Apltcl029 SGD L-01

Fuels and Lubricants
Student Guide
Caterpillar Service Technician Module
APLTCL029
Fuels and Lubricants
Published by Asia Pacific Learning

1 Caterpillar Drive
Tullamarine Victoria Australia 3043
Version 3.2, 2003
Copyright © 2003 Caterpillar of Australia Pty Ltd Melbourne, Australia.
All rights reserved. Reproduction of any part of this work without the permission of the copy-
right owner is unlawful. Requests for permission or further information must be addressed to
the Manager, Asia Pacific Learning, Australia.
This subject materials is issued by Caterpillar of Australia Pty Ltd on the understanding that:
1. Caterpillar of Australia Pty Ltd, its officials, author(s), or any other persons involved
in the preparation of this publication expressly disclaim all or any contractual,
tortious, or other form of liability to any person (purchaser of this publication or not)
in respect of the publication and any consequence arising from its use, including
any omission made by any person in reliance upon the whole or any part of the
contents of this publication.
2. Caterpillar of Australia Pty Ltd expressly disclaims all and any liability to any person
in respect of anything and of the consequences of anything done or omitted to be
done by any such person in reliance, whether whole or partial, upon the whole or
any part of the contents of this subject material.
Acknowledgements
A special thanks to the Caterpillar Family for their contribution in reviewing the curricula for this
program, in particular:
Caterpillar engineers and instructors
Dealer engineers and instructors
Caterpillar Institutes.
MODULE INTRODUCTION
Module Title
Fuels and Lubricants.
Module Description
This module covers the knowledge of Fuels and Lubricants. Upon satisfactory completion of this
module students will be able to state the purpose of Fuels and Lubricants used in heavy automotive
equipment.
Pre-Requisites
The following modules must be completed prior to delivery of this module:
Occupational Health & Safety.
Learning & Development

Delivery of this facilitated module requires access to the Fuels and Lubricants Activity Workbook.
The successful completion of the curriculum provides the knowledge for competency assessment,
on further learning outcomes, by an Accredited Workplace Assessor.
Suggested References
LTCL029 Facilitator Guide.
Assessment Methods
Classroom and Workshop
To satisfactorily complete this module, students must demonstrate competence in all learning
outcomes. Consequently, activities and assessments will measure all the necessary module
requirements.
For this module, students are required to participate in classroom and practical workshop activities
and satisfactorily complete the following:
Activity Workbook
Knowledge Assessments
Practical Assessments.
Workplace
To demonstrate competence in this module students are required to satisfactorily complete the
Workplace Assessment(s).
APLTCL029
© Caterpillar of Australia Pty Ltd 1

FUELS AND LUBRICANTS MODULE INTRODUCTION
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2 © Caterpillar of Australia Pty Ltd

FUELS AND LUBRICANTS
KNOWLEDGE AND SKILLS ASSESSMENT
Learning Outcome 1: Describe the properties of Diesel Fuel.
Assessment Criteria
1.1. Describe the properties of Diesel Fuel:
1.1.1 Fundamentals
1.1.1.1 Specific gravity
1.1.1.2 Viscosity
1.1.1.3 Cloud point
1.1.1.4 Pour point
1.1.1.5 Water
1.1.1.6 Sediment
1.1.1.7 Sludge and fibres
1.1.1.8 Sludge and blended fuels
1.1.1.9 Vapour pressure
1.1.1.10Asphaltenes
1.1.1.11Micro-organisms in fuel
1.1.1.12Copper strip corrosion
1.1.1.13Hydrogen sulphide
1.1.1.14Fuel sulphur
1.1.1.15Vanadium
1.1.1.16Sodium and sodium chloride
1.1.1.17Carbon residue
1.1.1.18Ash
1.1.1.19Aromatics
1.1.2 Burning characteristics
1.1.3 Cetane number and index
1.1.4 Flash point
1.1.5 Air
1.1.6 Abrasives
1.1.7 Fuel storage
1.1.8 Distillate fuels
1.1.9 Fuel standards
1.1.10Crude oils
1.1.11Blended (heavy) fuels
1.1.12Fuel blending
1.1.13Available publications
1.1.14Biodiesel.l
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FUELS AND LUBRICANTS K NOWLEDGE AND SKILLS ASSESSMENT
Learning Outcome 2: Describe the properties of lubricants.
Assessment Criteria
2.1. Introduction.
2.2. General information
2.2.1 Transmission/drive train oil
2.2.2 Gear oil
2.2.3 Grease
2.2.4 Terminology
2.2.5 Caterpillar fluids.
2.3. Engine oil
2.3.1 Applications
2.3.2 Function
2.3.3 Base stocks
2.3.3.1 Mineral oils
2.3.3.2 Synthetic oils
2.3.4 Additives
2.3.4.1 Detergents
2.3.4.2 Alkalinity agents
2.3.4.3 Oxidation inhibitors
2.3.4.4 Depressants
2.3.4.5 Anti-wear agents
2.3.4.6 Pour-point depressants
2.3.4.7 Viscosity index improvers
2.3.5 Total base number (TBN)
2.3.6 Ash or sulphated ash
2.3.7 Viscosity
2.3.8 Engine Manufacturers Association (EMA) LRG-1
2.3.9 American Petroleum Institute (API) CH-4
2.3.10API CG-4
2.3.11API CF-4
2.3.12Caterpillar diesel engine oil (DEO)
2.3.13Commercial oils
2.3.14Total base number and fuel sulphur levels
2.3.14.1Direct injection engines
2.3.14.2Pre-combustion chamber engines.
2.4. Hydraulic oils
2.4.1 Application
2.4.2 Caterpillar hydraulic oil (HYDO)
2.4.3 Commercial oils
2.4.4 Caterpillar biodegradable hydraulic oil (HEES)
2.4.5 Commercial biodegradable hydraulic oil (HEES).
2.5. Transmission/drive train oil
2.5.1 Applications
2.5.2 Caterpillar transmission/drive train oil (TDTO)
2.5.3 Commercial transmission/drive train oil.
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2.6. Gear oil

2.6.1 Applications
2.6.2 Caterpillar gear oil (GO)
2.6.3 Commercial gear oil.
2.7. Multipurpose tractor oil
2.7.1 Applications
2.7.2 Caterpillar multipurpose tractor oil (MTO)
2.7.3 Commercial multipurpose tractor oil.
2.8. Synthetic base stock oils.
2.9. Re-refined base stock oils.
2.10.Aftermarket oil additives.
2.11.Lubricating grease
2.11.1Multipurpose grease
2.11.2Special purpose grease
2.11.3Caterpillar premium grease.
2.12. Hydraulic brake fluid.
2.13. Dry film lubricant.
2.14. Cold weather lubricants.
2.15. Lubricant viscosities.
2.16. Oil related failures
2.16.1The lubrication system
2.16.2Bearings
2.16.3Crankshaft
2.16.4Pistons, rings and liners
2.16.5Turbochargers
2.16.6Valves.
Learning Outcome 3: Explain the purpose of Scheduled Oil Sampling (SOS).
Assessment Criteria
3.1. SOS fluids analysis program.
3.2. Condition monitoring.
3.3. Limitations of oil sampling.
3.4. Where SOS can be applied.
3.5. The SOS program.
3.6. Wear metal analysis.
3.7. Oil condition analysis.
3.8. Physical analysis
3.8.1 Sputter test
3.8.2 Seta-flash fuel dilution
3.8.3 Particle counter
3.8.4 Particle quantifier
3.8.5 Viscometer
3.8.6 Filtergram.
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3.9. Analysis Report

3.9.1 The SOS report
3.9.2 Evaluation and report codes
3.9.3 Definitions
3.9.4 The SOS process
3.9.5 Gear oil
3.9.6 Grease
3.9.7 Terminology.
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TABLE OF C ONTENTS
TOPIC 1: Diesel Fuel

Fundamentals of Diesel Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Fuel Properties . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Abrasives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Fuel Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Distillate Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Fuel Standards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Crude Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Blended (Heavy) Fuels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
Fuel Blending . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
Fuel Publications Available From Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Biodiesel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
TOPIC 2: Lubricants
Lubricant Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
American Petroleum Institute (API) CH-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Engine Manufacturers Association (EMA) LRG-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Total Base Number and Fuel Sulphur Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Hydraulic Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Transmission/Drive Train Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
Gear Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
Multipurpose Tractor Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Synthetic Base Stock Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Re-refined Base Stock Oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Aftermarket Oil Additives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Lubricating Grease . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Hydraulic Brake Fluid . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Dry Film Lubricant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Cold Weather Lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Typical Examples of OIl Related Failures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
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TABLE OF C ONTENTS
TOPIC 3: Scheduled Oil Sampling

Scheduled Oil Sampling Fluids Analysis Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Condition Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Limitations of Oil Sampling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Where Can Oil Sampling Be Applied? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
The SOS Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Wear Metal Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
Oil Condition Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Physical Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Analysis Reports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
The SOS Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
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TOPIC 1
Diesel Fuel
FUNDAMENTALS OF DIESEL FUEL

Fuel produces power in a diesel engine when it is atomised and mixed with air in the
combustion chamber. Pressure caused by the piston rising in the cylinder causes a
rapid temperature increase. When fuel is injected, the fuel/air mixture ignites and the
energy of the burning fuel is released to force the pistons downward and turn the
crankshaft. A perfect fuel would burn completely, leaving no residue or smoke
products, however, there is no perfect fuel.
Figure 1 - Ignition/Power Stroke. Injected diesel fuel

and compressed air ignite from the rapid rise in heat.
Diesel fuel provides the highest heat value (energy) per unit of weight, of commonly
available fuels, i.e. approximately 15% more than Petrol, 37% more than Butane and
50% more than Propane. This gives significant advantages when using diesel fuel.
Fuel quality effects the performance and maintenance of any diesel engine.
Combustion Ignition (CI) engines across the full range will run on a wide variety of
fuels. These fuels can be obtained from petroleum distillates or certain vegetable
oils. Most high speed CI engines used in the automotive industry require fuel from
a limited range of light petroleum distillates.
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FUEL PROPERTIES
Figure 2 - Fuel quality is not visually apparent.

All or none of these samples may be “good” fuels.
Fuel quality (Figure 2) can significantly effect the performance and maintenance of
any diesel engine. It is important to understand basic fuel properties to be able to
judge fuel quality. The Following properties have an impact on the Operation of a
diesel engine and its fuel handling and fuel treatment systems.
Specific Gravity
The specific gravity (SG) of diesel fuel is the weight of a fixed volume of fuel
compared to the weight of the same volume of water (at the same temperature).
The higher the specific gravity, the heavier the fuel. Heavier fuels have more
energy or power (per volume) for the engine to use.
Figure 3 - 1P7438 Beaker, 1P7408 Thermo-Hydrometer (29 to 41 API),

5P2712 Thermo-Hydrometer (39 to 51 API)
Specific gravity can be measured with a special fuel hydrometer (Figure 3). The
reading on the hydrometer is an American Petroleum Institute (API) scale and is
inverse to the specific gravity. That is, the higher the API number, the lighter the
fuel. For most Caterpillar diesel engines an API reading of 35 would be optimum.
Lighter fuels like kerosene might have a measurement of 40-44 API.
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The hydrometer floats in the fuel. You can note the point at which the liquid level
intersects the hydrometer scale and read the API fuel gravity.
SPECIFIC GRAVITIES AND DENSITIES OF FUEL
Gravity Density
Degrees Specific at
API at Pounds per
15oC (60oF) gallon
kg/l
oC (60oF)
15 Gravity
25 .9042 7.529 .903
26 .8984 7.481 .898
27 .8927 7.434 .892
28 .8871 7.387 .886
29 .8816 7.341 .881
30 .8762 7.296 .876
31 .8708 7.251 .870
32 .8654 7.206 .865
33 .8602 7.163 .860
34 .8550 7.119 .854
35 .8498 7.076 .849
36 .8448 7.034 .844
37 .8398 6.993 .839
38 .8348 6.951 .834
39 .8299 6.910 .829
40 .8251 6.870 .824
41 .8203 6.830 .820
42 .8155 6.790 .815
43 .8109 6.752 .810
44 .8063 6.713 .806
45 .8017 6.675 .801
46 .7972 6.637 .796
47 .7927 6.600 .792
48 .7883 6.563 .788
49 .7839 6.526 .783
Table 1
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The hydrometer reading is effected by the temperature of the fuel. Always use the
correction table included with the tool and shown in Table 1 (gallons shown in Table 1
are US Gallons) to compensate for actual fuel temperature. Detailed instructions are
given in Special Instruction, “Using Diesel Fuel Thermo-Hydrometers”, Form No.
SMHS9224.
Engine Effects
Light Fuels
Lighter fuels like kerosene will not produce rated power. When comparing fuel
consumption or engine performance, always know the temperature of the fuel
measured for correct gravity and density.
Engine fuel settings should not be adjusted to compensate for a power loss
with lighter fuels (with a density number higher than 35 API). Fuel system
component life can be decreased with very light fuels because lubrication will
be less effective (due to low viscosity).
Lighter fuels may also be a blend of ethanol or methanol (alcohol) with diesel
fuel. Blending of alcohol or gasoline into a diesel fuel will create an explosive
atmosphere in the fuel tank. In addition, water condensation in the tank can
cause the alcohol to separate and stratify (form layers) in the tank. Caterpillar
recommends against such blends.
Heavy Fuels
A heavy fuel tends to create more combustion chamber deposit formations which
can cause abnormal cylinder liner and ring wear. This problem is most noticeable
in smaller, high speed engines.
Steps to Correct Specific Gravity
Blending is the only way to correct fuel density problems.
Viscosity
Viscosity is a measure of a liquid's resistance to flow. High viscosity means the fuel is
thick and does not flow as easily. Fuel with the wrong viscosity (either too high or too
low) can cause engine damage.
Engine Effects
High viscosity fuel will increase gear train, cam, and follower wear on the fuel pump
assembly because of the higher injection pressures needed. Fuel atomizes less
efficiently and the engine will be more difficult to start.
Low viscosity fuel may not provide adequate lubrication to plungers, barrels and
injectors, and its use should be evaluated carefully.
Steps to Correct Viscosity Problems:
– The viscosity of fuel will vary with the fuel temperature. Heating or cooling can
be used to adjust viscosity somewhat.
– Blending fuels is another way to adjust viscosity.
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Viscosity and Heavy Fuel

