Oil Condition Summary

In general, the effects of oil degradation are carboning of piston crown areas, ring grove packing
with resultant ring stocking, liner bore polishing, and lacquering of connecting rod pin areas and
piston undercrown. The oil degradation results may first be noticed as an increase in iron ppm
accompanied by an increase in oil consumption. If wear metal concentrations are not adjusted to
consider the increasing quantity of make-up oil break point of the oil can easily be missed.

External Contamination

External contamination is any undesirable matter that gets into the engine. Following is a list of
external contaminants and their potential impact on engine wear and performance.

1. Milling and Repair Debris: Every engine manufacturer takes steps to assure that engines are clean
when they leave the factory. However, some minute factory machining debris might get caught in
internal crevices and later work their way loose. If an engine has recently undergone an overhaul
or other major repair, changes are that repair debris has been introduced into the lubrication
system. Baseline oil samples are important in controlling damage from debris introduced during
manufacturing or repair. A baseline oil sample should be taken after the first 15 minutes of
operation to determine initial wear elements.

2. Solvents/Sealants/Greases: Some remnants of solvents, sealants or greases may remain inside

the engine. Many times these external contaminants will show up in the oil sample test results as
high readings for molybdenum (grease), lead (grease), silicon (solvent, sealant) or copper (anti-seize
or sealant). Depending on the amount of foreign substance left in the engine, these may or may not
be harmful to the engine components. In any case, once a foreign substance has been detected, it
is important to change the oil and filter immediately to rid the system of the contamination. Taking
a baseline sample approximately 15 minutes after the change will provide a determination of how
much this contamination was reduced.

3. Lacquering: Lacquering is an end product of the oil oxidation process caused by heat and other
oxidizing catalysts. Lacquering causes ring sticking, connecting rod pin sticking, under-crown
deposits and accelerated piston, ring and liner wear. No oil analysis test is available to directly
measure the amount of lacquering that has occurred in an engine. However, an engine’s oxidation
trend is an indirect indicator. If oxidation has repeatedly been high, it’s likely that increased
lacquering has occurred.

4. Agglomerated Soot – Soot becomes a contaminant when the oil’s dispersant additive can no
longer hold soot particles in suspension, allowing them to stick together (agglomerate) and form
larger particles. As some degree in engines. Keep in mind that soot only increase wear when it is
not longer controlled by the dispersant additives.

5. Water and Coolant – Corroded liners, leaky had gaskets, head cracks and water pump leaks can
allow water into the engine crankcase. This coolant contamination can vary from minute amounts
to large quantities. An oil sample may or may not test positive for water, depending on the volume
that entered the engine. If the leak is small, the heat of engine operation may evaporate the water,
leaving traces of sodium (ELC or DEAC) and potassium (ELC). In more severe cases (more than .5%),
water can cause the oil to emulsify and greatly reduce its lubricating and protection properties.
Ultimately, it can form sludge, block oil passages and clog filters. In the worst cases, water can
puddle on to pof a piston after shutdown, causing a hydraulic lock and catastrophic failure upon the
next start-up. No oil can combat a significant internal coolant leak.

Water, as a by-product of combustion, can also find its way into the crankcase past the piston rings.
This is normal and high equality engine oils, such as Caterpillar DEO, have additives to hold small
amounts of water in suspension. But just as with soot, oxidation, nitration and sulfation, the ability
of the oil to fight the effects of water is limited.

Water condensation in the crankcase is accelerated by cool jacket water temperatures caused by
malfunctioning thermostats, short operating times, frequent starting, cold/moist climatic
conditions, extended idling during cold weather and/or operating conditions resulting in low
operating temperatures.

6. Glycol – Ethylene glycol, which can enter the engine from the cooling system, forms a thick, tar-
like substance that greatly reduces the oil’s lubricating properties and acts as an oxidation catalyst.
Minute amounts of glycol may not show up on tests because small amounts can be destroyed by
the operating heat of the engine.

The classic signature of a significant coolant leak in engines using Cat Diesel Engine Antifreeze
Coolant (DEAC) is a positive reading for water and glycol, plus an increas ein copper, silicon and
sodium.

The copper leaches from the cooler core tubes into the oil as a result of chemcial reaction between
the copper tubes and ethylene glycol. Silicon and sodium are carried in with the coolant.

