Lubricants&GreasesBy A.Antony Peter

LubricantFunctionsEnvironmental Issues in Changing OilsOil Additive UsageRight ViscosityNew 5W20 Weight OilsSwitch to SyntheticsOil Life Monitoring

LubricantsSynthetic Oils & Leaky SealsExtended DrainsAPI RatingsToo DirtyOverfilling EffectsEngine Flush ProductsALL of Tranny Fluid gets changedRotary Engines Synthetic Oils

EnginesMore PowerfulMore EfficientHigh Eng TempLess Sump CapacityLubricants

FunctionsLubricateLess Loss of PowerProtect through Thin Film From Metal to Metal ContactFrom Corrosion by Acid FormationOxidation & Condensation of OilCondensation of By Products

FunctionsDispersantWashing away the ParticlesCleanTo be Filter out Particles < 20 CoolCombustion - Passing away Hot Components viz Cr Shaft, Cam Shaft, TGs, Piston, M&BE Brg, etc.Heat from Friction

Main ComponentsBase FluidBulk of the OilAdditive PackageTo Enhance Positive Quality of Base Stock

Base FluidPetroleumRefined from Crude OilSyntheticChemically Engineered in LabsNo Contaminants (Removed via Purification)

Petroleum BaseCrude refined for .Viscosity IndexThe viscosity of an oil refers to its relative resistance to flow at differing temperaturesAbility to maintain Viscosity over Wide Temp Range. High the number Lesser the ChangeLow Temp PerformanceBetter Flow in Low TempEng Protection at Start-Up in Cold Weather Condition

Petroleum BaseCrude refined for .High Temp PerformanceMore Effective at Extreme HotBurn ResistantMetal to Metal Contact Viscosity LossOxidation ResistantOxygen when Reacts with Oil forms Sludge & Other Eng DepositsResults in Viscosity Increase Low Oil Flow

Petroleum BaseCrude refining Process .DesaltingRemoving the Salt ContaminationPartial VapourisationTo remove Differing Boiling Point ComponentsTo contain High Boiling Point Components except Asphaltic Materials

Petroleum BaseCrude refining Process .Vacuum DistillationSeparated for Differing Molecular WeightsDiffering Viscosity IndexSolvent ExtractionTo extract Aromatic Compounds (80% Extcd)To ImproveThermal & Oxidative StabilityViscosity Index

Petroleum BaseCrude refining Process .DewaxingLow temp FluidityHydrofinishing / Clay TreatmentTo remove Unstable Components viz Sulphur & NitrogenTo Improve Oxidation Stability, Thermal Stability & Colour

Petroleum BaseCrude refining Process .Hydroheating99% removal of Aromatic ComponentsUsed in Place of Solvent Extraction and/or in Addition to Solvent Extraction

Petroleum BaseQualityDepends on Crude Oil Selection Tremendous Care to be Exercised in Selecting Crude Oil Stock

Pseudo Synthetic Base StocksPetroleum Base Stocks put through Super Extreme refining process called HydrocrackingHydrocracking involves in Breaking & Fragmenting different Molecular Structures into far more stable oneBetter Oxidative & Thermal StabilityBetter Viscosity Index

Synthetic Base StocksPolyalphaolefins (PAO's)DiestersPolyolesters

Polyalphaolefins (PAO's)These are the most common synthetic basestocks used in the US and in Europe.PAO's are also called synthesized hydrocarbons and contain absolutely no wax, metals, sulfur or phosphorous.Viscosity indexes for nearly all PAO's are around 150, and they have extremely low pour points (normally below -40 degrees F)

Polyalphaolefins (PAO's)DisadvantagesAlthough PAO's are also very thermally stable, they are not as oxidatively stable as other synthetics. when properly additized, oxidative stability can be achieved.PAO's also tend to shrink sealsQualityTheir final lubricating characteristics depend on the chemical reactions used to create them.

DiestersLess commonly usedIf chosen carefully, Diesters generally provide better pour points than PAO's (about -60 to -80 degrees F)A little more oxidatively stable when properly additized.Diesters also have very good solvency characteristics even without the aid of detergency additives.

DiestersAdvantageLike PAO's, Diesters can affect seals. However, they generally cause seal swellChemically resistant seals are recommended if using synthetic base oils manufactured with diesters.

PolyolestersSimilar to Diesters, but slightly more complex

Advantages over Diesters Greater range of pour points as low as -90 degrees FViscosity indexes as high as 160 (without VI additive improvers)

The same seal swell characteristics exist with polyolesters as with diesters.