The Caterpillar 3500 and 3600 Families of Engines can run on a blend of heavy and
distillate fuel. Viscosity is a key factor. Heavy fuel must be diluted or heated until it
reaches the required viscosity level before it reaches the fuel system. Unless the
engine has extremely low RPM, there is little economic benefit to trying to treat fuel
with a higher viscosity.
Steps to Correct Viscosity Problems
To handle high viscosity fuel, some additional installation requirements may be
needed, depending on the exact viscosity. The installation may require:
– Fuel tank and fuel line heating
– Centrifuging and back flush filtering
– Externally driven fuel transfer pumps
– Additional fuel filtering
– Washing of the turbocharger exhaust turbine. (3600 Family Engines).
Cloud Point
The cloud point of a fuel is that temperature at which a cloud or haze appears in the
fuel. This appearance is caused by the temperature falling below the melting point of
waxes or paraffins that occur naturally in petroleum products.
Engine Effects
The fuel's cloud and pour points are determined by the refiner. Cloud point is most
important because it is at this temperature that fuel filter plugging begins to occur
and stops fuel flow to the engine.
Steps to Overcome a High Cloud Point Temperature

Three steps can be taken to cope with high cloud point fuels.
1. Use a fuel heater when the outside temperature is below the cloud point of the
fuel. Since the cloud point is also the wax melting point, when fuel temperature
is maintained above the cloud point, the wax will remain melted in the fuel. The
heater should warm the fuel before it flows through the filter(s). Fuel heaters
often use the engine coolant to heat the fuel and prevent wax particles from
forming.
When the ambient temperature is low enough to require the use of a fuel heater,
start and run the engine at low idle until the fuel temperature is high enough to
prevent wax formation in the engine fuel filter circuit. Otherwise, high fuel rates
with cold fuel will increase the risk of plugging.
NOTE:
The fuel should not get too warm, because fuel above 52o C (125oF) will affect the
power output of the engine. Never exceed 75o C (165oF) with straight distillate fuel.
The high fuel temperatures also affect the fuel viscosity. When the fuel viscosity falls
too low, pump damage may occur.
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2. High cloud point fuels can be diluted with a low cloud point fuel like kerosene.
3. The fuel manufacturer can also add flow improvers (wax crystal modifiers) to the
fuel. These do not change the cloud point of the fuel but they do keep the wax
crystals small enough to pass through the fuel filter.
Caterpillar does not recommend the use of aftermarket fuel flow improvers because of
occasional compatibility problems.
For heavy fuels and blended fuels, see the “Blended [Heavy] Fuels” section of this
Learning Outcome.
Pour Point
The pour point of a fuel is that temperature which is 3 oC (5oF) above the
temperature at which the fuel just fails to flow or turns solid. Usually the pour point
is also determined by the wax or paraffin content of the fuel.
Steps to Overcome a High Pour Point Temperature

The pour point can be improved with flow improvers or the addition of kerosene.
Fuel heaters cannot normally solve problems related to a high pour point
temperature.
Water
Water can become a contaminant if it is introduced into the fuel during shipment or is
the result of condensation during storage.
Engine Effects
Excessive water in fuel can cause fuel pump damage in those fuel systems that
use fuel oil to lubricate the pump (sleeve metering fuel systems).
Salt water is the greatest single source of fouling deposits and corrosion, especially in
high temperature areas of marine engines. Salt water can cause fuel injector and
piston ring groove deposits and wear in fuel system plunger and barrel assemblies.
Steps to Overcome Effects of Water

Water can be eliminated by draining the fuel tank regularly and by carefully
obtaining fuel from reliable sources.
Removal of salt water in some applications will require the use of centrifuges.
Water separators should be used whenever possible.
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Water Separation
Water separators are critical to fuel treatment. Any water in the fuel can cause a
failure due to corrosion. Separators must be used on engines with sleeve metering
fuel systems (where fuel lubricates the fuel pump).
Figure 4
There are two types of water separators. The sediment type (Figure 4) is used when
the water separator is installed ahead of the fuel pump. For sediment to settle
correctly, the fuel tank should be in a location that is not subject to violent motion.
A sediment water separator does not have a filtering media in the element. It does not
normally need scheduled element replacement. The element may need to be replaced
if it is coated inside with dirt.
Figure 5 - Typical Water Separator
The coalescing type (Figure 5) of separator must be used if the water in the fuel is
mixed or broken into small particles which do not settle. This separator is used if
particles are so fine they make the fuel cloudy.
A coalescing type separator will separate all water from fuel. It can be put anywhere in
the fuel line, such as next to the components that need the most protection from water.
The elements are composed of two-stage paper media that are replaceable. You can
tell the element is plugged when there is a lack of fuel pressure.
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Sediment
Sediment consists of items like rust, scale, weld slag, dirt and other debris that is
often created or enters fuel tanks and causes problems. Most sediment can be
removed by settling, straining/filtration, or centrifuging. Fuels with a higher
viscosity (thicker) and higher specific gravity (heavier) often have more sediment
because the settling process is slower. As sediment increases, the amount of
usable energy in the fuel decreases.
All fuel should be clean before it reaches the fuel system in the engine. For most
distillate fuels, this cleaning process consists of a primary and secondary filter. For
heavy fuels, the process is much more complex (see the section on “Fuel Treatment”).
Figure 6 - Nozzle Orifice Wear. Cross section of nozzle with 3500 hours
and poor fuel maintenance. Photographic magnification 50X.
If the sediment or water for distillate fuels exceeds 0.05%, consider other sources
for fuel, or special filtration, centrifuging or settling procedures. Fuel should be
tested often for both sediment and water.
Reducing Effects of High Sediment Levels

Sediment will gradually be caught in the fuel filter, but this will cause added expense in
more periodic filter changes. Very small sediment will get through the filters and can
result in fuel system wear. It is important to remove as much sediment as possible
before the fuel goes into your engine. This will reduce the ash and particulate
contamination which causes deposits, corrosion and abrasive wear.
Allow time for sediment to settle to the bottom of the tank. The engine will use the
cleaner fuel at the top and the sediment can be drained from the bottom. However,
as the specific gravity becomes higher, the settling method of removing sediment
becomes less effective.
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Sludge and Fibres

Both sludge and fibres can contaminate fuel during handling and storage. Storage
tanks, fuel pipe lines and barge transportation all contribute to these contaminants.
Engine Effects
Fibres cannot be removed except by filtering. Sludge will rapidly foul the centrifugal
purifiers. Both of these contaminants will clog strainers and fuel filters. If fuel with
sludge is used in the engine, it will cause filter fouling.
The only solution to a sludge or fibre problem is to replace (or clean) the filters
often until the contaminating fuel supply is completely used, then clean the fuel
tank and use clean fuel.
Sludge and Blended Fuel

Fuels must be compatible to be correctly blended. To prevent the sludge which occurs
when fuels are not blended correctly, test heavy fuel before blending.
Incompatibility is often caused by mixing the fuel from different tanks. Keep the fuel
in separate storage, settling and service tanks.
Sludge causes:
Rapid strainer and separator plugging
Injection pump sticking
Injector deposits
Exhaust valve deposits
Turbocharger turbine deposits.
Once sludge is encountered, there are only two choices to make and both are
expensive. Either continue to burn the fuel (with higher maintenance and filter
costs), or switch fuel supply tanks, dispose of the bad fuel, and clean the fouled
tank.
Vapour Pressure
All liquids can vaporize or turn into a gaseous state when heated. If the vapour
pressure becomes too great, there can be an interruption of fuel supply to the fuel
pump. In this case, the vapour will displace the liquid fuel.
Lighter fuels and crude oils will have greater vapour pressures than heavier fuels. An
air eliminator, or vapour trap, can be used to minimize the effect of interrupted fuel
supply due to vapour lock.
The vapour is highly volatile. Safe adequate tank venting is required to eliminate
the possibility of damage to the fuel tanks, and reduce the possibility of explosion.
A vapour pressure over 20 psi (140 kPa) will require adequate venting. All tanks must
be adequately vented and fumes disposed of properly.
APLTCL029

Asphaltenes
Asphaltenes are components of asphalt that are insoluble in oil and hot heptanes
(alkali present in petroleum spirit), but are soluble in carbon disulphide and
benzene (a volatile liquid hydrocarbon present in coal tar and petroleum). These
are hard and brittle and are made up of long molecules with high weight. In high
concentrations, asphaltenes can cause filter plugging. They often contain heavy
metals such as nickel, iron and vanadium. An exhaust side turbine wash is
required to remove deposits. Asphaltenes are not present in distillate fuels.
Micro-organisms in Fuel
All water and fuel offer a medium for bacterial growth. These simple life forms live in
the water and feed on fuel.
Figure 7 - Microorganisms in fuel
Engine Effects
Micro-organisms or fungi in fuel cause corrosion and filter plugging. Bacteria may be
any colour, but is usually black, green or brown. Bacteria grows in long strings and has
a slimy appearance. A biocide added to the fuel will kill the growth and/or slow its
formation. Filtering the fuel, or proper disposal after using the biocide, is required to
eliminate filter plugging.
Steps to minimize problems with bacterial growth

Periods of long fuel storage should be avoided.
Minimize fuel/water contact which promotes bacterial growth, because bacterial
growth occurs at the water to fuel interface.
APLTCL029

Copper Strip Corrosion

Corrosion (ASTM Test D 130), is a discoloration formed on a polished copper strip
when immersed in fuel for three hours at 100 oC (212oF). Any fuel showing more than
slight discoloration should be rejected.
Many types of engine parts are of copper or copper alloys. It is essential that any fuel
in contact with these parts be noncorrosive to them. There are certain sulphur
derivatives in the fuel that are likely sources of corrosion.
The copper strip corrosion test is a widely accepted procedure to evaluate the
corrosive properties of oils and fuels to copper.
Hydrogen Sulphide
Hydrogen sulphide (H2S), a poisonous gas, is present in some crude oil and
residual fuels. Damage to engines can occur if the hydrogen sulphide
concentration is high enough. Hydrogen sulphide content must be considered in
addition to the normal sulphur recommendations. Water vapour, which is a product
of internal combustion, can mix with hydrogen sulphide to make a stronger, liquid
corrosive-sulphuric acid (H 2S04). Internal components, particularly valve guides,
piston rings, and cylinder liners, become worn more quickly if sulphuric acid is
present. Engine service life is shortened.
Steps to Help Prevent Hydrogen Sulphide Damage

Engine oils recommended by Caterpillar have special additives in them to
neutralize these types of acid products, but sometimes this is not enough. If
analysis of the fuel shows the concentration of hydrogen sulphide to be greater
than 0.05% of the total fuel volume, then the coolant temperature, as measured at
the engine outlet, must be kept at a minimum of 88 oC (190oF). This higher
temperature will decrease the amount of water that condenses on the cylinder
walls.
Fuel Sulphur
Sulphur is an element which occurs naturally in all crude oils. Heavy fuels usually
have a high sulphur content. Distillate fuels are usually lower in sulphur content
because the sulphur can be reduced or eliminated during the refining process.
Sulphur over 0.5% can severely reduce engine life unless proper steps are taken.
APLTCL029

