Language Code Product Group No.

Version Date
GB ART 160 8 9 03/20/2015
Applies to
860 Volvo BM, 861 Volvo BM, 5350 Volvo BM, 5350B 4x4 Volvo BM, 5350B 6x4 Volvo BM, 5350B Volvo BM, A20 Volvo BM,
A20C Volvo, A25 4x4 Volvo BM, A25 Volvo BM, A25C 4x4 Volvo, A25C Volvo, A25D 4x4 Volvo, A25D Volvo, A25E 4x4 Volvo,
A25E Volvo, A25F Volvo SN 13001-99999, A25G Volvo, A30C Volvo, A30D Volvo, A30E Volvo, A30F Volvo SN 12001-99999,
A30G Volvo, A35C Volvo, A35D Volvo, A35E FS Volvo, A35E Volvo, A35F Volvo SN 10001-99999, A35G FS Volvo, A35G
Volvo, A40 Volvo, A40D Volvo, A40E FS Volvo, A40E Volvo, A40F Volvo SN 11001-99999, A40F Volvo SN 320001-, A40G FS
Volvo, A40G Volvo, T450D Volvo

Oil analyses
NOTE!
Read and understand the safety instructions in the Operator's Manual and Service Information for the machine.

This Service Bulletin is to be considered as technical information only and is not subject to any reimbursement programs
outside normal warranty.
For successful oil analysis, proper sampling techniques and correct sampling points has to be used. See 160ART36 for
sampling methods and 160ART37 for sampling points.
Cause and action
The Global Volvo Oil Analysis program is a comprehensive tool for analyzing oils in our machines. Volvo Construction
Equipment has detailed knowledge about the specific components included in the systems and the monitoring limits are set
based on this knowledge.
Various companies carry out oil analysis on Volvo Construction Equipment machines but there is a great risk to do this.
Without knowledge about our systems the monitoring limits will in most cases be different than ours. This means that
customers receive alarm reports and are worried entirely unnecessarily.
For Volvo Construction Equipment machines the monitoring limits and possible source of origin of contaminants according
to tables 1 to 6 apply.
Monitoring limits for drive train components made by Volvo

Particle PT transmission Dropbox Unit

Aluminium Al 50 30 PPM
Lead Pb 50 30 PPM
Iron Fe 100 500 PPM
Silicon Si 50 50 PPM
Copper Cu 300 [T1]i[T2]i[T3]i 30 PPM
Chromium Cr 20 20 PPM
Nickel Ni 10 10 PPM
Tin Sn 50 20 PPM
Water 0.20 0.20 %

[T1] Several 100 ppm copper (Cu) can be found during the first 1000:nd h of the vehicle life (sometimes even longer). This is
copper flushed out from the oil cooler and is not harmful to the transmission.

[T2] If high amount of copper is present, and no other metals are over limits it is likely that the copper comes from the oil
cooler.

[T3] If high copper levels are present in combination with high tin (Sn) levels over monitoring limit, it may indicate potential
bearing problem and should be investigated further.

Monitoring limits Engine, C model

Particle Engine Unit

C model
Aluminium Al 30 PPM
Lead Pb 40 PPM
Iron Fe 200 PPM
Silicon Si 20 PPM
Copper Cu 20 PPM
Chromium Cr 20 PPM
Nickel Ni 10 PPM
Tin Sn 20 PPM
Fuel 3 [T1]i %
Soot 2 [T2]i %
Water 0.20 %

[T1] Applies in isolated cases. If the fuel quantity reaches 1–2 % or more over a longer time period, corrective action must
be taken.

[T2] When VDS-3 oil is used: < 3 %

NOTE!
The values are to be regarded as monitoring limits and not as absolute values. It is important to establish a trend
and not to make judgements based on isolated samples.

Generally the engine oil should be able to carry up to 2% of soot for up to 500 operating hours. The engine oil should meet
the requirements according to Service Bulletin 160 ART 28. If oil of a lower specification is used, the levels of soot will rise
earlier.