Chemical AdditivesEach chemical within an oils additive package plays a different role in boosting the beneficial properties of it's host lubricant (basestock)

Chemical AdditivesIMPROVE VISCOSITY CHARACTERISTICS (VC)Pour Point DepressantsViscosity Index Improvers

Chemical Additives (VC)Pour Point DepressantsTo improve the flow characteristics of a lubricant basestock at low temperaturesThey are normally only used in conjunction with petroleum basestock lubricantsThe only exception might be hydrocracked petroleum basestocks

Chemical Additives (VC)Viscosity Index ImproversSo, as the basestock loses viscosity with increases in temperature, VI improversnegate that viscosity drop by increasing their size.

Chemical AdditivesMAINTAIN LUBRICANT STABILITY (LS)They are susceptible to breakdown due to contamination and/or oxidation which decreases the useful life of an oil.Additives are used to inhibit the susceptibility

Chemical AdditivesMAINTAIN LUBRICANT STABILITYDetergents and DispersantsAnti-Foaming AgentsOxidation InhibitorsCorrosion InhibitorsAnti-Wear Agents

Chemical Additives (LS)Detergents and DispersantsAttracted to sludge and varnish contaminantsContain and suspend those particles so that they do not come together to form deposits.

Chemical Additives (LS)Detergents and DispersantsDetergents are all metallic in nature.Ashless dispersants are more effective at controlling sludge and varnish contaminationAshless dispersants are actually long chain polymers that serve a dual purpose as VI improvers in multi-grade oils.

Chemical Additives (LS)Anti-Foaming AgentsDetergents and dispersants can have a negative effect of oil foaming.These air bubbles will reduce the lubricating qualities of the motor oil.Anti-foaming agents such as small amounts of silicone or other compounds are used to control

Chemical Additives (LS)Oxidation InhibitorsThey are also called antioxidantsOxidation inhibitors are additives that manage to reduce the tendency of an oil to oxidize (chemically react with oxygen)

Chemical Additives (LS)Corrosion InhibitorsAntioxidants prevent the acids caused by oxidation, they do nothing to neutralize the acids caused by combustion by-products

Chemical Additives (LS)Corrosion InhibitorsTo protect non-ferrous metals by coating them so they cannot come in contact with acids within the oil. To actually neutralize the acids within the oil. The acid neutralizing capability of an oil is expressed by its Total Base Number (TBN)

Chemical Additives (LS)Corrosion InhibitorsFor Diesel engines these oils generally have TBN between 9 and 14. Gasoline oil TBN levels are normally lower at 5 to 8. Generally, higher quality oils and/or those that are designed for longer drain intervals will have higher TBN numbers

Chemical Additives (LS)Anti-Wear AgentsAnti-wear additives are used to minimize the engine component wearEngines may have very little lubricant protection at start-up. This is especially true in cold conditions.Additives such as zinc and phosphorus will actually coat metal surfaces forming a protective barrier against wear.They do not eliminate the metal to metal contact. They simply minimize the wear that occurs during those instances. zinc and phosphorus come as a package called ZDDP (zinc dialkyl dithiophosphate). They work together.

Chemical Additives (LS)Anti-Wear AgentsAnti-wear additives are used to minimize the engine component wearEngines may have very little lubricant protection at start-up. This is especially true in cold conditions.Additives such as zinc and phosphorus will actually coat metal surfaces forming a protective barrier against wear.They do not eliminate the metal to metal contact. They simply minimize the wear that occurs during those instances. zinc and phosphorus come as a package called ZDDP (zinc dialkyl dithiophosphate). They work together.

Mono-Grade OilViscosity as per SAE J300 standardsan oil is heated to 100 degrees C (212 degrees F)It's kinematic viscosity at this temperature is measured.If it falls within a certain range it is classified as a particular viscosityFor instance, an SAE 30 oil must have a kinematic viscosity at 100 degrees C of between 9.3 and 12.5 cSt (centistokes).

Multi-Grade Oil5W30In the last number - the "30" in 5w30 indicates the kinematic viscosity of a 5w30 multi-viscosity oil falls within the same range at 100 degrees C as a monograde SAE 30 weight oil does.

Multi-Grade Oil5W40 Vs 10W40Think of the "W" as a "winter" classification instead of a "weight" classification.5w30 motor oil will be thinner than a 10w30 motor oil when subjected to the same low temperature conditions because the "W" number is lowerThis is an indication of better cold weather performance.