Engine Effects
Figure 8 - Fuel sulphur damage
When diesel fuel containing sulphur is burned in an engine's combustion chamber,

oxides of sulphur form and react with water vapour to create sulphuric acid. As with
hydrogen sulphide, if these acid vapours condense, they chemically attack the metal
surfaces of valves (Figure 8), cylinder liners, and may affect bearings. For example,
when the temperature of the cylinder liners is lower than the dew point of sulphuric
acid, and the lubricating oil does not have sufficient alkalinity reserve to neutralize the
acid, liners can wear ten times more quickly.
When fuel sulphur damage occurs, there will be very little initial change in engine
power. Corrosive wear will lead to excessive oil consumption and blowby, causing a
premature, expensive overhaul.
Figure 9 - 8T0910 Fuel Sulphur Analyser
Steps to Help Prevent Fuel Sulphur Damage

Know the sulphur content of the fuel. Analyse your fuel often. The 8TO910 Fuel
Sulphur Analyser (Figure 9) will allow analysis of fuel immediately (up to 1.5%
sulphur).
Keep the normal operating temperature in the cooling system above 80oC
(175o F). This will help limit the condensation of sulphur compound vapours on
cylinder liner walls. Use a higher opening temperature thermostat 82oC (180oF) on
inlet - controlled engines and 88oC (190oF) on outlet-controlled engines.
Select the correct oil with a Total Base Number (TBN), which is 20 times the fuel
sulphur content, to counteract acid formation. For more information, see “Oil and
Your Engine”, Form SEBD0640.
APLTCL029

Maintain a regular Scheduled Oil Sampling (S.0.S) oil analysis program which
includes infrared (IR) analysis.
Follow standard oil change intervals unless S.O.S or known sulphur content
indicates differently.
Maintain the crankcase breather system to prevent condensation in the crankcase
oil which will cause rapid TBN depletion.
NOTE:
The best way to determine the TBN of an oil is to have an oil testing lab perform an
analysis. When time delays are unacceptable, a portable test kit is available.
Vanadium
Vanadium is a metal present in some heavy fuels. It is impractical to remove or reduce
this element at the refinery.
Vanadium compounds can also accelerate deposit formation. Vanadium is not present
in distillate fuels.
Figure 10 - Vanadium corrosion on valve
Engine Effects
Vanadium in the fuel quickly corrodes hot components. It will often first appear in the
form of molten slag on exhaust valve seats (Figure 10).
Vanadium forms highly corrosive compounds during combustion. These compounds

attach to hot metal surfaces, like exhaust valve faces. Vanadium compounds become
molten on the valve and remove the oxide coating. Leak channels can form on the
valve face. Valve seat contact is reduced and cooling is further impaired. When valve
temperatures rise, vanadium corrodes the metal even faster. Severe valve face wear
results. Valves can wear out in a few hundred hours when vanadium content in a fuel
is high.
Vanadium can also damage fuel injector tips and turbocharger turbine components.
APLTCL029

Steps to Help Prevent Vanadium Corrosion Damage

Vanadium compounds must reach their melting point to become active. The best
corrosion control is to limit exhaust valve temperatures by limiting the temperature of
the exhaust gas. Cooler temperatures allow an engine to tolerate more vanadium in
the fuel.
Engine derating is one method of reducing exhaust valve temperatures. Other

measures (usually requiring engine design changes) are:
Using special heat resistant materials
Rotating exhaust valves (standard on Caterpillar Engines)
Special cooling of high temperature parts
Blending the fuel with low vanadium fuel will reduce the effects.
Sodium or Sodium Chloride (Salt)

Sodium is an alkaline, metallic element. It is very active chemically. Sodium's most
common form is table salt.
Sodium is frequently introduced during storage or because of incorrect handling

procedures. Sodium can come directly from sea water or salt air condensation in
fuel tanks and can also be present in crude oil in its natural state.
Engine Effects
Sodium acts as a catalyst for vanadium corrosion. When sodium and vanadium
combine, they react to form compounds which melt within normal engine operating
temperatures.
The sodium/vanadium combination causes high temperature corrosion of exhaust

valves. It can also cause turbocharger turbine and nozzle deposits.
Steps to Reduce the Effects of Sodium

Fuel can be blended to reduce the concentration of sodium.
Also, be sure fuel is handled and stored in a manner which minimizes the exposure
to salt water and salt water-laden air.
APLTCL029

Carbon Residue
Figure 11 - Excessive carbon build-up
Carbon residue is a measure of the tendency of a fuel to form carbon during

combustion. Carbon rich fuels are more difficult to burn and lead to the formation of
soot and carbon deposits (Figure 11).
The maximum carbon residue content allowable in the fuel depends on the speed of
the engine. In a higher speed engine, the combustion time is shorter and more carbon
residue can deposit. Generally, the carbon content should be less than 3.5%.
Engine Effects
High carbon levels can cause incorrect combustion. Hot spots on the liners, and a
burned oil film can also result. This can cause piston scuffing, cylinder liner wear,
stuck rings, turbocharger deposits and engine deposits.
Deposits cause engine fouling and abrasive wear. Deposits can form on the fuel
injection nozzles, pistons, valves and turbocharger.
Carbon can also create sludge in the fuel centrifuge (if equipped) and prematurely
plug the fuel filter. When the carbon content of the fuel is high, it is important to clean
the centrifuge and replace the fuel filters more often.
APLTCL029

Ash
Figure 12 - Ash deposits on valve
Ash consists of metal and other contaminants that cannot be burned in the engine.
These contaminants form yellow-to-beige coloured deposits on hot metal surfaces
(Figure 12).
Engine Effects
Ash deposits can cause localized overheating of metal surfaces, such as the exhaust
valve seat, eventually causing a valve failure. Ash in the fuel and ash deposits can
also result in abrasive wear of cylinder liners, piston rings, valve seats and injection
pumps, injectors and turbocharger.
Ash can also clog fuel nozzles or injectors.
Steps to Help Prevent Ash Deposits:

Avoid the use of unproven fuel additives.
Use filters and settling tanks to remove solids.
Keep valve seat temperatures as cool as practical.
On 3600 Family Engines, use a turbocharger exhaust turbine wash attachment.
Aromatics
Aromatics are large cyclic chemical structures in the fuel that are hard to burn. Fuels
high in aromatics can create high exhaust smoke and generally have lower natural
cetane. Aromatics naturally occur in petroleum. They are called aromatics because
many of their derivatives have sweet or aromatic odours.
Olefins
Other types of hydrocarbons are formed during the petroleum refining process.
Olefins, for example, are a series of unsaturated, relatively unstable hydrocarbons
with at least one double bond in the molecular structure. The double bond is
chemically active and provides a focal point for the addition of other reactive elements,
such as oxygen. Due to the ease of oxidation, olefins are undesirable in petroleum
solvents and lubricating oils. Examples of olefins are: ethylene and propylene.
APLTCL029

Burning Characteristics
Crude oil is generally subdivided into products by different boiling temperatures
through a distillation process. Liquid petroleum fuels are examples of some of the
products made by this process. The process is started when crude oil is heated in a
large kettle. As the temperature rises the crude oil changes from a liquid to a gas and
rises in a large column positioned over the kettle. Products such as gasoline,
kerosene, and diesel fuel are cooled back to a liquid at different levels in the column
by cooling the gas (condensation). These fuels are collected at this point and drained
off. Each of these fuels are made of several different hydrocarbon sizes, and through a
more careful distillation could be separated further. This is done in the laboratory on
small samples which show percent of gasoline, diesel fuels, and other heavier
materials that were in the final product.
Figure 13 - Fuel Distillation Curve
This is known as a distillation curve (Figure 13). It will determine the burning
characteristics of the fuel, and will give an indication of the fuel's ability to start the
engine, the power, the fuel economy emissions, and deposit formation.
The combination of the gasoline and naphtha (flammable oil) fractions, which have low
cetane numbers, should not exceed 35% of the total crude. In atmospheric distillation,
these fractions boil off below 200oC (392oF). The kerosene, distillate, and gas oil
fractions combined should make up at least 30% of the total because they have high
cetane numbers. In atmospheric distillation, these fractions boil off between 200oC
(392oF) and the cracking temperature.
Cetane Number or Index

The cetane index is a measure of the ignition quality of fuel, which affects engine
starting and acceleration. Fuel with a high aromatic content usually has a lower cetane
number. Aromatics run the entire density range.
The fuel supplier should know the cetane number or index of each fuel shipment.
Precombustion chamber fuel systems require a minimum cetane number of 35. Direct
injection engines require a minimum cetane number of 40 for good starting
characteristics.
APLTCL029

Engine Effects
Fuel with a low cetane number (rating) usually causes an ignition delay in the
engine. This delay causes starting difficulties and engine knock. Ignition delay also
causes poor fuel economy, a loss of power and sometimes engine damage. A low
cetane number fuel can also cause white smoke and odour at start-up on colder
days. Engines running on fuels with low cetane numbers may need to be started
and stopped using a good distillate fuel.
Blended fuels or additives can change the cetane number. The cetane number is
difficult and expensive to establish for blended fuels due to the complexity of the
required test.
White exhaust smoke is made up of fuel vapours and aldehydes (organic

compound formed by oxidation of alcohol) created by incomplete engine
combustion. Ignition delay during cold weather is often the cause. There is not
enough heat in the combustion chamber to ignite the fuel. Therefore, the fuel does
not burn completely.
Using a cetane improver additive can often reduce white smoke during engine
start-up in cold weather. It increases the cetane number of diesel fuel which
improves ignition quality, and makes it easier for fuel to ignite and burn. The
cetane number sensitivity can also be reduced in an engine by raising the inlet air
temperature, if practical.
Cetane number is usually calculated or approximated using a “Cetane Index” due to

the cost of more accurate testing. Be cautious when obtaining cetane numbers from
fuel suppliers.
Flash Point
The flash point is the temperature at which fuel vapours can be ignited when exposed
to a flame. It is determined by the type of fuel and the fuel/air ratio. It is important for
safety reasons not for engine operating characteristics.
The minimum flash point for most diesel fuels is about 38oC (1000F).
WARNING:
For safety, maintain storage, settling and service fuel tanks at least 100C (180F) below the
flash point of the fuel. Know the flash point of the fuel for safe storage, and handling,
especially if you are working with heavy fuels that need heating to a higher temperature
to flow readily.
Air
Air can be dissolved in fuel, and it can also be drawn into the fuel lines by a leak on
the suction side.
Engine Effects
Air in the fuel will cause starting problems, “misfiring”, low power and smoke problems.
Air can also cause excessive white smoke in some engines.
APLTCL029

ABRASIVES
Catalytic “Fines”
Catalytic “Fines” are small, hard particles which originate at the refinery. They are
usually composed of aluminium and silicon particles.
Aluminium and Silicon particles are contaminants from the catalytic cracking process
and can cause very rapid abrasive wear. They are usually present in residual and
blended fuels. Silicon particles can also be introduced through improper handling and
storage.
Engine Effects
Catalytic “Fines” will damage your engine if they are larger than 1 or 2 microns. These
abrasive fines can damage pumps, injectors, piston rings and cylinder liners.
Steps to Remove Catalytic “Fines” from Fuel:
– Proper fuel treatment methods (centrifuging and filtration) will remove these
particles.
Gums and Resins

The gums and resins that occur in diesel fuel are the result of dissolved oxidation
products that do not evaporate easily or burn cleanly. Excessive gum in the fuel will
coat fuel injection lines, pumps and injectors and will interfere with the close
tolerances of the fuel system's moving parts. They will also cause rapid filter plugging.
During fuel storage the fuel will oxidize and form more gums and resins. Reducing fuel
storage periods (maximum of one year) will minimize the formation of gums and
resins.
Fuel Separation
When fuel is made, it must remain stable in storage. If not properly made, incorrect
stability additives are used, or if fuel gets old, it can change its characteristics of being
totally mixed to separating into components like asphaltenes (tar like substance).
This will cause rapid fuel filter plugging and low engine power. To minimize the
occurrence of fuel separation, use good quality fuel with the correct additives from
a reputable supplier, and minimize the length of time the fuel is stored. Do not store
fuel for over a year.
FUEL STORAGE
Diesel fuel is more prone to oxidative attack in storage and to thermal degradation in
use than gasoline because of more sulphur and nitrogen and higher molecular weight
components with higher distillation end points. The sulphur removal process helps
stabilize the fuel by reducing sediment forming products. But the use of cracked stocks
(more unstable) has created the need for additional treatment.
Commercial diesel fuels will usually contain a variety of additives that improve or add
desirable properties. Fuel stability additives are extensively used in diesel fuels to
prevent oxidative breakdown of the fuel into gums and sediment during storage.
But the fuel still has a storage life, which is usually limited to about one year. Care
should also be used to prevent water and other contaminants from getting into the
storage tanks to reduce the effectiveness of built-in resistance.
APLTCL029

