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Rev. M

M.I. 1752

MAINTENANCE INSTRUCTION

Lubricating Oil For Domestic 567, 645 and 710

Locomotive Engines

SAFETY PRECAUTIONS

Please refer to the EMD Safety Precautions section in the applicable Locomotive Running

Maintenance Manual or Locomotive Service Manual whenever routine service or

maintenance work is to be preformed.

WARNING: Running the engine with oil that has HIGH fuel dilution may

result in a crankcase explosion and/or severe engine damage.

_______________________________________________________________________.

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Copyright 2004

General Motors Electro-Motive. All rights reserved. Neither this document, nor any part thereof, may

be reprinted without the expressed written consent of General Motors Electro-Motive. Contact GM

EMD Service Publications Office.

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TABLE OF CONTENTS

1.0 Introduction ................................................................................................. 4

2.0 Oil Quality .................................................................................................... 4

3.0 Oil Type........................................................................................................ 53.1 Introduction............................................................................................................ 5

3.2 Fuel Efficient Oils.................................................................................................. 6

4.0 Qualification Tests for Oil........................................................................... 6

5.0 Development Program Requirements for New Oil Formulations............ 6

5.1 Laboratory Evaluations.......................................................................................... 6

5.2 2-567 Silver Lubricity Test.................................................................................... 7

5.3 Full Scale Field Test .............................................................................................. 75.4 Summary................................................................................................................ 7

6.0 Specific Recommendations ....................................................................... 7

6.1 Use of One Oil ....................................................................................................... 76.2 Mixing of Oils........................................................................................................ 8

6.3 Re-Refined Oils ..................................................................................................... 86.4 Reclaimed Oils....................................................................................................... 8

6.5 Filter Changes ........................................................................................................ 9

6.6 Oil Changes............................................................................................................ 96.7 Fuel Dilution ........................................................................................................ 10

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1.0 Introduction

This Maintenance Instruction (MI) is reissued for the following reasons:

Add multigrade oil information to Table 1

Add recommendations on re- refined oil

Add recommendations on fuel dilution in Table 2

And new information to Table 3

This MI provides recommendations, suggestions, and comments for the selection of a

suitable engine lubricating oil. In this document, the word oil refers to enginelubricating oil unless otherwise noted.

The following topics are covered:

Oil Quality

Oil Type

Qualification Tests for Oil

Development Program Requirements for New Oil Formulations

Specific Recommendations

2.0 Oil Quality

Actual performance in the diesel engine is the only real measure of quality in oil. This isbecause of the impossibility of establishing limits on all physical and chemical

propert ies of oils, which can affect their performance in the engine over a broad rangeof environmental influences.

Oil quality is defined as consistent compliance with oil specifications and is the

responsibility of the oil supplier, a term applicable to refiners, blenders, and rebranders ofoil. Because there are a substantial number of commercial oils marketed today,

engine manufacturers and consumers cannot completely evaluate the entire spectrum

of products available. As a result, the selection of suitable, heavy duty oil must be

made in consultation with a reliable oil supplier capable of making productrecommendations commensurate with the engine builders specifications andspecific

environmental influences, as well as furnishing such a product on a consistent

quality level.

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3.0 Oil Type

3.1 Introduction

General Motors Electro-Motive (EMD) requires the use of an SAE 40 or SAE 20W40 heavy-

duty additive typeoil conforming to the specifications in Table 1 in all engine applications.

Inaddition to the properties described in Table 1, the oil formulation should have a high

resistance to oxidation, and a low tendency toward the formation of harmful carbonaceousand/or additive ash deposits. Additionally, it must be non-corrosive to silver metal at 285

F (140 C) (EMD L.O. 201 test). Oils with sufficient alkaline reserve (TBN) and highly

effective detergent-dispersant systems should be employed in line with fuel quality and

service demands.

Table 1. SAE 40 and SAE 20W40 Oil Specifications

New, Unused Oil LimitsProperty ASTM Test

Designation SAE 40 SAE 20W40

Viscosity:

Saybolt Universal Seconds at

100F (37.8C)

690-1100 (149-237.5 cSt) 580-890 (125-192 cSt)

Seconds at 210F (98.9C) 70-85 (12.9-16.8 cSt) 72-85 (13.6-16.8 cSt)

cSt at 40C (104F) 132 206 112 170

cSt at 100C (212F)

D88 or D445

12.5 16.3 13.2 16.3

Viscosity Index D2270 60 105 105 125

Low Temperature Cranking

Viscosity

D5293 (20W) 9500 cP max @ -15C

Flash Point D92 420 F Min. (216 C)Fire Point D92 475 F Min. (246 C)

Pour Point D97 40 F Max. (4.5 C)

Zinc Content (Note 1) 10 ppm Max.