Multi-Grade Oil0W Vs 5W (Lower cP better)0W grade oilMaximum CCS centipoise (cP) value of 3250 @ -30 degrees CMaximum MRV cP of 60,000 @ -40 degrees C.A 5W grade oilMaximum CCS cP value of 3500 @ -25 degree CMaximum MRV cP of 60,000 @ -30 degrees C

Multi-Grade Oil - ProblemsUnfortunately, long chain polymers (VI improvers) are more unstableIn turn, over a short period of time, a 5w30 petroleum oil may actually "shear back" to a 5w20 (or lower) as these polymers break downThis can lead to a decrease in engine protection

Multi-Grade Oil - ProblemsFor this reason the SAE J300 describes another requirement that a multi-viscosity oil must meet in order to be given its multi-viscosity classificationIt must maintain a certain cP level on the High Temperature/High Shear (HT/HS) test (ASTM D 4683)The higher the HT/HS number the better because this indicates less shearing

Multi-Grade Oil - SolutionNot all multi-viscosity oils shear back so easilyThe result is that very little shearing occurs within synthetic oils will generally have significantly higher HT/HS numbersOil remains "in grade" for a much longer period of time for better engine protection and longer oil life.

Multi-Grade Oil - Spec16 useful specifications on the technical data sheet for any given oil. These include:Kinematic Viscosity @ 100 degrees C (ASTM D-445)Kinematic Viscosity @ 40 degrees C (ASTM D-445)Viscosity Index (VI) (ASTM D-2270)Cold Crank Simulator Apparent Viscosity (ASTM D-2602 or 5293)

Multi-Grade Oil - SpecMini-Rotary Viscometer (ASTM D-4684)Borderline Pumping Temperature (ASTM D-3829)Pour Point (ASTM D-97)Flash Point (ASTM D-92)Fire Point (ASTM D-92)NOACK Volatility (DIN 51581)High Temperature/High Sheer Viscosity (ASTM D-4683)Four Ball Wear TestTotal Base Number (TBN) (ASTM D-2896)

Multi-Grade Oil - SpecPhosphorus % or PPMZinc % or PPMSulfated Ash Content

Multi-Grade Oil - CCSThe Cold Crank Simulator measures the "startability" of an oil by measuring the speed at which a shaft can turn within an oil that is cooled to a certain temperature When reading CCS numbers be careful not to assume that the score is a measurement of the speed of rotation of the shaftThe lower score on the CCS test is the better

Multi-Grade Oil - CCSThis is important when comparing two oils a judgement call as to which is the better oil for cold temperature operationAn oil that scores a 3250 at -25 degrees C is probably better than An oil that scores a 3200 at -20 degrees CEven though the CCS score is lower for the second oil, it was tested at a temperature 5 degrees warmer than the first oil. That can make a huge difference

Multi-Grade Oil - MRVMini-Rotary Viscometer (MRV) tests the pumpability of the oil. In other words, how easily will the oil flow through the engine instead of how easily will engine components turn through the oil.This test is a companion to the CCS testThe combination of the results of both of these tests determine whether an oil is classified with a certain "W" ratingA lower cP value on the MRV is better.

Multi-Grade Oil - PPThe Pour Point of an oil is A temperature 5 degrees F above the temperature at which an oil shows no movement when its container is inclined for 5 seconds the lowest temperature at which an oil will actually flowThis does not mean that it would easily pump through an engine at this temperature - just that the oil still acts somewhat like a liquid at this temperature.

Multi-Grade Oil - BPTBorderline Pumping Temperature of an oil is the lowest temperature at which it will adequately flow through your engine to provide the necessary lubrication and protection.For instance, those living in northern climates might want an oil with a borderline pumping temperature of -20 degrees F or lower.

Multi-Grade Oil - FPFlash Point of an oil is the temperature at which the oil vaporizes enough for the gas to become momentarily flammable in the presence of a small flameIn today's modern engines a flash point under 400 degrees F is unacceptableFlash point of at least 420 degrees F if you want the good stuffA good quality synthetic should be significantly higher than this.

Multi-Grade Oil - FPFire Point isSimilar to flash pointThis test determines the point at which an oil gives off enough vapor to provide a continuous flame as opposed to a momentary oneExpect a fire point of at least 420 to 450 degrees for petroleum oils Near or over 500 for a synthetic oil.

Multi-Grade Oil - TBNTotal Base NumberAn oil is a relative indicationHow well it can neutralize acid build-up within an oilHow long it can do itThe higher the number the better equipped an oil is to neutralize acids from condensationoxidation processescombustion by-products.