For engines using Cat Extended Life Coolant (ELC), a coolant leak is indicated by a positive test for
water and glycol, accompanied by an increase in copper, potassium and, possibly, sodium. ELC
contains approximately one-third of the sodium found in DEAC. The copper is from the cooler core,
while potassium and sodium are in the ELC formulation.

In some cases, wear elements may increase along with symptoms of a coolant leak. Increases in
lead and aluminum signal coolant entry into the sump, causing bearing damage. An increase in iron
and a slight increase in chromium indicates coolant entry into a cylinder, causing ring and liner wear.
In either case, the situation is serious and must be corrected immediately. After the repair, be sure
to take a new baseline sample for the engine after approximately 15 minutes of operation. Even
after the coolant leak has been repaired, it may take on or two oil changes before all elements return
to normal trend levels. This is because carry-over contaminants/debris are left on internal engine
surfaces.

7. Fuel – Fuel can enter the combustion chamber as a result of faulty fuel injectors or frequent
starting, especially in cold weather. Most severe cases of fuel dilution are a result of leaking fuel
transfer pump seals. This unburned fuel washes the oil film from the liners and pistons, resulting in
an increase of iron and chrome. In extreme cases, the fuel dilution causes piston skirt scuffing and
increase aluminum readings.

Raw fuel that works its way directly in to the crankcase will dilute the oil, reducing its viscosity and
lubricating properties. In oil analysis reports this show sup as an increase in lead and aluminum (and
for some engine models, copper and/or nickel) from main and rod bearings. In severe cases, fuel
dilution will result in oil analysis detecting iron from crankshaft wear.

The amount of fuel dilution an engine can tolerate varies among engines of various designs. The
fuel dilution limit for oil in Caterpillar engines is 4%.

8. Dirt – Abrasive dirt particles usually enter the engine through the air induction system and/or
through indiscriminate or sloppy maintenance practices. Dirt entry through the air induction system
is usually the result of damaged air filter elements, loose or broken plumbing clamps and gaskets,
or cracked plumbing lines and fittings. Changing the air filter too often can result in dirt entry. Some
dirt is introduced directly into the induction system each time the filter housing is opened and the
filter removed. The correct procedure is to only change the primary air filter when the air filter
restriction indicator remains red after the engine is shut down. The secondary air filter should be
changed every third time the primary filter is changed. Take special care when changing the
secondary element to prevent dirt entry.

Dirt entry thought he air induction system is usually indicated by an increase in silicon, iron, chrome
and aluminum in the oil. Silicon and aluminum silicates are present in soils. Interpreters should
know the ratio of aluminum to silicon in local soils within their region and use this information to
verify dirt entry.

Dirt can also be introduce into an engine through routine maintenance procedures. It is not
uncommon for dirt to enter with new oil if dirty containers, funnels or spouts are used.

Dirt that gets into the crankcase can damage bearings, and in extreme cases, crankshaft journal
surfaces. Bottom end dirt entry is indicated by an increase in silicon, lead, aluminum, and in extreme
cases, iron.

There will always be low levels of silicon in engine oil samples. However, the silicon trend line should
be watched closely for any significant increases. If silicon increases along with other wear metal
elements (chrome and iron from pistons and liners, and/or lead, aluminum and iron from bearings
and crankshaft) then it is almost certain that dirt has entered the engine. If silicon appears relatively
high all by itself, it could be in the formulation of the new oil since some oils have relatively high
concentrations of silicon compounds in their additive package (usually anti-foaming additives). For
this reason it is important to test each shipment of new oil to determine the silicon level.|

9. Oil Transfer – Oil can transfer into the engine from another compartment through a defective
seal. On eof the most common sources of transfer is a failed rear crankshaft seal. Oil from the
transmission can transfer into the engine, causing a sudden, dramatic increase in such elements as
iron, copper and aluminum. Gear driven hydraulic pumps can transfer oil into the engine if they
experience a shaft seal failure.

Internal Contamination

Internally generated debris can be divided into two categories: normally generated and abnormally
generated.

Normally Generated – All components having two or more mating parts and relative motion
between them will create friction, heat and some degree of wear debris. Internal debris is
generated by the break-in process, day-to-day operation and design factors such as the finish on
mating surfaces, torque values, clearances and tolerances.