Total Base Number ( Not e 2 ) D2896 7 20

Note 1:Zinc additive compounds, such as zinc dithio-phosphate, must not be present in oil for EMD

engines. Oils containing more than 10 ppm zinc may be contaminated with zinc dithio-phosphate or similar

additive compounds, which will not satisfactorily lubricate the silver bearings in some EMD engines. Note

that oil analysis on new or rebuilt engines may show initial elemental zinc content which exceeds the 10ppm limit. This can be due to the use of a recommended thread compound that contains zinc metal. Zinc

metal is harmless to silver bearings and its concentration in the oil will dissipate in time through normal oil

addition.

Note 2: The use of oils with Total Base Numbers over 13 (ASTM D-2896) are generally not required

unless fuel sulfur levels exceed 0.5% or the higher levels of detergency and/or dispersancy associatedwith these higher base number products is demanded.

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3.2 Fuel Efficient Oils

Future oil products may have associated claims relating to improved fuel economy due to

the use of multigrading, friction modifiers, or combinations ofboth.

EMD policy requires that the diesel engine oil satisfactorily lubricate the entire engine and

does not address the fuel economy aspects of such products. As a result, theresponsibility for any such claims must rest with the oil/additive supplier.

4.0 Qualification Tests for Oil

The diesel engine oil must satisfactorily lubricate the entire engine under allconditions expected to be encountered. While the condition and performance of the

engine in actual service provides the criteria in reaching a final judgment of oil

suitability, there are several laboratory tests that are useful in making preliminaryevaluations of a product, as follows:

1. Physical and chemical profiles2. Corrosion of metals:

a. Silver and copper - EMD No. L.O. 201 method.

b. Lead - S.O.D Method No. 5321-1 (modified).3. Overall evaluation of oxidation stability by the EMD L.O. 201 method, including:

a. Viscosity increase characteristics

b. Retention of alkalinity (additive concentrate)c. Development of insolubles.

5.0 Development Program Requirements for New OilFormulations

5.1 Laboratory Evaluations

The supplier of the lubricant base stock and the supplier of the additive concentrate areexpected to conduct complete laboratory and bench test qualifications by ASTM and EMD

methods. EMD will review and monitor such tests and, if all results are in good agreementand within acceptable limits, the oil formulation will be considered worthy of 2-567 engineevaluation to determine its silver lubricity characteristics.

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5.2 2-567 Silver Lubricity Test

The purpose of this test is to determine that the laboratory qualified oil formulation will

satisfactorily lubricate the silver wrist pin bearing. This test evaluation is also expected to

be conducted or contracted by the oil or additive supplier with review and monitoring

of the results by EMD.

5.3 Full Scale Field Test

Upon successful completion of the laboratory and silver lubricity tests, an oil formulationwill be considered worthy of full scale field test evaluation. Field tests should be

conducted in a minimum of three EMD engines, preferably in heavy duty service, for at

least one year.

During the field evaluation and its conclusion, EMD will review the oil and engine

performance data generated by the supplier(s).

After successful completion of the field test program, the oil will be consideredsatisfactory for limited use, but shouldbe closely monitored during the following two

years of commercial introduction.

5.4 Summary

Oil formulations established and proven by this development program must remain exactly

the same with no subsequent changes in their make-up. Changes in additive component

manufacture or blending process following completion of the development program mustbe disclosed and reviewed with EMD.

If an oil or additive improvement program is desirable or necessary, the revisedformulation must be evaluated by going through the complete development program.

6.0 Specific Recommendations

6.1 Use of One Oil

The use of a single brand name lubricant is recommended for locomotive fleets. This

recommendation of long standing is substantially supported by observations of the

performance of fleets lubricated with mixed oil products.

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6.2 Mixing of Oils

EMD recommendeds that oils are not mixed. The combining of lubricants with different

additive and base stock components creates a chemical mixture that cannot be readily

evaluated in the laboratory, and its field performance cannot be reliably predicted.