Multi-Grade Oil HT/HSHigh-Temperature/High-Shear test Hoping for the least loss of viscosity with an increase in heat and stress the cP value to remain highAn oil must achieve an HT/HS cP value of 3.7 or higher in order to be classified at the 15w40 viscosity grade.

Multi-Grade Oil - NoackNoack Volatility Test (DIN 51581) is designed to determine the amount of evaporation that will occur over the course of High Temp in one hour time periodThe NOACK test exposes an oil to a high temperature environment of 250 degrees C for one hourDiesel oils must have a NOACK score of 17% or lower to meet API CH-4 standards.

Multi-Grade Oil - NoackFor instance, an SAE 30 will evaporate more quickly than an SAE 60 motor oil0w30 will evaporate more quickly than a 10w30The difference may not be much, but there will almost certainly be a difference.

Multi-Grade Oil - FBWFour Ball Wear Test methodCovers a procedure for making a preliminary evaluation ofThe anti-wear properties of fluid lubricantsin sliding contact by means of the Four-Ball Wear Test Machine

Multi-Grade Oil - FBWIt is performed by rotating one ball bearing on three fixed bearingsThe motor oil is used to form a film between the bearingsThe test can be done at a variety of temperaturespressures and RPM.

Multi-Grade Oil - FBWSome tests will be done by placing more stress on the lubricant40 kg of pressure, 75 degrees C and 1200 RPM60 kg of pressure, 150 degrees C and 1800 RPMAt the end of the test, the wear scar is measured on each of the three stationary ballsaveraged for a final "wear scar measurement" in millimeters

Multi-Grade Oil - FBWThe smaller this number, the better an oil will protect an engine at any point of sliding contact.

Multi-Grade Oil - SpecThe most commonly found specs kinematic viscosity at 100 degrees and 40 degrees CVI (viscosity index)Cold crank simulator apparent viscosityMini-rotary Viscometerpour point

Multi-Grade Oil - Specpumping temperatureFlash pointFire pointTBNBorderlineHigh temperature / High shear

Multi-Grade Oil - SpecThere are five main areas where synthetic oils surpass their petroleum counterparts:Oil drains can be extendedVehicle life can be extendedCostly repairs can be reducedFuel mileage can be improvedPerformance can be improved

Multi-Grade Oil - SpecGASOLINE SPECIFICATIONSGasoline motor oil if it begins with an S some second letter after it is a specification for a gasoline motor oilSJ, SH, SG, SF and so onBest specification is look for the one that has the "highest" second letterIn other words, the most current - most stringent, specification is the API SL rating.

Multi-Grade Oil - SpecGASOLINE SPECIFICATIONSAll API ratings are backward compatibleTherefore, an SJ rated oil will be just fine for an SH, SG or SF rated vehicleHowever, on a newer vehicle that calls for an SJ rated oilIt is not recommended that you use an oil of SF, SG or SH Grade

Multi-Grade Oil - SpecDIESEL SPECIFICATIONSAny specification that begins with a C is an API motor oil rating for diesel powered enginesCD, CF, CG, CH, CH-4 and so on are all diesel oil ratingsThe higher the second letter, the better the oil (meets more stringent API requirements)Also, when a number follows the letter specification, it is a reference to whether the engine is a 4 cycle or 2 cycle specification

Multi-Grade Oil - SpecDIESEL SPECIFICATIONSMotor oil specs are backward compatibleA CH oil will be just fine if manual calls for a CF rated oilThe specifications are not forward compatibleDon't use an oil that only meets the CF spec in an engine that calls for a CH spec oil

Multi-Grade Oil - SpecGEAR LUBES & DIFFERENTIALSFor the differentialTo translate power from the driveshaft to the wheelsThe gears within the differential must operate at a severe angle to each otherresults in high loads on small areas of the gearsIn many cases there will not be a full lubricating film separating the gears

Multi-Grade Oil - SpecMaintaining proper protection within this type of environment requires that canstand up to the extreme temperature and pressure generated within your differential without breaking down too quicklyable to properly lubricate, protect and coolCarrying wear debris away from the gears.

Multi-Grade Oil - SpecRANKING SCORESThe oils are all assigned a "ranking scoreWithin each viscosity gradeThe oils are listed in order from highest ranking score to lowest ranking scoreVI + Flash + (20 x HT/HS) + (2 x TBN) - (Pour Point) - (3 x NOACK)= Ranking Score

Lube Oil - Engines

Lube Oil Gear Box

Lube Oil Rear Axle

FUNDAMENTALS OF GREASES

COMPONENTS

The components of a Grease are:Base Oil. (70% - 95%)Mineral or Synthetic.