Figure 14
Galvanised containers, pipes, etc. should never be used in the handling of diesel fuels.
The zinc reacts with the diesel fuel and forms a sludge.
If fuel is delivered in drums the fuel should be allowed to settle so that contaminants
can sink to the bottom before fuel is drawn off. Care should be taken to ensure that
moisture, dust particles, etc. do not come in contact with the fuel and in many good
installations provision is made for a special drain tap by which the contaminants which
have settled to the tanks bottom may be drawn off after a settling period.
It is good policy for a diesel engine operator to refuel the tank at the end of the days
operation and first thing in the morning drain off contaminants before starting the
engines.
APLTCL029

DISTILLATE FUELS
Description
Distillate fuels are refined from crude oil. Distillate fuels which meet Caterpillar
requirements are the preferred fuels for Caterpillar diesel engines and are more
expensive.
Experience has proven that distillate fuels meeting basic specifications will result in
optimum engine performance and durability.
FUEL STANDARDS
Worldwide Fuel Standards1
Standard Name Description
ASTM D975 No. 1-D and No. 2-D Diesel Fuel Oils
ASTM D396 No.1 and No. 2 Fuel Oils

American
No.l-GT and No.2-GT Gas Turbine
ASTMD2880
Fuels
BS 2869 Classes All, A2 and B1 Engine Fuels

British
BS 2869 Classes C2 and D Burner Fuels
DIN 51601 Diesel Fuel

West German
DIN 51603 Heating Oil EI
Australian AS 3570 Automotive Diesel Fuel
Types 1 (spl), 1, 2, 3, and 3(spl) Gas

Japanese JIS K2204
Oil
DF-1, DIF-2 Conus and DF-20 Conus

W-F-800C
U.S. Government Diesel Fuel
W-F-815C FS-1 and FS-2 Burner Fuel Oil
U.S.Military MIL-L-116884G Marine Oil

1
These fuel standards are usually acceptable, but are subject to change. The distillate fuel chart
for acceptable limits should be used as the guide for any fuel whether it's listed in this chart or
not.
Table 2
The fuels recommended for use in Caterpillar diesel engines are normally No. 2-D
diesel fuel and No. 2 fuel oil, although No. 1 grades are also acceptable. Table 2 lists
worldwide fuel standards which meet Caterpillar requirements
APLTCL029

Acceptable Kerosine-type Fuels
Standard Description
ASTM D 1655-80 Aviation Turbine Fuel (JET A-1)
Aviation Turbine Fuel (JP-5)

MIL-T-5624L
(NATO Code No. F-44)
Aviation Turbine Fuel (JP-8)

MILT-T-83133B
NATO Code No. F-34)
Table 3
Also, aviation kerosene-type fuels may be used as an engine fuel provided they
meet the acceptable limits. Table 3 lists some of the acceptable kerosine-type fuels.
The major concern with these aviation fuels is the fuel viscosity. These kerosene-
type fuels for low temperature operation will have lower viscosity and will not
properly lubricate the fuel system components.
Fuel consumption and/or peak output will also be affected. The kerosene-type fuels
have less energy per unit volume than diesel fuels and therefore will produce less
peak power or will require more fuel volume to do an equivalent amount of work.
CRUDE OILS
Description
“Crude oil” is used to describe oils/fuels that are not yet refined, and are basically the
same as they were originally pumped from the ground. Certain types of crude oils can
be burned in Caterpillar Engines. See the “Petroleum Engines Application and
Installation Guide,” Form LEBW5119, for more information and permissible
specifications.
BLENDED (HEAVY) FUELS
Description
Residual Fuel is composed of the remaining elements from crude oil after the oil has
been refined into diesel fuel or gasoline or lubricating oils, etc. After the more
desirable products have been refined, the remaining elements (which resemble tar
and contain abrasive and corrosive substances) can be combined or diluted with a
lighter fuel (“cutter” stock) so they can flow. These are called blended or heavy fuels.
Because heavy fuel is the heavy residue left over from the refining process, it has
concentrated contaminants. In the best situation, using heavy fuel will increase the
workload of the operating personnel. In the worst situation, heavy fuel could cause
extremely short engine and component life. For an engine to operate successfully on
heavy fuels, it must have a thorough maintenance program and high quality fuel
treatment equipment.
APLTCL029

The Economics of Using Heavy Fuel

Lower fuel costs make heavy fuel appear to be more economical. Blended fuels can
lower costs for some customers but there are often significant trade-offs. Fuel price
must be pared to fuel contaminants, effects, reduced engine component life, and
higher maintenance costs.
Also, other fuel saving methods should be investigated. The following is a list of some
fuel saving alternatives.
More modern, fuel-efficient engines
Lower speed. (Engines can operate at 1200 rpm, instead of 1800 rpm; 1000 rpm,
instead of 1500 rpm; etc.)
More efficient propeller (larger wheel with reduced pitch) or more efficient
generator or other driven unit
Waste heat recovery
Lighter blends
Use of natural gas engines instead of diesel
Crude oil instead of diesel fuel.
cSt at 50oC Seconds Redwood at 100oF
30 200
40 278
60 439
80 610
100 780
120 950
150 1250
180 1500
240 2400
280 2500
Table 4
Heavy fuels are usually described by their viscosity, expressed either in “centistokes”
(cSt) or “Seconds Redwood”. The Redwood scale at 100oF is being phased out by the
centistokes scale, at 50 oC. Table 4 above gives the approximate relationship between
the two scales.
FUEL BLENDING
Many fuel characteristics can be tailored by blending different fuels. A blended fuel
can help improve engine starting and warm-up, reduce deposits and wear, improve
emissions and sometimes have an effect on power and economy.
In general, lighter fuels are cleaner and help engine starting. Heavier fuels have
higher heating values, (per volume), better cetane quality.
APLTCL029

Problems and Causes
Problems and Causes for Distillate Fuels
Problem Characteristic
Cloud Point
Water
Sediment
Rapid Filter Plugging
Gums and Resins
Bacteria
Fuel Separation
Viscosity
Pour Point
Cloud Point
Hard Starting Water
Bacteria
Cetane Index
Air
Cetane Index
White Smoke Air
Aromatics
Carbon Residue
Deposit in cylinders, valves and turbochargers Ash
Distillation Curve
Fuel System Component Wear (Corrosive) Water
Bacteria
Sediment
Water
Fuel System Component Wear (Abrasive/Adhesive)
Catalytic Fines
Viscosity
Table 5
APLTCL029

Problems and Causes for Distillate Fuels
Sulphur
Sediment
Rapid Cylinder Liner, Rings and Exhaust Value Water

Guide Wear Ash
Carbon Residue
Catalytic Fines
Specific Gravity (See Rapid Filter

Low Power
Plugging)
Table 5
Problems and Causes
Problems and Causes for Crude Oil Fuel
Cloud Point
Pour Point
Sediment
Gums and Resins
Bacteria
Water
Rapid Filter Plugging
Viscosity
Carbon Residue
Salt
Sludge and Fibres
Vapour Pressure
Asphaltenes
Table 6
APLTCL029

Viscosity
Pour Point
Cloud Point
Water
Sediment
Bacteria
Hard Starting Sludge and Fibres
Cetane Index
Vapour Pressure
Air
Asphaltenes
Flash Point
Gums and Resins
Cetane Index
White Smoke
Air
Table 6
APLTCL029

Carbon Residue
Ash
Deposits in cylinders, valves and Asphaltenes

turbochargers Distillation Curve
Vanadium
Sodium
Water
Fuel System Component
Bacteria
Wear (Corrosive)
Hydrogen Sulphide
Sulphur
Sediment
Fuel System Component Water

Wear (Abrasive/Adhesive) Viscosity
Sodium Chloride
Sulphur
Sediment
Water
Hydrogen Sulphide
Rapid Cylinder Liner, Ring and Exhaust
Ash
Guide Wear
Asphaltenes
Carbon Residue
Vanadium
Sodium
Specific Gravity
Low Power (See Rapid Filter Plugging)
Distillation Curve
Table 6
APLTCL029

FUEL PUBLICATIONS AVAILABLE FROM CATERPILLAR

The following publications are available in the Cat system. Some of the publications
may have a nominal charge. Some may be revised or discontinued in the future. These
publications should be ordered directly from your dealer. Your dealer can also assist
you in answering questions concerning available fuels in your operating area.
(All “Engine Data Sheets” are included in the Caterpillar “Engine Technical Manual”,
Form LE000002 [Volume I].)
Mixing Used Crankcase Oil with Diesel Fuel
LEKQ3255 (Engine Data Sheet 62.0)
Fuel Recommendations for Caterpillar Diesel Engines
LEKQ3363 (Engine Data Sheet 60. 1)
Alcohol Fuels for Caterpillar Diesel Engines
LEHQ0287 (Engine Data Sheet 61.2)
Fuel Heaters for Cold Weather Operation
LEHQ0362 (Engine Data Sheet 64.5, for No. 1 and No. 2 diesel fuel only)
Installation of 8N9754 Fuel Heater Group
SEHS7653-02 (Special Instruction)
Fight Fuel Sulphur, Your Diesel's Silent Enemy
SEBD0598
Analysing Fuel Nozzle and Fuel Line Failures
SEBD0639
Oil And Your Engine SEBD0640
Using Diesel Fuel Thermo-Hydrometers
SMHS9224 (Special Instruction)
Cat@ 3600 Family of Heavy Fuel Burning Engines
LEDM8037 (Sales Brochure)
Using 2P8278 Fuel Flow Tube to Cheek for Entrained Air in Diesel Fuel
SMHS9208 (Special Instruction)
Heavy Fuel Utilization with 3500 and 3600 Series Engines
Heavy Fuel Contaminant Levels for 3500 and 3600 Engines
LEKQ6108 (Engine Data Sheet 6 1. 1)
Sizing Fuel System Components for Heavy Fuels
Heavy Fuel Operating Procedures for 3500 and 3600 Engines
LEKQ61 10 (Engine Data Sheet 61.4)
Fuel Water Separator for use with 3208 and 3300 Engines equipped with Sleeve-
Metering Fuel System
LEKQ 3 3 8 3 (Engine Data Sheet 64. 1)
Fuel Conservation Practices
Petroleum Engines Application and Installation Guide
LEBW5119 (April, 1985 version).
APLTCL029

BIODIESEL
Biodiesel is a nontoxic, biodegradable replacement for petroleum diesel. Biodiesel is
made from vegetable oil, recycled cooking oil and tallow. Chemically biodiesel is
described as a mono alkyl ester. Through a process called esterification, oils and fats
are reacted with methanol and a sodium hydroxide catalyst to produce fatty acids
along with the co-products: glycerin, glycerin bottoms, soluble potash and soaps.
Biodiesel belongs to a family of fatty acids called methyl esters which are defined by
the medium length, C16-18 fatty acid linked chains. These linked chains help
differentiate Biodiesel from regular petroleum diesel.
Although Biodiesel contains a similar number of BTUs as petroleum diesel (118,000

vs. 130,500 BTUs per equivalent translating to similar engine performance in torque
and horsepower), the chains are oxygenated and have a higher flash point. This
makes Biodiesel a much cleaner burning fuel while being safer to handle and store
than petroleum diesel. In tests conducted at the Colorado Institute for Fuels and High
Altitude Engine Research, a 20% blend was found to reduce particulate discharge by
14%, total hydrocarbons by 13%, and carbon monoxide by more than 7%.
Biodiesel is now recognized by both the Environmental Protection Agency and

Department of Energy as an alternative fuel, and it qualifies for mandated
programs under the Clean Air Act Amendments (CAAA 90) and the Environmental
Protection Act of 1992 (EPACT). In addition, Biodiesel is:
non-toxic (its toxicity is less than 10% of that for ordinary table salt)
biodegradable (degrades in about the same time as sugar)
essentially free of sulphur and carcinogenic benzene
derived from renewable, recycled resources, which don't add significantly to the
green house gas accumulation associated with petroleum derived fuels.
Direct benefits associated with the use of Biodiesel in a 20% blend with petroleum
diesel as opposed to using “straight” petroleum diesel include:
increasing the fuel's cetane and lubricity for improved engine life
reducing substantially the emissions profile (including CO, CO2, SO2)
particulate matter (PM) and volatile organic compounds (VOC)
helping to clean injectors, fuel pumps and fuel lines.
These benefits occur while requiring virtually no engine modifications or costly

infrastructural additions. In fact, with the addition of a catalytic converter, nitrous
oxides (NOX) can be reduced as well, allowing B20 fleets the flexibility to meet various
air quality compliance criteria.
Ultimately, Biodiesel provides the diesel fleet operators and vehicle/equipment owners
(including both on and off-road use, stationary generation, and marine environments)
the opportunity to comply seamlessly with federal Clean Air and EPACT mandates
without the burden of many of the high costs in capitalization associated with other
alternative fuels. A number of independent studies have been conducted comparing
the various alternative fuels. Included in this list were studies conducted by the US
Department of Agriculture and the US Department of Energy's National Renewable
Energy Lab. In these, the life cycle costs and the projected cost per mile travelled were
compared and Biodiesel was substantially the most cost competitive of the alternative
fuels.
APLTCL029