If mixing of oils is mandatory, the following approach is suggested in an effort to minimize

potential risk factors associated with this practice:

1. The oils considered for mixing should contain the same additive concentrate.

2. The viscosity and viscosity index properties should be identical.3. The number of oils to be mixed should be limited to no more than three for a given fleet

operation.

4. The brand name oil, which is the parent of the common additive selected, should,

because of its full qualification and fleet experience, be the primary component of themixture.

5. Only premium base stocks should be considered for the other two components. Eachbase stock and common additive formulation are to be evaluated by the standardprocedures of laboratory analysis and laboratory engine testing.

6. After the three common additive oils are selected, an equally proportioned mixture of

these oils should undergo the same laboratory and test engine evaluations. Uponsatisfactorycompletion of these tests, the mixture should then be evaluated in at least

three EMD engines in heavy duty service for a period of at least one year.

6.3 Re-Refined Oils

Oil formulations containing re-refined base stocks may be acceptable for qualification

through the test program detailed in this MI if the level of processing and quality of the re-refined base stocks is judged as acceptable to EMD. The oil re-refining process should

include suitable screening of used oil feedstocks followed by a multistage process toremove water, light ends, and fuel prior to distillation. A hydrotreating stage is required

after the distillation process to remove any impurities carried over by the distillation

process. Finally, the supplier must demonstrate that the re-refined stocks pass rigorousstatistical control standards to assure product consistency and quality.

6.4 Reclaimed Oils

Considered as a general category, reclaimed oils are not recommended for lubrication of

EMD engines. If reclaimed oils are to be used, their use requires a maximum ofevaluation and control, and the following suggestions are offered:

1. The reclaimed oil must have the same additive package as the name brand oils with

which it will be mixed.2. The reclaimed oil must pass all analysis and quality control requirements of brand name

oils.

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3. The reclaimed oil should be introduced into the main supply tank of the railroad facility

at a rate not to exceed a 20% ratio.

4. Reclaimed oil should never be used as a full engine charge.

6.5 Filter Changes

Regular monitoring of oil filter tank pressure should be used to determine filtercondition.

Replacement of oil filter elements should be made according to the Scheduled

Maintenance Program, unless pressure monitoring or laboratory analysis of the oil dictates

earlier replacement.

Replacement elements must be of the EMD type or equivalent in all respects. Elements

intended for use with other types of engines are not suitable. Where highly dispersant

oils are employed, carbonaceous matter may be suspended so finely in the oil that it isessentially unfilterable. In such situations, it might appear that an extension of the fil ter

replacement interval may be justified. However, caution should be exercised whencontemplating such action since filter materials have not yet been developed that willtolerate prolongedexposure to lubricants at high temperature without deterioration and/or

possible disintegration of the filter media.

6.6 Oil Changes

Oil change intervals prescribed in the applicableScheduled Maintenance Program arebased on average operating conditions with quality fuels of less than 0.5% sulfur content.

When oil change intervals are overextended, serious and costly engine problems may

result. This can occur if the additive concentrate is depleted beyond acceptable limits,and the oil loses essential properties including alkalinity, detergency, and dispersancy. In

the absence of vital reserves of these properties, the oil no longer provides satisfactoryprotection of the engine in limiting harmful deposit formations from oxidized oil and other

contaminants, or adequate control of the corrosive products of combustion.

Oils that have experienced severe additive depletion will result in accelerated engine wear,

stuck or broken piston rings, liner scuffing, and corrosive attack and/or frictional failure of

vital bearing surfaces.

Regular laboratory analysis of the oil is a valuable means of judging the condition of the

oil, and is of equal value in reflecting the condition of the engine. Both engine andoilcondition must be given careful consideration when planning to extend oil changeintervals beyond those recommended. Table 3 provides detailed information on analysis.

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6.7 Fuel Dilution

EMD guidelines for fuel dilution are covered in Tables 2 and 3. Oil draining is

mandatory for whichever event occurs first: exceeding the fuel dilution limit (HIGH

or above), or dropping below the minimum viscosity limit.

WARNING: Running the engine with oil that has HIGH fuel dilution may

result in a crankcase explosion and/or severe engine damage.