Thickener (soap or non soap)Metallic or non metallic i.e. clay).

Additives.Bring up, Improve and give special properties to the grease.

GREASESMans oldest and most widely applied lubricantOriginally- Tallow Rendered From Animal FatToday- Complex Blends Of Oils, Thickeners, Other Additives, Etc

GREASE- DEFINITION

A Solid To Semi-fluid Product of a Dispersion of a Thickening Agent in a Liquid Lubricant. Other Ingredients are Added Which Impart Special Properties.

GREASE- USAGEGreases are generally used instead of oil where:A lubricant must act as a seal to prevent entry of contaminantsA lubricant must maintain its position in a mechanism ( relubrication limited or impossible)

GREASE DESIRABLE PROPERTIESReduce Friction and WearProtect against rust and corrosionPrevent dirt, water, and other contaminants from entering the parts being lubricatedResist leakage, dripping, and throwoffMaintain structure and consistency during long periods of use

GREASE DESIRABLE PROPERTIES (Contd.)Be compatible with elastomer seals and other materials associated with the parts being lubricatedTolerate some degree of moisture contamination without significant loss of performance

GREASES- COMPONENTSThickeners- Transform Oil into Grease (Simple metal soaps, complex soaps, etc.)Soaps- Salt of a Fatty AcidMetal Soaps- Obtained from the reaction of an alkali base of animal or vegetable origin and a metallic component ( lithium, calcium, sodium, etc.)

GREASE- TYPESAccording to the type of Thickener which they contain. E.g. Calcium soap base grease, Calcium Complex grease, Sodium Base Grease, Lithium Base Grease, , Polyurea Grease, etc.

GREASE THICKENER-ROLEThe role of the thickening agents is similar to a sponge,its function is to retain the lubricating oil to liberateit bit by bit, in accordanceto the neccesities of the elements.

GREASES- IMPORTANT PROPERTIESPenetration- Arbitary measure of grease hardness ranging from semi-fluid to hard block greases. Classified as per NLGI Consistency No. :000 (very fluid) to 6 (very hard)Dropping Point- The temperature at which the grease passes from semi-solid to liquid state

GREASES- IMPORTANT PROPERTIES(Contd.)Load Carrying Capacity- Refers to the EP protection afforded by a grease Rust and Corrosion Protection- Corrosion Preventive properties of greases under wet conditions

GREASES- TYPES LITHIUM BASEAre of smoothery-buttery texture.Resistance to water wash-out.Great pumpeability at low temperatures.Great mechanical stability.

Applications:Multipurpose Grease. (Automotive & Industrial)Bearings and small electric gears.Centralized systems where humidity is present.

Are of smoothery-buttery texture.Resistance to water wash-out.Good pumpability at low temperatures.Good mechanical stability.Applications:Multipurpose Grease. (Automotive & Industrial)Bearings and small electric gears.

GREASES- TYPES NON SOAP THICKENERThe metallic soap is substituted by a thickener which commonly Is bentonite. Characteristics:They have great resistance to water wash out.Very stable at high temperatures.Mechanical Stability.

Future Grease TrendsDecline in demand for calcium & sodium base greasesIncrease in demand for Lithium base greasesDevelopment of new types of greases like Aluminium complex, lithium complex & polyurea greases and its constant growth. These are the developments that have taken place to meet the stringent requirements of the Industry

Future requirementsThe following are the market driversThe first and probably the most importantmarket driver is Grease EconomicsThe second is extended life. This needs improved durability & oxidation stabilityThird driver is comprised of environmental social issues and concerns which will require the usage of additives which are ash-less or heavy metal freeThe usage of non- leaded greases will be mandated although Lead which is a very good Extreme Pressure agent, is an environmental hazard

GREASES- TROUBLE SHOOTING ( BEARINGS)

SymptomPossible CauseCheck forExcessive noiseCondition of bearingWorn bearingOverheatingOver greasingToo frequent application. Bearing packed too fullStarvationInsufficient application frequencyIncorrect product Deficient load-carrying ability (EP quality)Excessive lubricant leakageSealsMechanical damage Excessive shrinkage or swellingIncorrect installation.