How much debris is normally generated also depends on maintenance procedures, application, oil
condition and the presence or absence of external contaminants. As aspects of these variables
change, so will the normal levels of debris change. If the three variables affecting internal debris
generation (maintenance/application, oil condition, external contamination) are stabilized, the
levels of normally generated internal debris should also stabilize and a normal operation trend line
can be established. This trend line will illustrate what wear metal levels a normally running engine
will generate for a particular set of operating, maintenance and lubrication quality conditions.

One of two things can change the established, normally generated debris trend line: either one or
more of the three internal debris generation variables change, or the internal parts of the engine
start to generate debris because of some internal problem.

Normally generated wear is controlled and minimized by managing the three factors that directly
impact it: maintenance/application, oil condition and external contamination.

Abnormally Generated: When Internal debris increase without a corresponding change in any of the
three variables that affect debris generation, the debris being generated is probably a result of a
mechanical and/or parts material defect.

Abnormally generated wear is best described through the use of examples. An example of a
mechanical defect is the loss of torque on a connecting rod bolt. This causes a chain reaction of
events that eventually ends in failure. Application/maintenance, oil condition and external
contamination would have played no part in this type of failure.

An example of a parts material defect failure might be a part that was not heat treated to the proper
depth. After hours of normal wear, the hardened surface could be worn through to the soft metal,
causing a dramatic increase in metallic debris generation. Again, this would happen regardless of
lubricant quality, oil change frequency, external contamination or application (the more severe the
application, the more rapid the debris generation).

Another source of debris is an attachment such as a failing air compressor. In most cases the air
compressor shares the same oil as the engine and will transfer debris into the engine through the
circulating oil. Some water pumps also use engine oil for bearing lubrication. A significant increase
in iron, tin, and chromium may indicate a failing water pump bearing.

It is also possible for maintenance/support equipment to transfer debris. If a transfer pump used
to pump new oil into the engine is in a failure mode it can pump failure debris (iron, lead, chrome
and other elements) in with the new oil. This is not a common occurrence, but it does happen.
Most of the time the problem can be spotted by the same debris pattern shwoing up in all the
machines serviced by that particular pump.

Abnormally generated wear can be managed by adhering to good repair and overhaul practices.
However, abnormal wear caused by material defects, factory assembly and/or dealer repair
practices is out of the customer’s control. Manufacturers and dealers offer warranty protection to
reduce the customer’s risk in such cases.
Summary

The break point of an oil can be observed by monitoring wear metal levels. The oil has lost its
lubricating properties when one or more significant wear metals (iron, chromium, lead, aluminum)
shows an increase. This could be the result of soot agglomeration, oil oxidation, sulfation or any
combination of these factors.

The oil change interval must be reduced by at least 50 hours from the oil’s break point to allow for
the various factors which contribute to wear.

It is important that all other variables (application, maintenance procedures, external contaminants,
etc.) are controlled in order to limit oil degradation and wear.

Oil change intervals should be managed by monitoring the combination of all test result trends
(wear metals, infrared readings, and TBN). The infrared readings (soot, oxidation, nitration, sulfur)
observed approximately 50 hour sprior to the oil’s break point should be used as the leading
indicators to determine the oil change interval. Do not use the increase in wear metals as the
primary oil change interval indicator. Doing so repeatedly will shorten the lift cycle of the engine.
However, if a rise in wear metals is observed prior to the established infrared leading indicators,
change the oil and investigate the cause of this out-of-trend occurrence.

Oil condition degradation can cause both short-term and long-term effects. Monitor all oil sample
test results, especially oxidation. Just because infared levels may not cause a corresponding increase
in wear metal levels during a particular oil change interval does not mean that longer-term damage
(such as sulfur attack) is not occurring.

Because of their cumulative nature, the long-term effects of oil degradation are difficult, if not
impossible, to discern on a sample-by-sample basis. Therefore, the oil change interval must be
reduced by at least 50 hours from the determined oil break point. This should allow some margin
of safety for oxidation, a critical factor that directly impacts long-term deposit buildup.

If external or internal contamination is detected during the Project correct the problem, change the
oil, and take a baseline sample. Once the problem has been corrected, the engine may be continued
in the Project unless the engine has suffered significant damage.