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Michael Holloway
NCH Corporation
mhollowa@nch.com
972-438-0030 (office)
214-450-7864 (cell)
Oil Analysis
- Table of Contents Introduction
I) Elemental Analysis
The Metal Source
Wear Metal Limits
Other Sources of Metals & Elements
Test Results
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7
9
10
11
13
14
15
16
17
18
19
20
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V) Sampling Frequency
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VI) Summery
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Oil Analysis
- Introduction Oil analysis is similar to visiting your doctor for an annual blood test. The
doctor can determine your overall health and well-being from a very small
sample of your blood. The same can be done with oil lubricated equipment
such as engines, gearboxes, hydraulics, air compressors, and turbines.
It has been estimated that many
maintenance technicians change oil
40% Change
40% Change
too early or too late. Changing oil
too Early
too Late
too early wastes money on oil, filters
and labor. Changing oil too late can
lead to deposit build-up and costly
equipment repairs. The best way to
determine when to accurately change
20% Change on Time
oil is through oil analysis.
Oil analysis can help extend oil life. When considering oil analysis, consider
these facts:
The storage, handling, dispensing and disposal of lubricants will typically
cost 4 times the cost of a gallon of the same lubricant.
The budget to maintain equipment is at least 14 times the cost the
lubricant.
Industrial plants regularly document that comprehensive oil analysis has
decreased their overall maintenance cost up to 28%.
Fleet vehicles on the average can expect to see a minimum 30% increase in
engine life.
An Oil Analysis Provides the Following:
I) Elemental Analysis - detects the amount and type of elements in the oil from
component wear, contamination and various ingredients found in oil.
II) Contamination Analysis - detects the physical presence of unwanted fluids
(water, fuel, antifreeze) or particles (dirt, metal, etc) in the oil and identifies
oil by-products such as soot, nitration and sulfur.
III) Oil Condition Analysis - tests viscosity and an oils ability to neutralize acids
(TBN for engines or TAN for non-engines).
1
Latest Analysis
Recommendations
I) Elemental Analysis
- The Metal Source Elemental analysis tests for various elements found in the oil that may be
from wear debris, contamination or the additives found in the oil. When
an oil lubricated component begins to wear, small amounts of metal
become suspended in the oil. These trace amounts of metal are the first
indicators of component wear. If left unattended, the wear will increase
and potential part failure will occur. In extreme cases, metal shavings from
worn gear teeth can be found in the oil.
If the wear is severe, metal shavings can
be seen during the oil change. The
shavings will contribute to more wear.
This situation can occur in gearboxes,
hydraulics, engines, and air compressors.
Many components and parts are
made-up of several different metals.
An oil analysis technician can determine which component is beginning to
show signs of wear just by the type of metal and the concentration found in
the test sample.
The following tables are a guide to the sources of specific wear metals for
a given piece of equipment.
Iron (Fe)
The most common of the wear metals. It is present in some form in virtually all
equipment. Its widespread presence means that there are many sources of the wear
particles. Metallurgy of the component allows the analyst to distinguish the source of
the wear debris, e.g. cast iron bolts vs. stainless steel lube oil piping.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Compressors
Turbines
Copper (Cu)
Widely used as an alloying element, copper is prized because of its materials properties
such as ductility, excellent thermal and electrical conductivity. It is heavily used in
bearing systems, as well as heat exchangers.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Heat Exchangers
Compressors
Turbines
Tin (Sn)
Used as an alloying element with copper and lead for sacrificial bearing liners.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Compressors
Turbines
Aluminum (Al)
Has high strength to weight ratio, and excellent corrosion resistance. Alloyed with
other elements improves its wear and temperature resistance.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Heat Exchangers
Compressors
Turbines
Chrome (Cr)
Used as an engineering material for its great hardness and corrosion resistance.
It is found in many systems operating under harsh conditions.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Heat Exchangers
Compressors
Turbines
Lead (Pb)
A soft metal used for sacrificial wear surfaces such as journal bearings. Lead based
babbitt bearings are widely used.
Equipment
Engines
Bearings
Gears
Hydraulic Systems
Compressors
Turbines
Silicon (Si)
The most common contaminant found in lube oil analysis. Abundant in all areas, sand
is a very hard crystalline material, and very abrasive to metal components.