APLTCL029

TOPIC 2
Lubricants
LUBRICANT SPECIFICATIONS
Introduction
Bearing failure, piston ring sticking, and excessive oil consumption are classic
symptoms of oil-related engine failure. How are they avoided? There are numerous
ways, three of the most important being Scheduled Oil Sampling (S •O•SSM), regular
maintenance of the lubrication system, and the use of correct lubricants. Following
these recommendations can mean the difference between experiencing repeated oil
related engine failure and benefiting from a productive and satisfactory engine life.
This topic tells the story of oil; what it is composed of and what its functions are, how
to identify its contamination and degradation, typical consequences, and some
preventive measures to help protect the engine against the effects of oil related engine
failure.
General Information
The information that is provided is the latest recommendations for Caterpillar engines,
and for Caterpillar engine compartments. Special lubricants are required for some
machine compartments, and it will be necessary to continue to use these special
products.
This information is only for Caterpillar machines. For more lubricant

recommendations, see:
Special Publication, SEBU6251, “Caterpillar Commercial Diesel Engine Fluid
Recommendations”
Special Publication, SEBU6385, “Caterpillar On-Highway Diesel Truck Engine
Fluid Recommendations”
Special Publication, SEBU7003, “Caterpillar 3600 Series Diesel Engine Fluid
Recommendations”.
Transmission/Drive Train Oil

Transmission/drive train oils are classified by the TO-4 and the TO-4M specifications.
The specifications are developed by Caterpillar for used in Caterpillar transmissions
and in Caterpillar final drives.
Gear Oil
Gear lubricants are classified by the API service classification, and by the SAE
viscosity grade that is defined in “SAE J306”.
Grease
The classifications of grease are based on the “ASTM D217” worked penetration
characteristics. These characteristics for grease are given a defined consistency
number.
APLTCL029

Terminology
Certain abbreviations follow the nomenclature of “SAE J754”. Some classifications
follow “SAE J183” abbreviations, and some classifications follow the “EMA
Recommended Guideline on Diesel Engine Oil”.
Caterpillar Fluids
Caterpillar fluids have been approved by Caterpillar in order to increase the
performance and life of Caterpillar components.
Caterpillar fluids that are currently used for engines and machines and are offered by
only Caterpillar dealers. Caterpillar fluids are also offered for continued refills.
Caterpillar recommends the use of the following Caterpillar fluids:

Caterpillar Multicoloured Diesel Engine Oil (DEO)
Caterpillar Transmission / Drive Train Oil (TDT)
Caterpillar Multipurpose Tractor Oil (MTO)
Caterpillar Hydraulic Oil (HYDO)
Caterpillar Biodegradable Hydraulic Oil (HEES)
Caterpillar Gear Oil (GO)
Caterpillar Multipurpose Lithium Grease (MPG)
Caterpillar Multipurpose Molybdenum Grease (MPGM)
Caterpillar Special Purpose Grease (CPG)
Caterpillar Extended Life Coolant (ELC)
Caterpillar Diesel Engine Antifreeze / Coolant (DEAC).
ENGINE OIL
Applications
D300, 3000, 3100, 3176, 3196, 3200, 3300, 3400 and 3500 series of diesel engines.
Function
Engine oil performs several basic functions in order to provide adequate lubrication. It
works to keep the engine clean and free from rust and corrosion. It acts as a coolant
and sealant; and it provides an oil film cushion that keeps metal-to-metal contact to a
minimum, thereby reducing friction and wear. But these are only the basic functions of
oil. It is the particular demands of a given application and the special conditions under
which an oil is used that largely determine the numerous additional functions oil must
perform. These additional functions make choosing the correct oil for the job vital.
The selection of a suitable lubricating oil should be based on the engine performance
requirements, as specified by the manufacturer, as well as the application and the
quality of the available fuel. Diesel engines, for instance, normally operate at lower
speeds but higher temperatures than gasoline engines, making conditions
exceptionally conducive to oil oxidation, deposit formation and corrosion of bearing
metals. Under these conditions, the oil is expected to function in an expanded
capacity. This is where additives are noticed. The final performance characteristics of
the oil depend on the base oil and the additives used. The amount or types of
additives used vary according to the properties of the base oil and the environment in
which the oil will function.
APLTCL029

Base Stocks
Lubricating oil begins with base oil or base stock. Base stocks are mineral (petroleum)
or synthetic origin, although vegetable stocks may be used for specialised
applications. The base stock provides the basic lubricating requirements of an engine.
However, unless it is supported with additives, base oil will degrade and deteriorate
very rapidly in some operating conditions. Depending on the type of base stock,
petroleum, synthetic or others, different additive chemistries are used.
Mineral Oils. Mineral stocks are refined from petroleum crude oils. The crude oil
source and the refining process will determine the base stock characteristics. The
crude oils used for diesel engine lubricants are primarily made up of paraffin,
napthene, and aromatic compounds. The crude oils with higher paraffin content are
most frequently used in blended engine oils.
The refining process begins with vacuum distillation. Vacuum distillation separates the
oil into products with a similar boiling range and similar viscosities. After vacuum
distillation, the oils must be purified to remove or modify undesirable compounds.
Base oil purification is usually done by solvent extraction and hydrofinishing or by
hydrocracking and hydrofinishing. Both of these processes are used to limit or
eliminate wax, sulphur, and aromatics. Variations in these refining process produce
base oils with different characteristics.
Mineral base stocks are most prevalent for diesel engine oil formulation because they
exhibit proven characteristics and are readily available at a reasonable cost.
Synthetic Oils. Synthetic base stocks are formed by processes that chemically react
materials of a specific chemical composition to produce a compound with planned and
predictable properties. These base stocks have viscosity indexes much higher than
HVI mineral base stocks, while their pour points are considerably lower. These
characteristics make them valuable blending components when compounding oils for
extreme service at both high and low temperatures. The main disadvantage of
synthetics is the significantly higher price and the somewhat limited supply. The group
of synthetic oils known as esters causes greater seal swelling than mineral oils. The
possible use of ester synthetic oils requires that component design be carefully
considered for seal and ester oil compatibility. The use of synthetic base stocks
lubricants in Caterpillar engines and machines is acceptable if the oil formulation
meets the specified viscosity and Caterpillar performance requirements for the
compartment in which it will be used. For very cold ambient conditions, the use of
synthetic base stock oils is necessary.
Additives
Additives strengthen or modify certain characteristics of the base oil. Ultimately, they
enable the oil to meet requirements beyond the abilities of the base oil.
The most common additives are detergents, oxidation inhibitors, dispersants, alkalinity
agents, anti-wear agents, pour-point depressants and viscosity index improvers.
Here is a brief description of what each additive does and how.
Detergents help keep the engine clean by chemically reacting with oxidation products
to stop the formation and deposit of insoluble compounds. The detergents in use today
are metallic salts called: sulphonates, phenates, phosphonates or salicylates.
Alkalinity Agents help neutralize acids. The detergents are also strong acid
neutralizers, changing combustion and oxidation acids into harmless neutralised salts.
APLTCL029

Oxidation Inhibitors help prevent increases in viscosity, the development of organic

acids and the formation of carbonaceous matter. These anti-oxidants are the following
chemicals: zinc dithiophosphates, phenate sulphides, aromatic amines, sulphurised
esters, and hindered phenols.
Depressants help to prevent sludge formation by dispersing contaminants and

keeping them in suspension. Common dispersant types include polyisobutenyl
succinimides and polyisobutenyl succinic esters.
Anti-wear Agents reduce friction by forming a film on metal surfaces and by

protecting metal surfaces from corrosion. The principal types of agents are alkaline
detergents, zinc dithiophosphates and dithiocarbamates.
Pour-point Depressants keep the oil fluid at low temperatures by preventing the
growth and agglomeration of wax crystals. Pour point depressant types are
polymethacrylates; styrene-based polyesters, crosslinked alkyl phenols and alkyl
napthalenes.
Viscosity Index Improvers help prevent the oil from becoming too thin at high
temperatures. Viscosity index improvers (VI improver) are chemicals which “improve”
(reduce) the rate of viscosity change with temperature change. Chemicals used as VI
improvers are polyisobutenes, polymethacrylates, styrene-based polyesters, styrene-
based copolymers and ethylene propylene copolymers.
Total Base Number (TBN)

Understanding TBN requires some knowledge of fuel sulphur content. Most diesel fuel
contains some amount of sulphur. How much depends on the amount of sulphur in the
crude oil from which it was produced and/or the refiner’s ability to remove it. One of
the functions of lubricating oil is to neutralise sulphur by-products, namely sulphurous
and sulphuric acids and thus retard corrosive damage to the engine. Additives
(primarily detergents) in the oil contain alkaline compounds which are formulated to
neutralise these acids. The measure of this reserve alkalinity in an oil is known as its
TBN. Generally, the higher the TBN value, the more reserve alkalinity or acid-
neutralizing capacity the oil contains.
Ash or Sulphated Ash

The ash content of an oil is the noncombustible residue of a lubricating oil. Lubricating
oil detergent additives contain metallic derivatives, such as barium, calcium, and
magnesium compounds that are common sources of ash. These metallo-organic
compounds in the oils provide the TBN for oil alkalinity. Excessive ash content will
cause ash deposits which can impair engine efficiency and power.
Viscosity
Viscosity is one of the more critical properties of oil. It refers to its resistance to flow.
Viscosity is directly related to how well and oil will lubricate by forming a film to
separate surfaces that would contact one another. Regardless of the ambient
temperature or engine temperature, an oil must flow sufficiently to ensure an adequate
supply to all moving parts.
The more viscous (thicker) an oil is, the thicker the oil film it will provide. The thicker
the oil film, the more resistant it will be to being wiped or rubbed from lubricated
surfaces. Conversely, oil that is too thick will have excessive resistance to flow at low
temperatures and so may not flow quickly enough to the parts requiring lubrication. It
is therefore vital that the oil has the lowest temperatures at which the engine is
expected to operate.
APLTCL029

Oils change viscosity with temperature, becoming less viscous as their temperatures
increase. Refining techniques and special additives increase the Viscosity Index (VI)
of oil. The higher the VI number of the oil, the lower its tendency to change viscosity
with temperature.
The Society of Automotive Engineers (SAE) standard oil classification system (SAE
J300) categorizes oils according to their viscosity (via a number system such as SAE
10W, SAE 30, SAE15W40, etc.).
Each of the viscosity grades or numbers has limits on the viscosity of the oil at given
temperatures. For viscosity grades specified with “W” the oil viscosity is defined by
both viscosity at 100 oC and at the maximum low temperature for cranking and
pumping. In other words, the oil’s viscosity has been tested to verify the oil’s flow
under specified low temperatures. Therefore the “W” in an oil viscosity grade is
commonly understood to mean that the oil is suitable for winter service. For grades
without the W, the oil viscosity is defined at 100oC only.
Table 7 below indicates the viscosities for the various oil viscosity grades.
Low Temperature Viscosities High Temperature Viscosities
Low Shear
SAE Pumpingc (cP) Rate
b High Sheare
Viscosity Cranking
(cP) max at
max with no Kinematicd Rate (cP) at
Grade yield stress at
temp oC (cSt) at 100oC 150oC min
temp oC
Min Max
OW 6200 at -35 60,000 at -40 3.8 - -
5W 6600 at -30 60,000 at -35 3.8 - -
10W 7000 at -25 60,000 at -30 4.1 - -
15W 7000 at -20 60,000 at -25 5.6 - -
20W 9500 at - 15 60,000 at -20 5.6 - -
25W 13,000 at -10 60,000 at -15 9.3 - -
20 - - 5.6 <9.3 2.6
30 - - 9.3 <12.5 2.9
2.9 (0W-40,
40 - - 12.5 <16.3 5W-40,10W-
40 grades)
3.7 (15W-40,
40 - - 12.5 <16.3 20W-40, 25W-
40, 40 grades)
50 - - 16.3 <21.9 3.7
60 - - 21.9 <26.1 3.7
Table 7
Note:
1 cP = 1mPa s: 1 cSt = 1mm2/s
a All values are critical specifications as defined by ASTM D 3244 (see J300 text)
b ASTM D 5293
c ASTM D 4684: The presence of any yield stress detectable by this method constitutes a failure
regardless of viscosity
d ASTM D 445
e ASTM D 4683, ASTM D 4741, CEC-L-36-A-90
The new standard carries a revision date of December 1999. Mandatory compliance with the new
Cranking limits began June 2001.
APLTCL029