SymptomPossible CauseCheck forIncorrect NLGI gradeGrease too soft for application or softening in serviceIncompatibility Admixture of greasesFrequent bearing replacementExcessive wearLack of load-carrying ability (EP of grease to handle shock loading)StarvationContamination,dirt,rust,waterNormal bearing life exceededIncorrect NLGI gradeMisalignmentCorrect Alignment

USED OIL ANALYSISGULF OIL INTERNATIONAL

The Human Body Parallel to Machine Maintenance

Maintenance StrategyTechniqueneededHuman body parallelProactive MaintenanceMonitoring and correction of failure root causes, eg., contamination Cholesterol and blood pressure monitoring with diet controlPredictive MaintenanceMonitoring of vibration, wear debrisDetection of heart disease using ECG or ultrasonicsPreventive MaintenancePeriodic component replacementBy-pass or transplant surgeryBreakdown MaintenanceLarge maintenance budgetHeart attack or stroke

Which contaminant causes the most problem?Dirt37%Water24%Water particles9%Rust & corrosion products7%Process chemicals5%Air (foam and air entrainment)5%Biological growth5%Other8%

WHY TEST LUBRICANTS?To ascertain whether the right oil is being usedTo ensure that the equipment/ machinery is clean and in good shapeTo establish effectiveness of maintenance practices To ward off major mishaps & break downsTo guarantee longer service life for both lubricant and machine

WHEN TO TEST?Before Charging To ensure lubricant as per the specified standards is being chargedAfter Charging - To ensure proper flushing and rule out contaminants; Base/ Reference SampleIn Service Routine condition monitoring, To assess deteriorationInvestigation When abrupt changes in colour, clarity and odour is observed

HOW TO TEST?LUBRICANT TESTS CAN BE :On SiteSensory TestsTest KitsLaboratory Physico-Chemical TestsPrimary TestsSecondary TestsLaboratory - Spectrographic Analysis

WHAT TO TEST?ON SITE SENSORY TESTSAppearance Clarity, Impurities, FoamingColour Oxidation, ContaminationOdour Oxidation, ContaminationCrackle Test Water contentBlotter Spot Test Deterioration in use

WHAT TO TEST?ROUTINE LABORATORY TESTSSpecific GravityViscosity at 40 Deg. C & 100 Deg. CFlash PointNeutralisation Value TAN/TBNWater ContentInsolubles Pentane & TolueneElemental/Wear Metal Analysis

INTERPRETATION OF TEST RESULTSAfter any evaluation, the questions asked are :What is the condition now?How much has changed from new?What is the rate of change now?What condition is acceptable?What are the critical parameters/features identified and why?

DEGRADATION OF LUBRICANTCONSUMPTION OF ADDITIVESCONTAMINATIONWATERDUSTWEAR PARTICLESOTHER

LIMIT TO USE OF LUBRICANTTROUBLES SLUDGE FORMATIONACID VALUE INCREASEREDUCTION OF SURFACE TENSION

INCREASE OF WEAR/CORROSION INCREASE OF FRICTION PLUGGING OF FILTER FOAMING CAVITATION PITTING SEIZURE

Problems Related to Oil Performance Potential Effect

DEGRADATION OF ENGINE OIL

CONTAMINANTS

USED OIL ANALYSIS - TESTSINDUSTRIAL OIL

WATER CONTENTVISCOSITY AT 400CTOTAL INSOLUBLESFLASH TANWEAR METAL ANALYSIS

AUTOMOTIVE OIL

WATER CONTENTVISCOSITY AT 1000CTOTAL INSOLUBLESFLASH POINTTBN/TANWEAR METAL ANALYSIS

USED OIL ANALYSIS - TESTS

RECOMMENDED ACTION UNITS FOR USED ENGINE OIL TESTS

SAMPLING PROCEDUREDO- Use only clean, dry containers as supplied.- Always draw samples from the same point in the system.- Sample at a point where a steady, full flow of oil is present.- Sample only when machinery is at operating temperature.- Thoroughly purge sampling connection to remove debris.- Draw some sample into a clean container,mix well and decent can into the 500ml container provided,leaving a small amount of room for expansion.-Ensure plastic sealing disc and cap are securely fitted.- Ensure sample label on bottle is fully completed.DO NOT- Sample from places in the system where the oil may be stagnant. i.e. filter drain cocks etc.DESPATCH:- Recheck that seal and cap are tight and that details are completed correctly on the supplied label.- To speed results we suggest that samples be dispatched by courier- Do remember to write the correct mailing address on the envelope

THANK YOU !!!