Various types of manufactured oils have differing capabilities of carrying soot depending on oil compounds and additives.
The capability of oil to adhere soot means that the soot particles stick to the compounds in the oil and the oil holds and
carries soot throughout the lubrication system. Compared to oils that cannot adhere and hold soot particles, the result will
be soot particles sticking together and clogging the oil filter sooner.
Higher levels of soot may arise because of lower fuel quality or poor operating conditions. Engines which are run at idling
speed for long periods generate more soot in the oil.
Engines D, E, F, L and J– models

Parameter Possible origin/cause Normal level

Iron (FE) Crankshaft, cylinder liner, camshaft, cam ≤100 ppm
follower, valve guides
Lead (Pb) Big-end and main bearing shells ≤ 20 ppm
Copper (Cu) Big-end and main bearing shells, gudgeon ≤ 15 ppm[T1]i[T2]i
pin bushes, oil cooler
Tin (Sn) Outer surface of sliding bearings ≤ 10 ppm⁽ᵃ⁾
Chrome (Cr) Piston rings, valve stems ≤ 10 ppm
Aluminium (Al) Pistons, charge-air cooler ≤ 10 ppm⁽ᵃ⁾
Nickel (Ni) Layer between surface and copper layer on ≤ 10 ppm⁽ᵃ⁾
sliding bearings, rocker arm bushes
Molybdenum (Mo) Piston ring ≤ 15 ppm [T3]i
Silicon (Si) Sand, dirt, etc. ≤ 20 ppm
Viscosity Reduction: Fuel dilution, oil shearing Min: 9 cSt [T4]iMax: 8 cSt higher than fresh
Increase: Oxidation, contamination by soot oil value. Applies at 100 C
Soot Incomplete combustion ≤ 2% weight [T5]i
Water Coolant, condensation ≤ 0.1%
Fuel Incomplete combustion, internal leak on fuel ≤ 6% [T6]i
system, etc.
Sodium (Na), potassium (K) High concentrations of sodium (Na), ≤ 5ppm [T7]i
(ul6)and/or boron (B) potassium (K) and/or boron (B) can indicate a
coolant leak.
TBN TBN indicates remaining alkalinity after acid ≥ 4 (ASTM D2896) ≥ 2 (ASTM D4739)
neutralisation

[T1] Can be considerably higher during running-in.

[T2] Several 100 ppm copper can be found during the first 1000h of the vehicle life (sometimes even longer). This is copper
flushed out from the oil cooler and is not harmful to the engine

[T3] Certain oils contain molybdenum, which can cause an increased value.

[T4] centistoke

[T5] When using VDS-3 or VDS-4 oil, ≤3%.

[T6] If fuel dilution is > 6% AND viscosity is > 9 cSt then engine is OK. If fuel dilution is > 6% AND viscosity is <9 cSt
corrective action must be taken.

[T7] Boron(B) can be found as an additive and thus end up in the sample. Potassium (K) can origin from the charge-air
cooler. Potassium and aluminium (Al) are then found at a ratio of between 3:1 and 2:1. Over 100 ppm K can be found but
with no harm to the engine (soft particles).

Monitoring limits for components and hydraulic systems made by Volvo

Particle Axles, Brake cooling oil system Hydraulic system Unit

AHW , ARB[T1]i,
AH [T2]i
Aluminium Al 30 30 20 PPM
Lead Pb 50 50 20 PPM
Iron Fe 900 50 50 PPM
Silicon Si 50 50 20 PPM
Copper Cu 150 200 150 PPM
Chromium Cr 20 20 20 PPM
Nickel Ni 10 10 10 PPM
Tin Sn 20 20 20 PPM
Water 0.20 0.20 0,10 %

[T1] Axles, AHW, ARB: Axles with wet brakes.

[T2]Axles, AH: Axles with dry brakes.

NOTE!
The values are to be regarded as monitoring limits and not as absolute values. It is important to establish a trend
and not to make judgements based on isolated samples.

Hydraulic system: Cleanliness according to ISO/DIS 4406. Max. approved contamination grade, code 17/12.
In cases where oil analysis shows a high PPM content, carry out:

1. Oil change and filter replacement.

2. Further oil analyses:
– at first directly after the oil change and filter replacement.
– and then three oil analyses at intervals of 100 hours.

These oil analyses provide an answer to the tendency, which may turn out as follows:

1. PPM content drops. Wear is normal.

 2. PPM content remains at a high but stable level. Wear is normal.
3. PPM content continues to rise. This indicates abnormal wear and the customer should be informed.
4. PPM content varies greatly up and down. This indicates presence of foreign particles caused by working
environment, storage of oil etc.