Equipment
Engines
Bearings
Gears
Transmissions
Hydraulic Systems
Heat Exchangers
Compressors
Turbines
Silver (Ag)
Has exceptional thermal conductivity, and is an excellent bearing plate material,
providing minimum friction. It is susceptible to corrosive attack by zinc-based
additives. Some bearing, turbine and compressor manufacturers specify that only zinc
free oils are used. Silver is used more outside of the US in general industrial equipment.
Equipment
Engines
Bearings
Gears
Hydraulic Systems
Compressors
Turbines
Other Metals
Other metals can be found in oil samples due to wear or contamination.
Element
Titanium
Vanadium
Magnesium
Molybdenum
Zinc
Possible Sources
Wear metal for aircraft engines, bearings, Can also be contaminant from paint (titanium
dioxide is used as a pigment)
Fuel Contaminant, can also be alloying element for steel
Alloying element in steels
Solid/liquid antiwear additive, alloy in bearing and piston rings
Antiwear, Corrosion inhibitors, Anti-oxidants, alloying element for bearings, thrust
washers, galvanized cases
Boron
Additive Elements Found in Oil: Many oils use various chemicals (additives) to obtain
certain levels of performance. It should be noted that certain elements found in these
additives (calcium for instance) may not decrease as the oil begins to wear out. These
elements continue to exist but may loose functionality. Keep in mind, the performance
additives change into different compounds as they are used up and are not as effective
as their original design. In other cases, elements found in certain additives may
actually decrease in concentration (zinc and phosphorous) because they are adhering to
the surface of the metal and are no longer in the oil. The only way to truly know when
the oil additives are being used up is the sharp rise in wear metal concentrations.
Element
Barium
Boron
Calcium
Copper
Magnesium
Molybdenum
Phosphorus
Silicon
Sodium
Zinc
Function
Detergent or dispersant additive
Anti-wear additive
Detergent or dispersant additive
Anti-wear additive
Detergent or dispersant additive
Lubricity modifier
Corrosion inhibitor, anti-wear additive
Anti-foaming additive
Detergent or dispersant additive
Anti-wear or anti-oxidant additive
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Oxidation
Source
Naturally formed from
condensation or during
combustion in engines.
Enters sumps and
reservoirs through leaking
seals, top-filling or
inadequate breathers.
The chemical breakdown
of oil from heat, water, and
/ or dissimilar metal
contact.
Problem
Leads to heat build-up,
foaming, additive depletion,
rust and oil oxidation.
Leads to premature
component wear and
facilitates deposit build-up.
Results in thickened oil,
deposits, acid formation,
increased operating
temperature and plugged
filters.
Leads to poor combustion
can lead to excessive wear
and increased fuel costs.
Leads to oil viscosity loss,
heat build-up, additive
depletion and oxidation.
Leads to oil contamination,
sludge and varnish build-up
and potential engine failure
Can form acids, which lead
to sludge, varnish, additive
depletion and oil breakdown.
Can form acids, which lead
to sludge, varnish, additive
depletion and oil breakdown.
11
Deposit Formation
Potential Problem
Varnish:
Found on bearings, cylinders,
pistons, gears, vanes, pumps, and
turbines. Oil or fuel oxidizes,
forming a gummy substance that
develops into a coating with highly
crosslinked molecules that are
insoluble in oil.
Lacquer:
Found on bearings, cylinders,
pistons, gears, vanes, pumps, and
turbines. When varnish is exposed
to excessive temperatures and
pressure, it becomes baked on and
ironed out, forming lacquer
Sludge:
Found in oil pans, sumps, housings,
reservoirs, and bearings. Formation
begins when contaminants begin to
settle out of the oil. Sludge
develops with excessive
accumulation of contaminants,
leading to additive depletion and
oxidation.
Gum:
Carbon Deposits:
Found in all lubricated systems
such as engines, bearings, pumps,
gears, and journals. Most common
form is soot; can also be a tar-like
residue. Soot is considered to be an
advanced deposit formation.
Example
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14
15
Minim um particles
per m l of oil
Maxim um particles
per m l of oil
0.02
0.02
0.04
0.04
0.08
0.08
0.15
0.15
0.3
0.3
0.6
0.6
1.3
1.3
2.5
2.5
10
10
11
10
20
12
20
40
13
40
80
14
80
160
15
160
320
16
320
640
17
640
1,300
18
1,300
2,500
19
2,500
5,000
20
5,000
10,000
21
10,000
20,000
22
20,000
40,000
23
40,000
80,000
24
80,000
160,000
25
160,000
320,000
26
320,000
640,000
27
640,000
1,300,000
28
1,300,000
2,500,000
29
2,500,000
5,000,000
30
5,000,000
10,000,000
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As a oil begins to breakdown, various types of acids form which can lead to
further oil degradation, metal wear and additive depletion. It is important to
establish a starting point in order to compare the oil that is being used. A
baseline sample from the oil drum is essential.