AMERICAN PETROLEUM INSTITUTE (API) CH-4

API CH-4 oils were developed in order to meet the requirements of the new high
performance diesel engines. Also, the oil was designed to meet the requirements
of the low emissions diesel engines. API CH-4 oils are also acceptable for use in older
diesel engines and in diesel engines that use high sulphur diesel fuel. API CH-4 oils
may be used in Caterpillar engines that use API CG-4 and API CF-4 oils. API CH-4 will
generally exceed the performance of API CG-4 oils in the following criteria: deposits
on pistons, control of oil consumption, wear of piston rings, valve train wear, viscosity
control, and corrosion.
Three new engine tests were developed for the API CH-4 oil. The first test specifically
evaluates deposits on pistons for engines with the two-piece steel piston. This test
(piston deposit) also measures the control of oil consumption. A second test is
conducted with moderate oil soot. The second test measures the following criteria:
wear of piston rings, wear cylinder liners, and resistance to corrosion. A third new test
measures the following characteristics with high levels of soot in the oil: wear the valve
train wear, resistance of the oil in plugging the oil filter, and control of sludge.
In addition to the new tests, API Ch-4 oils have tougher limits for viscosity control in
applications that generate high soot. The oils also have improved oxidation resistance.
API CH-4 oils must pass an additional test (piston deposit) for engines that use
aluminium pistons (single piece). Oil performance is also established for engines that
operate in areas with high sulphur diesel fuel.
All of these improvements allow the API CH-4 oil to achieve optimum oil change
intervals. API CH-4 oils are recommended for use in extended oil change intervals.
API CH-4 oils are recommended for conditions that demand a premium oil. Your
Caterpillar dealer has specific guidelines for optimising oil change intervals.
(API) CG-4
API CG -4 oils were developed primarily for diesel engines that use a 0.05 percent
level of fuel sulphur. However, API CG-4 oils can be used with higher sulphur fuels.
The TBN of the new oil determines the maximum fuel sulphur level for API CG-4 and
API CF-4 oils.
API CG-4 oils are the first oils that are required to pass industry standard tests for
foam control and viscosity shear loss. API CG-4 oils must also pass tests that were
developed for corrosion, wear and oxidation.
(API) CF-4
These oils service a wide variety of modern diesel engines. API CF-4 oils provide
more stable oil control and reduced piston deposits in comparison to API CF and the
obsolete CE and CD classifications of oil. API CF-4 oils provide improved soot
dispersion in comparison to API CF and obsolete CD oils. The API CF-4 classification
was developed with a 0.40 percent sulphur diesel fuel. This represents the type of
diesel fuels that are commonly available worldwide.
NOTE:
Do not use single grade API CF oils or use multigrade API CF oils in Caterpillar Direct
Injection Commercial Diesel Engines or in Caterpillar Direct Injection Machine Diesel
Engines.
APLTCL029

Some commercial oils that meet the API classifications may require reduced oil
change intervals. To determine the oil change interval, closely monitor the condition of
the oil and perform a wear metal analysis. Caterpillar’s SOS oil analysis program is
the preferred method.
NOTE:
Failure to follow these oil recommendations can cause shortened engine service life due
to deposits and/or excessive wear.
ENGINE MANUFACTURERS ASSOCIATION (EMA) LRG-1

The EMA has developed lubricant recommendations. These recommendations are an
alternative to the API oil classification system. LRG-1 is a Recommended Guideline
that defines a level of oil performance for these types of diesel engines: high speed,
four stroke cycle, heavy-duty, and light duty. Whenever the API CH-4 oil, the API CG-4
oil, and the API CF-4 oils are recommended for use in Caterpillar engines, you may
use LRG-1 oils in Caterpillar engines. LRG-1 oils are intended to provide superior
performance in comparison to API CG-4 and API CF-4.
LRG-1 oils will meet the needs of high performance Caterpillar diesel engines that are
operating in many applications. The tests and the test limits that are used to define
LRG-1 are similar to the new API CH-4 classification. Therefore, these oils will meet
the requirements of the low emission diesel engines. LRG-1 oils are designed to
control the harmful effects of soot with improved wear resistance and with improved
resistance to plugging of the oil filter. These oils will also provide superior piston
deposit control for engines with either two-piece steel pistons or aluminium pistons.
All LRG-1 oils must complete a full test program with the base stock and with the
viscosity grade of the finished commercial oil. The use of “API Base Oil Interchange
Guidelines” are not appropriate for LRG-1 oils. This feature reduces the variation in
performance that can occur when base stocks are changed in commercial oil
formulations.
LRG-1 oils are recommended for use in extended oil change interval programs that
optimise oil life. These oil change interval programs are based on oil analysis. LRG-1
oils are recommended for conditions that demand a premium oil.
Caterpillar Diesel Engine Oil (DEO)

Caterpillar Oils have been developed and tested in order to provide the full
performance and service life that has been designed and built into Caterpillar Engines.
Due to significant variations in the quality and in the performance of commercially
available oils, Caterpillar makes the following recommendations:
Caterpillar Diesel Engine Oil DEO (10W30)
Caterpillar Diesel Engine Oil DEO (15W40).
Caterpillar multigrade Diesel Engine Oil is formulated with the correct amounts of
detergents, dispersants, and alkalinity, and are available in two viscosity grades
(10W30 and 15W40).
Multigrade oils provide the correct viscosity for a broad range of operating
temperatures and can be used in other diesel engines and in gasoline engines. See
the engine manufacturer’s guide for the recommended specifications. Compare the
specifications to the specifications of Caterpillar multigrade Diesel Engine Oil. The
current industry standards for Caterpillar Diesel Engine Oil are listed on the product
label and on the data sheets for the product.
APLTCL029

Commercial Oils
The performance of commercial diesel engine oils is based on the classifications of
the American Petroleum Institute (API). These API classifications are developed in
order to provide commercial lubricants for a broad range of diesel engines that
operate in various conditions:
EMA LRG-1 multigrade oil (preferred oil)
API CH-4 multigrade oil (preferred oil)
API CG-4 multigrade oil (preferred oil)
API CF-4 multigrade oil (acceptable oil).
TOTAL BASE NUMBER AND FUEL SULPHUR LEVELS
Direct Injection (DI) Diesel Engines
Figure 15 - TBN
(Y) TBN by “ASTM D2896” (2) Change the oil when the TBN
(X) Percentage of fuel sulphur by weight deteriorates to 50 percent of the
(1) TBN of new oil original TBN.
The Total Base Number (TBN) for an oil depends on the fuel sulphur level. For direct
injection engines that use distillate fuel, the minimum TBN of the new oil must be 10
times the fuel sulphur level. The TBN is defined by “ASTM D2896”. The minimum TBN
of the oil is five (5) regardless of fuel sulphur level. Figure 15 demonstrates the TBN.
Use the following guidelines for fuel sulphur levels that exceed 1.5 percent:
Choose an oil with the highest TBN that meets one of these classifications:
– EMA LRG-1
– API CH-4
– API CG-4
– API CF-4.
Reduce the oil change interval. Base the oil change interval on the oil analysis.
Ensure that the oil analysis includes the condition of the oil and a wear metal
analysis.
Excessive piston deposits can be produced by an oil with a high TBN. These deposits
can lead to a loss of control of the oil consumption and to the polishing of the cylinder
bore.
NOTE:
Operating Direct Injected (DI) diesel engines with fuel sulphur levels over 1.0 percent may
require shortened oil change intervals in order to help maintain adequate wear protection.
APLTCL029

Precombustion Chamber (PC) Diesel Engines
Figure 16
(Y) TBN by “ASTM D2896” (2) Change the oil when the TBN
(X) Percentage of fuel sulphur by weight deteriorates to 50 percent of the
(1) TBN of new oil original TBN.
The Total Base Number (TBN) for an oil depends on the fuel sulphur level. For
precombustion chamber engines that use distillate fuel, the minimum TBN of the new
oil must be 20 times the fuel sulphur level. The TBN is defined by “ASTM D2896”. The
minimum TBN of the oil is five (5) regardless of fuel sulphur level. Figure 16
demonstrates the TBN.
Use the following guidelines for fuel sulphur levels that exceed 1.5 percent:
Choose an oil with the highest TBN that meets one of these classifications:
– EMA LRG-1
– API CH-4
– API CG-4
– API CF-4.
Reduce the oil change interval. Base the oil change interval on the oil analysis.
Ensure that the oil analysis includes the condition of the oil and a wear metal
analysis.
Excessive piston deposits can be produced by an oil with a high TBN. These deposits
can lead to a loss of control of the oil consumption and to the polishing of the cylinder
bore.
NOTE:
Operating PC engines at fuel sulphur levels over 1.0 percent may require shortened oil
change intervals to maintain adequate wear protection.
APLTCL029

HYDRAULIC OIL
Applications
Hydraulic Systems
Hydrostatic Transmissions
Caterpillar Hydraulic Oil (HYDO)

Caterpillar Hydraulic Oil is formulated with a balanced additive system. The system
includes the following agents:
Detergents
Rust inhibitors
Anti-wear agents
Defoamers.
Caterpillar Hydraulic Oil offers the following benefits:

Protection against mechanical wear
Protection against rusting
Protection against corrosive wear in hydraulic systems
Protection against wear in hydrostatic transmission systems.
Caterpillar Hydraulic Oil should be used to achieve maximum life and maximum
performance from hydraulic system components and from hydrostatic transmissions.
Caterpillar Hydraulic Oil is recommended in most hydraulic systems and in most
hydrostatic systems.
If a different viscosity is required due to ambient temperatures, the following

Caterpillar oils can be used:
Caterpillar Multigrade Diesel Engine Oil (DEO)
Caterpillar Single Grade Diesel Engine Oil (DEO)
Caterpillar Transmission/Drive Train Oil (TDTO)
Caterpillar Transmission Multi-Season Oil (TMS)
Caterpillar Multipurpose Tractor Oil (MTO).
Commercial Oils
If Caterpillar oils cannot be used, the following commercial classifications can be used
in hydraulic systems and in hydrostatic transmission systems:
CH-4 engine oils that have a minimum zinc additive of 0.09 percent (900 ppm)
CG-4 engine oils that have a minimum zinc additive of 0.09 percent (900 ppm)
CF-4 engine oils that have a minimum zinc additive of 0.09 percent (900 ppm)
CF engine oils that have a minimum zinc additive of 0.09 percent (900 ppm).
APLTCL029

Caterpillar Biodegradable Hydraulic Oil (HEES)

Caterpillar has a biodegradable hydraulic oil that is available for use in machine
hydraulic systems. This fluid is recommended for the hydraulic systems when
environmental compliance is required or desired.
Figure 17 - Machines with this symbol are filled with biodegradable hydraulic oil.
This symbol is located on the hydraulic tank.
This fluid is formulated with the following components:

a saturated HEES (Hydraulic Environmental Ester Synthetic)
synthetic base stock
selected additives.
Use this oil only in hydraulic systems.
Caterpillar Biodegradable Hydraulic Oil (HEES) may become darker in colour

throughout the service life of the oil. Analysis is required to determine the quality of
the oil.
The maximum recommended water content for hydraulic system that are filled with
Caterpillar Biodegradable Hydraulic Oil (HEES) is 0.10 percent. If the water levels
exceed 0.10 percent, the water should be removed or the oil should be replaced.
Commercial Biodegradable Hydraulic Oil (HEES)

If Caterpillar Biodegradable Hydraulic Oil (HEES) is not used, commercial oils which
meet the Caterpillar BF-1 specifications should be used.
TRANSMISSION/DRIVE TRAIN OIL
Applications
Power Shift Transmissions, Direct Drive Transmissions, and Winches
Final Drives for Track-Type Tractors, Pipelayers, Skidders, Loaders, and Track-
Type Excavators
Differentials and Final Drives for Wheel Tractors, Loaders, Skidders, Compactors,
Motor Graders, E Series II Articulated Trucks, Off-Highway Tractors, and Trucks.
APLTCL029

Caterpillar Transmission/Drive Train Oil (TDTO)

Caterpillar Transmission/Drive Train Oil is balanced in order to give maximum frictional
material life in power shift transmissions. Caterpillar Transmission/Drive Train Oil also
eliminates brake chatter in wet brake applications in Caterpillar machines. This oil has
passed the requirements for the TO-4 oil specification which includes the frictional
requirements and gear wear requirements. The oil is offered in several lubricant
viscosity grades. The SAE 60 viscosity grade is included for maximum component life
at high ambient temperatures and for heavy-duty cycles.
NOTE:
This oil is formulated for transmissions and drive trains only, and should not be used in
engines. Shortened engine life will result.
Do not use the Caterpillar Gear Oil or commercial gear oil in the machines that are listed
above. The gear oil can cause seals to fail. The seals can also leak. The gear oil may not
be compatible with friction materials. The oil can reduce the efficiency of the transmission
and the brake performance.
Multigrade oils must meet the requirements of the Caterpillar TO-4M specification in
order to be used in transmissions. Multigrade oils which use high molecular weight
polymers as viscosity index improvers may lose the viscosity effectiveness. This
effectiveness may be lost by the temporary shear of the polymer viscosity index
improver. Permanent shear of the polymer viscosity index improver may also occur.
This type of multigrade oils are not recommended for Caterpillar drive train
compartments. The Caterpillar TO-4M requirement includes a test for the shear
stability of multigrade oil.
Commercial Transmission/Drive Train Oils