Figure 1 shows fuel dilution effects on viscosity and flash point up to 5%. The SAE

20W40 fuel dilution limit is 1% less than the maximum limit allowed for SAE 40 oil. Thislimit was established to allow for permanent and temporary shear effects associated with

multigrade oils. Field experience has shown that new oil starting viscosity is reduced by

about 0.75 cSt @ 100 C in EMD engines due to permanent shear of the multigrade VI

improver. This phenomenon coupled with viscosity reduction due to temporary shear has

resulted in minimum viscosity limits of 13.0 cSt @ 100 C for multigrade oils. EMD

recommends that customers develop a fuel dilution chart on their fleet oil to establish the

relationship between viscosity and flash point change as a function of percent fuel dilution.

Fuel Dilution Chart

75

80

85

90

95

100

105

0 1 2 3 4 5

% Fuel Dilution (vol.)

Nominal%Viscosity@

100C

0

10

20

30

40

50

60

Approx.

FlashPointDrop,

deg

F

Figure 1. Fuel Dilution

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Table 2. Fuel Dilution Action Required

Fuel Dilution

% Condition

Change

Filters

Change

Oil

Additional

Action Required

Engine Inspection

Required

0 2 Normal

None None

2 5

(SAE 40)

2 4

(SAE 20W40)

Borderline X

Find and fix fuel leak None

5 10

(SAE 40)

4 10

(SAE 20W40)

High X X

DO NOT RUN ENGINE

Find and fix fuel leak

Check oil sample for wear

metals per M.I. 1752 and

follow recommended

action

None

10 20 Very High X X

DO NOT RUN ENGINE

Find and fix fuel leak

Check oil sample for wearmetals per M.I. 1752 and

follow recommended

action

Perform crankcase

inspection, visually inspect

all upper connecting rod

bearing fishback surfaces

for accelerated wear per

EMM

20 30

Extremely

X X

DO NOT RUN ENGINE

Find and fix fuel leak

Check oil sample for wear

metals per M.I. 1752 and

follow recommended

action

Remove one connecting

rod bearing and visually

inspect bearing surfaces per

EMM *

30 40

High

X X

DO NOT RUN ENGINEFind and fix fuel leak

Check oil sample for wear

metals per M.I. 1752 and

follow recommended

action

Remove one connectingrod bearing and visually

inspect bearing surfaces per

EMM *

Do an airbox inspection per

EMM

* If abnormal wear conditions are found, a main bearing inspection must be done per Engine

Maintenance Manual (EMM) or Running Maintenance Manual

Also reference:Inspection & Qualification Guide Engine Main & Connecting Rod Bearings(Doc MM003003)

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Table 3. Interpretation of Oil Sample Analysis

NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters. Non-shaded areas indicate the following recommendation: change filters only.

Oil Analysis Basis for

Analysis

NORMAL

No Action

Required

BORDERLINE

Take Extra Oil

Samples

HIGH

Correct

Condition

Recommended Action

Flash Point &Viscosity Check for

dilution if

Flash Pointless than 420

F (216 C)

SAE 40 0 to 2% 2 to 5% Above 5%

SAE 20W40 0 to 2% 2 to 4% Above 4%

SAE 40 Vis

limit @ 100 C,

Min.

12.5 cSt

Fuel Leak

SAE 20W40

Vis limit @100 C, Min.

13.0 cSt

See Table 2 for

recommendations.

Free Water None Any Resample with dry container.

Find and fix leak. Check

main bearings perMaintenance Manual.

Chromate

Inhibitor

0 to 20 ppm 20 to 40 ppm Above 40

ppm

Water Leak

Boron

Inhibitor

0 to 10 ppm 10 to 20 ppm Above 20

ppm

Find and fix water leak.

Check oil filter tank pressure

Air Filtration

Silicon 0 to 5 ppm 5 to 10 ppm Above 10

ppm

Improved air filter

maintenance required. Anti-

foam agent present in new oilTBN (D-4739)

Min.

2.5

TAN (D664)

Max.

4.5

Viscosity Rise,

Max. @ 100 F,

SUS

30%

Viscosity Rise,Max. @ 100

C, cSt

12%

PH Min. 5.0

Excessive

Oxidation

Pentane

Insolubles,Max. (D893

modified)

2.0%

Change Oil. If short oil lifepersists, check lube oil

quality, fuel sulfur content,

oil cooler efficiency, engine

temperature controls, poweroutput (governor and rack

settings, EUI injector cal),

engine condition (wornrings, cracked pistons, poor

combustion), oil filtration, or

oil pump suction leak.