The TAN or Total Acid Number is used to check the acid neutralization of
hydraulic, gear and air compressor oils. The TAN normally increases over
time. The TAN of a reference sample should be tested in order to establish
an oils initial TAN. If the used oil increases 3 points above the TAN number
from the reference sample, the oil should be changed.
The TBN or Total Base Number measures the amount of basic (alkaline)
materials in engine oil that will neutralize acids. The TBN decreases as it
approaches the end of its useful life. TBN is used to test the acid
neutralization ability of engine oils. The lower the value, the less effective
the oil will be at neutralizing acids. As acids increase, so do deposits.
Deposit build-up will shorten engine life. The TBN is also known as BN or
Base Number.
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V) Sampling Frequency
An oil sample should be taken just before the regularly scheduled oil change. If the oil
analysis results indicate that the oil is in good shape, extend out the change interval by
30%. It is recommended to test the oil again prior to the extended change-out.
New Oil
Regular Change Out
Change
Time or Miles
Sample
New
Change
Sample
New Oil
In certain cases, it may be difficult or impractical to sample every system. If this is the
case, it is recommended that sampling be done on:
Critical Systems - systems or equipment that are responsible for production. If a
component on a critical system fails, production is halted. The critical systems are the
ones that have been identified as being essential for continuous operation. These
systems may require quarterly or semi-annual sampling.
Sample Population of Representative Systems - The sampling of less critical systems
may not be necessary but would still improve plant reliability. If, for example a plant
had 48 gearboxes that run machines that are essential but not critical. The 48
gearboxes are essentially all the same make, model and year and have the same
operating conditions. Oil samples can be taken on 10% of the total and still provide
information that could be transferred. Taking samples on 5 of the 48 would provide
information that could be transferred to the other systems. Note that every system has
unique operating conditions. Sweeping generalizations should be avoided.
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VI) Summary
An effective oil analysis program increases the reliability and availability of
equipment while reducing the costs associated with labor, repairs and
downtime. The oil analysis process consists of:
1) Properly taking the oil sample.
2) Sending it into the laboratory for analysis with accurate information.
3) Receiving the results in a timely manner and in an a concise format.
Without the proper controls in place prior to analysis, testing may be
performed on non-representative, mislabeled or out-dated samples, which
in turn will lead to the wrong corrective actions and to added costs on the
oil analysis program. If these issues of control are not considered prior to
the sample arriving at the laboratory, any test results obtained will be of
small value.
There are also control issues to consider once the analysis has been
performed and the results have been obtained. Things to consider when
setting up an oil analysis program:
Establish base-line test of new lubricants.
Use proper sample labeling procedures.
Select applicable test methods (pump or valve).
Timely sampling, analysis and corrective action if needed.
Establish preventive maintenance schedule.
An oil analysis program can provide critical information for any piece of
equipment requiring lubricants-both gasoline and diesel engines,
transmissions, gears, bearings, air compressors, turbines, generators and
hydraulic systems. It's useful for owners of passenger cars, over-the-road
fleets, off-highway equipment, boats, or high performance vehicles.
Oil analysis has been able to identify problem areas before they become
catastrophes and dramatically extend out oil change intervals.
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Enrollment Steps
(1) Access site - www.ctclink.com
(2) Click on Our Services.
(3) Select the Online Service Online Registration option.
Click on I Agree in the Terms and Conditions page
(1)
(2)
(3)
Any Problems - Call
CTC at 800-332-8055
Enrollment Steps
(4) Fill in all the appropriate information, note that the
customer number for NCH Corp is 89000.
(5) Select the Kansas City KS lab.
(6) Click on the Submit button located at the bottom of the
page.
(7) You will receive an e-mail within 24 hours from CTC
concerning your registration. From that point on you are
enrolled.
(4)
(5)
(6)
(1)
(2)
(4)
(5)
(6)
Any Problems - Call
CTC at 800-332-8055
(7)
(8)
(9)