If Caterpillar Transmission/Drive Train Oil is not used, use commercial oils that comply
with the Caterpillar TO-4 or TO-4M specifications.
GEAR OIL
Applications
Direct Drive Transmissions for Pavement Profilers
Differentials and Final Drives for Wheel Tractor-Scrapers, Articulated Trucks
except for the E Series II Articulated Trucks, Wheel Type Excavators, certain
Backhoe Loaders, and Pavement Profilers
Certain Vibratory Compactor Drum Bearings.
APLTCL029

Caterpillar Gear Oil (GO)

Caterpillar Gear Oil offers maximum protection against the following damage: scoring
of the gear teeth, pitting of the gear teeth, and pitting of the parts in roller bearings.
Caterpillar Gear Oil provides excellent stability under high temperature conditions.
Caterpillar Gear Oil also has superior low temperature performance. This oil also
gives protection against rust and against corrosion. Some applications require
additives for the extreme pressures that can occur at the edges of the components.
For these applications, Caterpillar Gear Oil provides the extra protection.
When the use of gear oil is specified, use Caterpillar Gear Oil in order to maximise the
component life.
NOTE:
Caterpillar Gear Oil (GO) is not the same as Caterpillar Transmission/Drive Train Oil, and
does not meet Caterpillar’s specifications for TO-4 oil. Caterpillar GO or commercial gear
oils should not be used in compartments which specify TO-4 oil.
Commercial Gear Oils

If the Caterpillar Gear Oil cannot be used, select an oil that meets the API GL-5
specification.
MULTIPURPOSE TRACTOR OIL
Applications
Backhoe Loader Rear Drive Axle
Challenger Agricultural Tractor Hydraulic System and Steering Mechanism.
Caterpillar Multipurpose Tractor Oil (MTO)

Caterpillar Multipurpose Tractor Oil (MTO) is available for use in the backhoe loader
rear drive axle. This oil provides the proper frictional requirement for the brakes that
require oil cooling in this compartment.
This oil is also used in Challenger Agricultural Tractors for the implement hydraulic
system and for the steering control mechanism. Many agricultural tractors have
hydraulic systems that are common with the transmission and with the drive train. By
using Caterpillar Multipurpose Tractor Oil, it is possible to interchange hydraulically
actuated tools. This oil provides the performance that is required of these
multifunction compartments that use a single fluid.
NOTE:
Caterpillar Multipurpose Tractor OIl (MTO) is not the same as Caterpillar Transmission/
Drive Train Oil, and does not meet Caterpillar’s specifications for TO-4 oil. Caterpillar MTO
should not be used in compartments which specify TO-4 oil.
APLTCL029

Commercial Multipurpose Tractor Oils

If Caterpillar Multipurpose Tractor Oil is not available, use an oil that meets the “Ford/
New Holland M2C134-D” specification. The oil must also satisfy the requirements of
the following machine systems:
Multipurpose tractor transmission
Hydraulic drives on agricultural tractors and on industrial tractors
Final drives on agricultural tractors and on industrial tractors.
SYNTHETIC BASE STOCK OILS

Synthetic base oils are acceptable for use in Caterpillar engines and in Caterpillar
machines if these oils meet the performance requirements that are specified for a
particular compartment. Each compartment has specific lubrication specifications in
order to ensure proper lubrication and life of the system.
Synthetic base oils generally perform better than conventional oils in the following two
areas:
Synthetic base oils have improved flow at low temperatures, especially in arctic
conditions.
Synthetic base oils have improved oxidation stability, especially at high operating
temperatures.
Some synthetic base oils have performance characteristics that enhance the service
life of the oil. However, Caterpillar does not recommend automatic extending of the oil
drain intervals for any type of oil. Oil drain intervals for Caterpillar diesel engines can
only be adjusted after an oil analysis program that contains the following data:
Oil condition and wear metal analysis (Caterpillar SOS Oil Analysis)
Trend analysis
Fuel consumption
Oil consumption.
RE-REFINED BASE STOCK OILS

Re-refined base oils are acceptable for use in Caterpillar engines and in Caterpillar
machines if these oils meet the performance requirements that are specified for a
particular compartment. Each compartment has requirements for lubrication and
requirements for lubrication specifications in order to ensure proper lubrication and life
of the system. Re-refined base oils can be used exclusively in finished oil or in a
combination with new base oils.
The process that is used to make re-refined oil should adequately remove all wear
metals and all additives that are in the used oil. Vacuum distillation and the
hydrotreating of used oil are acceptable processes that are used for producing a re-
refined base oil. Filtering is inadequate for the production of high quality, re-refined
base oils from used oil.
APLTCL029

AFTERMARKET OIL ADDITIVES

Caterpillar does not recommend the use of aftermarket additives in oil. It is not
necessary to use aftermarket additives in order to achieve the machine’s maximum
service life or rated performance. Fully formulated, finished oils consist of base oils
and of commercial additive packages. These additive packages are blended into the
base oils at precise percentages in order to help provide finished oils with
performance characteristics that meet industry standards.
There are no industry standard tests that evaluate the performance or the
compatibility of aftermarket additives in finished oil. Aftermarket additives may not be
compatible with the finished oil’s additive package, which could lower the performance
of the finished oil. The aftermarket additive could fail to mix with the finished oil. This
could produce sludge. Caterpillar discourages the use of aftermarket additives in
finished oils.
To achieve the best performance from a Caterpillar engine, conform to the following
guidelines:
Select the proper Caterpillar oil or select a commercial oil that meets the
specifications for the compartment.
See the appropriate “Lubricant Viscosities” table in order to find the correct
viscosity grade for your engine.
At the specified interval, service the engine or service the compartment. Use new
oil and install a new oil filter.
Perform maintenance at the intervals that are specified in the Operation and
Maintenance Manual “Maintenance Interval Schedule”.
LUBRICATING GREASE
Caterpillar provides greases in order to cover a variety of applications and extreme
temperature conditions.
NOTE:
Some greases may not be used with other greases. When a commercial grease is used,
ensure that the grease is compatible with the grease that is currently used in the system.
If the commercial grease is not compatible, the system must be purged. If any questions
arise concerning the compatibility of a grease, consult the supplier.
APLTCL029

Multipurpose Greases
Multipurpose Lithium Complex Grease (MPGL)

Multipurpose Lithium Complex Grease (MPGL) is a general purpose lithium complex
grease for medium-duty applications. This product has good characteristics at high
temperatures such as a dropping point of 260 oC (500oF). MPGL contains unleaded
extreme pressure additives, antiwear inhibitors, and corrosion inhibitors that provide
extra protection in the following applications:
Construction
Agricultural
Automotive.
MPGL meets the requirements for extended service intervals of automotive chassis
points. MPGL also meets the requirements for extended service intervals of wheel
bearings with disc brakes in automobiles, in vans and in light trucks. Normal operating
temperatures for this product are -28 to 149 oC (-18 to 300oF), and is also available as
a white lithium complex grease.
Multipurpose Lithium Complex Grease with Molybdenum (MPGM)

Multipurpose Lithium Complex Grease with Molybdenum (MPGM) is a general
purpose lithium complex grease that is used for light duty applications and for
medium-duty applications. The MPGM is strengthened with a molybdenum disulphide
and a polymer for extra lubrication and protection. MPGM contains unleaded
additives, antiwear inhibitors, rust inhibitors, and corrosions inhibitors that are for
protection and lubrication in many environments. The MPGM is formulated with a base
fluid that has high viscosity.
The MPGM has the following features:

Increased protection against water washout
Increased retention
Resistance to heavy loads.
This product is recommended for heavily loaded pin joints and for journal bearings.
Normal operating temperatures for this product are -18 to 149oC (0 to 300oF).
NOTE:
If MPGM is not available, use a multipurpose type grease which contains three to five
percent molybdenum.
APLTCL029

Special Purpose Grease (SPG)
Bearing Lubrication (SPG)

Bearing Lubricant (SPG) is available with a polyurea thickener. This grease is
recommended for high temperature anti friction bearings in the following applications:
electric starting motors
alternators
fan drives
generators.
The Bearing Lubricant (SPG) has an effective operating range of -29 to 177 o C (-20 to
350 o F)
Water and Temperature Resistant Grease (WTR)

The Water and Temperature Resistant Grease is designed for use whenever the
following conditions are a concern:
Water washout
Severe corrosion
High operating temperatures.
The Water and Temperature Resistant Grease provides extreme pressure protection,
antiwear protection, rust protection and corrosion protection. The Water and
Temperature Resistant Grease is an environmentally friendly grease which does not
contain the following materials:
Antimony
Sulphur
Barium
Zinc
Lead
Phosphorous materials.
The Water and Temperature Resistant Grease has excellent shear stability. Water and
Temperature Resistant Grease can also resist breakdown in the presence of water.
The water and Temperature Resistant Grease works well in the following applications:
Construction
Agricultural
Automotive
Industrial
Marine.
Normal operating temperatures for this product are -40 to 204 o C (-40 to 400o F).
APLTCL029

Caterpillar Premium Grease (CPG)
Desert Gold (CPG)

Desert Gold is a heavy-duty, premium synthetic grease that is developed for the most
extreme operating environments. This grease is formulated with the following
characteristics: high viscosity synthetic base fluid, polymers, molybdenum disulphide,
high viscosity index, and high dropping point (melting point).
Desert Gold will protect equipment against heavy shocks loads. Desert Gold protects
against corrosion in extreme heat, in moist conditions, or in dusty conditions. This
product has excellent characteristics of adhesion and of stability. Desert Gold provides
longer protection than other greases. Desert Gold is an environmentally friendly
grease which does not contain the following materials:
Antimony
Sulphur
Barium
Zinc
Lead
Phosphorous materials.
Normal operating temperatures are -6 to 230 oC (21 to 450oF). Desert Gold can
operate at higher temperatures for short time periods. Desert Gold has additional
extreme pressure protection for highly loaded pin joints.
Arctic Platinum (CPG)

Arctic Platinum is a super-premium extreme pressure lubricating grease that is
developed for lubrication in temperatures that are below zero to moderate operating
temperatures. Arctic Platinum is available in grades 000, 00, 0, 1, and 2. These grades
ensure pump ability in central lube systems in a variety of ambient temperatures from
-60 to 18oC (-76 to 65oF). Arctic Platinum has a high dropping point. Arctic Platinum
contains a five percent concentrate of molybdenum disulphide for protection against
extra heavy loads. Arctic Platinum provides excellent corrosion protection and rust
protection. Arctic Platinum is an environmentally friendly grease which does not
contain the following materials:
Antimony
Sulphur
Barium
Zinc
Phosphorous.
Arctic Platinum is designed for long life lubrication of the following components:
horizontal pivot bearings, lower link bearings, steering cylinders, kingbolt bearings,
upper hitch link bearings, and ejector carrier roller bearings. This grease is extra tacky
for retention on excavator car body bearings. Arctic Platinum has additional extreme
pressure protection for highly loaded pin joints.
APLTCL029

HYDRAULIC BRAKE FLUID

Hydraulic brake fluid is used as a brake actuation fluid on certain equipment with dry
brake shoes.
Most brake fluids used are glycol based (not petroleum based) and are ‘hygroscopic’,
which means that they absorb moisture, whether it be from within the system or from
the atmosphere if exposed.
Properties of a brake:
Viscosity. This must be suitable for all climatic conditions, so that the fluid will flow
readily at low temperatures and will not thin out excessively at high temperatures.
Suitable boiling point. Considerable heat is generated in the braking system and
the fluid must be capable of withstanding this without boiling. If the fluid boiled,
some of the liquid in the system would turn to gas. This would produce a
dangerous condition. It would be similar to having air in the system, because the
gas would compress when the brakes were applied.
Control of rubber swell. Unsuitable fluid would cause the rubber seals to swell.
A chemical additive modifies this tendency and controls the swelling effect. A
limited swelling is allowed, as this gradually compensates for wear of the seals.
Prevention of corrosion and attack. The fluid must have properties that prevent
corrosion of the metal parts and attack on the rubber seals. It must also act as a
lubricant to the moving parts of the master and wheel cylinders.
Compatibility. A brake fluid should be compatible with fluids of other manufacture;
that is, one brand of fluid should readily mix with another.
Set standards are instigated to which glycol-based fluids must conform. These include
the boiling point of the fluid as well as other performance requirements. This
information is usually available from the label of the fluid container. Fluids of the same
type, which meet the same standards, can be mixed. Glycol-based fluid and silicone
fluid should never be mixed.
Care must be taken to avoid contamination of the fluid. Containers used for brake fluid
must be perfectly clean, and should not have previously been used for oil, kerosene or
any other mineral oil product. Even small traces of these will cause the rubber seals to
swell and deteriorate.
If contamination of the fluid in the system is suspected, the following simple test can
be made: Place a small quantity of the suspected fluid in a clean glass container and
allow to stand. If the fluid separates into two distinct layers, mineral oil is present. The
system should then be flushed, and all rubber parts, such as cups and hoses, should
be renewed.
Glycol based fluid should be changed at intervals no longer than twelve months to
ensure that moisture content is kept to a minimum and therefore high boiling point
maintained. If hydraulic brake systems are left exposed to atmosphere for a period of
time, the fluid should be replaced and the system bled. If there is any doubt as to the
age or condition of the brake fluid, it should be tested and if necessary, a report
submitted.
APLTCL029