It is important to note that the iron content increases with a defective air cleaner system before one can note a rising silicon
content. That is, in the case of rising iron content, the air cleaner system must be checked.
General
Regular sampling and analysis of the oil is a practical way of getting a direct indication of the condition of the engine oil,
and thereby also an indirect indication of the condition of the engine. Oil samples should be taken regularly. A single sample
or irregular sampling will not give sufficiently accurate information. The best information is obtained if one or more
intermediate samples are performed between samples taken at oil change, since these will give more information
concerning the condition of the engine and the engine oil. If samples are only taken at oil changes, they will give relevant,
but limited information.
NOTE!
Oil analysis is a tool for further extending the oil change intervals recommended by Volvo. Note that oil changes that are
extended outside the limits recommended in the service literature or driver information can damage the engine, and
invalidate the warranty.

Taking samples
Samples can be taken by installing a sampling valve on the engine or via the dip-stick tube. The instructions for the sampling
equipment should be followed accurately.
The following points concerning sampling are important:

Ÿ Oil samples should be taken while the oil is hot and well mixed to ensure that the sample represents all the oil in
the engine.
Ÿ The sample should be taken after some of the oil has run out, so that sediment is avoided
Ÿ The sample should never be taken from the oil filter.
Ÿ Always use clean sampling equipment, bottles etc. and ensure that the area around the sampling area is cleaned
carefully before performing the sampling.
Ÿ If a sampling valve is fitted, the system should be flushed before sampling to ensure that the sample is
representative for all the oil in the engine.
Ÿ For detailed information please see 160ART36 for sampling methods and 160ART37 for sampling points.

NOTE!
The results of oil sampling can vary between different engines, even if they are the same size and are made by the same
manufacturer. Decisions should be based on regular sampling. Also note that repairs often cause changes in results until the
new parts are run in.

Wear particles
Analyses that are used for comparison must be taken from the same engine and after the same number of operating hours,
after the oil change. The results must be evaluated based on knowledge about the origin of the particles. Particle content
(ppm) depends on:

Ÿ Engine type and total volume of oil and filter

Ÿ Oil volume at the time of sampling (sump)
Ÿ Oil consumption
Ÿ Operating conditions/application, fuel consumption
Ÿ Operating hours since last oil change
Ÿ Total engine operating hours

Recommendations
A trend is always more reliable than a single sample taken during an oil change, it is therefore strongly recommended that
one or more samples are taken between oil changes, as well as at the oil change
The best results are obtained if all samples are taken after the same mileage after the oil change and that the results are
used to form a trend. New engines should have run at least 500 hours and have had at least one oil c hange before taking oil
samples. This is to avoid abnormal occurrences that can occur during running-in. This applies both to new and reconditioned
engines.
If one or more of the parameters exceeds the normal levels given above and there is still a considerable distance before the
next planned oil change, then a new sample should be taken as soon as possible. If the values are still high, then the oil
should be changed and a new sample taken after a shorter interval, to indicate if the values have returned to their normal
levels, or are still too high. If the levels are still high, a retailer should be contacted in order to consider the following
questions:

Ÿ Is the correct oil for the engine and application being used?
Ÿ Are the recommended service intervals being applied?

It is not advised to dismantle an engine purely on the grounds of oil analysis values. Instead, the values should be
interpreted as an indicator that something is not right. An oil analysis should be combined with other diagnostic methods in
order to confirm possible problems.
Other aspects of oil analyses
All oils contain a varying degree of different additives in order to achieve required quality and performance requirements.
These additives also contain the metals which show up in the analysis. Various amounts of metals occur depending on:

1. For which component the type of oil is being produced (engine, transmission, axle oil).
2. Which company is making the oil.
3. For which market reason the oil will be sold (price, quality, competition).
4. Which requirements the customer demands.

The following metals occur:

Barium Ba
Calcium Ca
Magnesium Mg
Boron B
Phosphorus P
Zinc Zn
Sodium Na
Sulphur S
Molybdenum Mo

Probable origin of particles

Particle Engine Transmission

Aluminium Al Pistons Bearings, clutches and torque converter
Lead [T1]i Pb Big-end and main crankshaft bearings (all types Clutch discs and oil cooler.
of plain bearings). Oil cooler
Iron Fe Cylinder liners, camshaft, valve tappets, valve Clutch discs and ferrous parts of the transmission.
guides and crankshaft.
Silicon Si Dust, dirt etc. Dust, dirt etc.
Copper Cu Big-end and main crankshaft bearings (all types Clutch discs, thrust washers and oil cooler.
of plain bearings). Water and oil coolers
Chromium Cr Piston rings and valves Alloy metals
Tin Sn Slide bearings Clutch discs
Water Cooling and condensation water Cooling and condensation water

[T1] All current designs are lead free, except main and rod bearings in engines, however older equipment may contain small
amount of lead.