oils and gear oils, to enhance anti-wear and over
properties of the oil.

Calcium(Ca)
Primarily a component of engine oils, provides detergency, alkalinity and resistance to oxidation. Residual fuel
engine oils have higher Ca levels.

Nickel(Ni)
Bearings, Valves, gear plating, fuel derivative.

Barium(Ba)
Multipurpose additive, declining importance.

Magnesium(Mg)
aside for Ca, may also be due to sea water contamination if found in Ratio of 1:4 of Na.

Chromium(Cr)
Piston rings, hydraulic actuator cylinders.

Manganese(Mn)
Cylinder wear.

Aluminium(Al)
Generally comes from wearing piston skirts, levels rise where new piston fitted to old engine.
Typically 10ppm, but rises during bedding in. May also indicate the presence of catalytic fines in residual fuels.

Iron(Fe), Molybdenum(Mo), Chromium(Cr)


Metals alloyed for piston ring etc, a rise in level may indicate ring pack/liner wear.

Copper(Cu), Lead(Pb) , Tin(Sn), Silver(Ag) –


Soft metals used in the overlay of shell bearings, and phosphor bronze gears. Note that high copper content can
also occur when samples are drawn from copper pipes which have not been flushed as well as gear wear.

Silicon(Si)
Indicates poor air filtration, possible fuel derivative.

Sulphur(S)
May indicate the presence of clay based (bentonite) greases.

Sodium(Na)
Mg indicates the presence of SW (water saturation) contamination, possible coolant system and fuel derivative.

Vanadium(V)
Usually indicates the presence of fuel oil

Best Regards,

Engr. Lenon Lirios, MLTI, MLTII


Lubricants, Grease, and Fuels
Marine, Power, Mills & Mining
Lubri-Chem Philippines Distributors, Inc.

You might also like