Contaminated

fuel (cracking

catalyst)

Aluminum,

Silicon, and/or

Magnesium

Above 5 ppm Check fuel cleanliness. Notify

fuel supplier. If engine

smokes, check injector

calibration and tip erosion.Check if piston rings are

excessively worn

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NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters. Non-

shaded areas indicate the following recommendation: change filters only.

Oil Analysis Basis for

Analysis

NORMAL

No Action

Required

BORDERLINE

Take Extra Oil

Samples

HIGH

Correct

Condition

Recommended Action

Zinc 0 to 10 ppmAbove 10 ppm becomes more

dangerous with increasing values

Check if oil is contacting

galvanized or zinc painted

surfaces. Check if new

power assemblies wereinstalled using zinc

containing thread

compound. Check if makeup oil in stockis within

specifications. Notify lube

oil supplier. Check for silver

bearing failures if engine isequipped with this bearing

type.Oil

Contamination

Silver 0 to 1 ppm 1 to 2 ppm Above 2 ppmCheck if oil contains zinc oris corrosive to silver. Check

for broken piston cooling

tubes, inefficient oil cooler, orimproper temperature controlFeel loaded areas of piston

pins for signs of distress.

Measure piston to head

clearancewith lead readings.

Oil draining is not mandatoryCheck strainers and bottom

of oil pan for debris.

Chromium

(Not

applicable if

chromate

coolantinhibitor is

used)

0 to 10 ppm 10 to 20 ppm

Above 20

ppm Check for rapid wear of rings

& liners.

Copper 0 to 75 ppm 75 to 150 ppm Above 150

ppm

Measure piston to headclearance with lead readings

to locate worn piston thrust

washers. Check connecting

rod bearing blade thrust faces

for distress. (See Note 1)

High iron and copper increase oxidation rates.

Abnormal Wear

Or Corrosion

(Rapid increases

within normal

range should beconsidered

borderlinecondition)

Iron 0 to 75 ppm 75 to 125 ppm Above 125ppm

Check for rapid wear of rings& liners.

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NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters. Non-

shaded areas indicate the following recommendation: change filters only.

Oil Analysis Basis for

Analysis

NORMAL

No Action

Required

BORDERLINE

Take Extra Oil

Samples

HIGH

Correct

Condition

Recommended Action

Most likely lead flash is

dissolving off bearings.

Premature lead removal,

before bearings are brokenin, can lead to bearingdistress; inspect and replace

upper con rod bearings inservice less than 6 months if

lead flash has been removed

from the unloaded area of the

fishback bearing surface onturbocharged engines. If con

rod bearings require

replacement, wrist pin

bearings should also be

checked and replaced if lead

flash has been removed.

Lead 0 to 50 ppm 50 to 75 ppm Above 75

ppm

If TAN > TBN, corrosiveattack of lead can occur.

Draining oil is mandatory if

oil analysis shows rapid riseof lead ppm has occurred

In Combination

Copper

IronLead

Two out of three elements in

borderline or high range

Check for debris under

crankshaft gear indicative of

gear train bushing distress.Check idler gear bearing

clearances. Check main andcon rod bearings per

Maintenance Manual. Oil

draining is not mandatory.

In Combination

Tin 0 to 20 ppm 20 to 40 ppm

Above40

ppm

1. When in combinationwith iron or chrome rise,

check for piston distress

2. When in combinationwith lead or copper rise,

check for bearing

distress

Note 1: Due to carbon buildup on both the fire face of the cylinder head and the crown of the piston during service life, leadwire readings should not be used as a basis for power assembly change out. Lead wire readings may continue to be used to

indicate wear trends. Significant clearance increases should be investigated as possible component failures.

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(D-L)

General Motors Electro-MotiveLa Grange, Illinois 60525 USA

Telephone: 708-387-6000

Website: www.gmemd.com

2004

General Motors Electro-Motive. All rights reserved. Neither thisdocument, nor any part thereof, may be reprinted without theexpressed written consent of General Motors Electro-Motive.

Contact GM EMD Customer Publications Office.