When handling brake fluids it is important to understand that:

Fluid should be stored in its original container that is clearly marked as to its
content. The container should be properly sealed and free from contaminants.
Brake fluid has a limited shelf life.
The instructions on the container should be read and adhered to.
The brake fluid should never be reused under any circumstances and should be
disposed of in accordance with State Environment Protection Policies.
If spilled on painted surfaces or on clothing, the fluid should be rinsed off
immediately to prevent damage to the surfaces. DO NOT wipe off under any
circumstances.
Petroleum based products should never be used to clean brake components as the
petroleum reacts with the sealing components and causes them to swell.
Brake fluid must meet the requirements of the Department of Transportation - DOT,
therefore the fluids available are labelled DOT3, DOT4 etc. The correct fluid must be
used at all times when adding or changing brake fluid. Vehicle and/or fluid
manufacturers specifications should be consulted prior to adding or changing brake
fluid. DOT3 and DOT4 fluids are both glycol based fluids for general and high
temperature applications.
DOT5 brake fluid, however, is a Synthetic (Silicon) based fluid. This type of fluid does
not have the same moisture absorbing problems as glycol based fluids and has a very
high boiling point, giving it a longer operation and shelf life. The cost of silicon based
fluids and the performance characteristics place DOT5 fluids into a limited application.
NOTE:
Do not use in compartments that use wet brake systems.
Do not use in compartments where hydraulic oil or TO-4 fluids are recommended.
DRY FILM LUBRICANT

Dry film lubricant is a graphite powder and is used in areas where lubrication is required
and the attraction of dirt is undesirable, normally on an external application. Dry film
lubricant can come in a stick or powder form or may be distributed in an aerosol can.
1U-8268 Dry Film Lubricant has the following characteristics:

Superior lubricity
Excellent adhesion to most surfaces
Fast dry times
Easy application.
APLTCL029

The dry lubricant can be used for the following applications:

Backhoe extendable stick
Blade circles for motor graders
Shift mechanisms
Masts for lift trucks
Slides that require frequent lubrication
Locks that have tumblers
Applications that require a press fit
All moving door latches
Hinges
Door locks
Lock for the hood
Hinges for the hood
Throttle pedal linkage.
This form of lubricant will irritate the respiratory system and should only be used in a
well ventilated area.
COLD WEATHER LUBRICANTS

In cold weather, before attempting to start the engine, make sure that the oil in the
engine, oil in the transmission, and the oil in the hydraulic system are fluid enough to
flow. Check the oil by removing the dipsticks. If the oil will drip from the dipstick, then
the oil is fluid enough to start the engine. Do not use oil that has been diluted with
kerosene. Kerosene will evaporate in the engine. This will cause the oil to thicken and
will also cause swelling and softening of the silicone seals.
If the viscosity of the oil is changed for colder weather, also change the filter element.
If the filter is not changed, the filter element and the filter housing can become a solid
mass. Drain all hydraulic cylinders and lines. After changing the oil, operate the
equipment in order to circulate the thinner oil.
When an engine is started and operated in ambient temperatures that are below -20oC
(-4 oF), use base oils that can flow in low temperatures. These oils have lubricant
viscosity grade of SAE 0W or of SAE 5W.
When an engine is started and operated in ambient temperatures that are below -30oC
(-22oF), use a synthetic base stock multigrade oil. The oil should have a lubricant
viscosity grade of 0W or 5W. Use an oil with a pour point that is lower than -50oC (-58oF).
APLTCL029

Because the number of acceptable lubricants is limited in arctic conditions, Caterpillar

has special recommendations for arctic conditions. Caterpillar recommends the
following lubricants for use in Arctic conditions (the lubricants are listed by
preference):
Engine Oils
NOTE:
Using oils that are not recommended as first choice oils could result in shortened life of
the engine.
– First Choice
Use an oil with an EMA LRG -1 Recommended Guideline or use a CH-4 oil
that is API licensed with an SAE 0W20, SAE 0W30, SAE 0W40, SAE 5W30,
or SAE 5W40 lubricant viscosity grade. A CG-4 oil that is API licensed with
an SAE 0W20, SAE 0W30, SAE 0W40, SAE 5W30, or SAE 5W40 lubricant
viscosity grade may also be used. A CF-4 oil that is API licensed with an SAE
0W20, SAE 0W30, SAE 0W40, SAE 5W30, or SAE 5W40 lubricant viscosity
grade may also be used.
– Second Choice
Use an oil that contains the CH-4, CG-4, or CF-4 additive package although
the oil has not been tested for the requirements of the API license. The oil
must have an SAE 0W20, SAE 0W30, SAE 0W40, SAE 5W30, or SAE 5W40
lubricant viscosity grade.
Transmission/Drive Train Oils
NOTE:
Use of oils that are not recommended as first choice oils could result in shortened life to
the transmission and final drive.
– First Choice
Use an oil that meets the following requirements: formulated from a full
synthetic base stock without the viscosity index improvers that meet the
performance requirements of the TO-4 specification and requirements for
SAE 30 lubricant viscosity grade. Typical lubricant viscosity grades are SAE
0W30, SAE 5W30 and SAE 0W20.
– Second Choice
Use an oil with a TO-4 type additive package and a lubricant viscosity grade
of SAE 0W30, of 5W30, or SAE 0W20 but have not been tested against the
TO-4 specifications.
– Third Choice
Use API CF/TO-2 oils with an SAE 0W20, 0W30, or 5W30 lubricant viscosity
grade.
NOTE:
For maximum service life, use an oil with the highest lubricant viscosity grade that is
allowed for the ambient temperature. Refer to the tables for Lubricant Viscosities for
Ambient Temperatures in order to obtain the recommended oil viscosity.
APLTCL029

Lubricant Viscosities for Ambient Temperatures
Compartment Oil Type and Oil oC oF

or Systems Classification Viscosities
Min Max Min Max
SAE
-40 0 -40 32
0W20(1)
Final Drive
(Differential Gearboxes) SAE
-40 10 -40 50
Including Track-Type 0W30(1)
Tractors
Except for the following Caterpillar SAE
-30 10 -22 50
machines: TDTO 5W30(1)
Off-Highway Trucks; Caterpillar TO-4
Caterpillar TO- SAE 10W -30 0 -22 32
Large Wheel
4M
Loaders; SAE 30 -25 25 -13 77
Large Wheel
Tractors; SAE 50 -15 50 5 122
Articulated Trucks. SAE 60 -10 50 14 122
TMS(2) -30 25 -22 77
Hoist, Torque Converter, SAE

and Brake System for -40 40 -40 104
0W20(1)
Off-Highway Trucks Caterpillar
Hoist, Steering and TDTO
Brake System for E Caterpillar TO-4
SAE 10W -20 50 -4 122
Series II Articulated
Trucks
Differential, Front Wheels Caterpillar SAE 50 (3) (3) 32 (3) 90

and Final Drives TDTO
for Off-Highway Trucks Caterpillar TO-4 SAE 60 (3) (3) 50 (3) 122
SAE
-40 -10 -40 14
0W20(1)
SAE
-40 0 -40 32
0W30(1)
Caterpillar SAE
Final Drive Gear Boxes -30 0 -22 14
TDTO 5W30(1)
(988, 990, 992, and 994
Caterpillar TO-4
Wheel Loaders, 834 and SAE 10W -30 -10 -22 14
Caterpillar TO-
836 Wheel Tractors)
4M
SAE 30 -25 15 -13 59
SAE 50 -15 50 5 122
SAE 60 -10 50 14 122
TMS (2) -30 15 -22 59
APLTCL029

Compartment Oil Type and Oil o o

or Systems Classification Viscosities C F
Min Max Min Max
Direct Drive SAE 75W90 -30 40 -22 104

Transmissions
for Pavement Profilers SAE 80W90 -20 40 -4 104
Differentials and Final
SAE
Drives for Wheel -10 50 14 122
85W140
Tractor-Scrapers,
Caterpillar GO
Articulated Trucks
API GL-5
(except for E Series II
Articulated Trucks),
Wheel Type Excavators, SAE 90 0 40 32 104
certain Backhoe
Loaders, Pavement
Profilers
1) First Choice: Oils of full synthetic base stock without viscosity index improvers that meet the performance
requirements of the TO-4 specification for the SAE 30 viscosity grade. Typical lubricant viscosity grades
are SAE 0W20, SAE 0W30, and SAE 5W30. Second Choice: Oils that contain a TO-4 additive package
and a lubricant viscosity grade of SAE 0W20, SAE 0W30, or SAE 5W30.
(2)
TMS Transmission Multi-Season (exceeds the TO-4M specification requirements).
(3) TDTO or TO-4 SAE 60 is preferred in most applications, particularly continuous operation. If the ambient
temperature is below -10oC (14oF), warm up the oil prior to operation. The oil must be maintained to a
temperature above -10oC (14oF) during operation. If the ambient temperature is below -10oC (14oF),
perform the procedures in the Operation and Maintenance Manual, “Differential Warm-up and Break-in”
prior to operation. If the ambient temperature is below -25oC (-13oF), consult your Caterpillar dealer for
instructions. Failure to warm up the oil prior to operation will cause damage to the machine.
(4)
TDTO or TO-4 SAE 50 is preferred in most applications, particularly continuous operation. If the ambient
temperature is below -15oC (5oF), warm up the oil prior to operation. The oil must be maintained to a
temperature above -15oC (5oF) during operation. If the ambient temperature is below -15oC (5oF), perform
the procedures in the Operation and Maintenance Manual, “Differential Warm-up and Break-in” prior to
operation. If the ambient temperature is below -25oC (-13oF), consult your Caterpillar dealer for
instructions. Failure to warm up the oil prior to operation will cause damage to the machine.
(5)
Certain Wheel Type Excavators require the addition of Caterpillar Limited Slip (LS) additive. Refer to the
machine’s Operation and Maintenance Manual
Table 8
o o
Compartment or Oil Type and C F
Oil Viscosities
Systems Classification
Min Max Min Max
Caterpillar
Engine Crankcase SAE 0W20 -40 10 -40 50
Multigrade DEO
EMA LRG-1 SAE 0W30 -40 30 -40 86
API Multigrade
SAE 5W30 -30 30 -22 86
CH-4
API Multigrade
SAE 5W40 -30 40 -22 104
CG-4
API Multigrade
SAE 10W30 -20 40 -4 104
CF-4
SAE 15W40 -15 50 5 122
Power Shift, Manual

Caterpillar
Transmissions and
TDTO SAE 0W20 (1) -40 10 -40 50
Winch Gear Case
Caterpillar TO-4 SAE 0W30 (1) -40 20 -40 68
APLTCL029

oC oF
Compartment or Oil Type and
Oil Viscosities
Min Max Min Max
Caterpillar TO-
4M SAE 5W30 (1) -30 20 -22 68
SAE 10W -20 10 -4 50
SAE 30 (2) (3) 0 35 32 95
SAE 50 (2) (3) 10 50 50 122
TMS (2) (3) (4) -10 35 14 95
SAE 0W20 (1) -40 22 -40 72
SAE 0W30 (1) -40 30 -40 86

Power Shift Caterpillar
Transmission in TDTO SAE 5W30 (1) -30 30 -22 86
768C, 769C, 771C, Caterpillar TO-4
768D, 769D, and Caterpillar TO- SAE 10W -20 22 -4 72
771D 4M
SAE 30 10 50 50 122
TMS (4) 10 50 50 122
SAE0W20 -40 40 -40 104

Caterpillar
HYDO SAE 0W30 -40 40 -40 104
Caterpillar DEO
Caterpillar SAE 5W30 -30 40 -22 104
TDTO
SAE 5W40 -30 40 -22 104
Caterpillar MTO
Hydrostatic EMA LRG-1 SAE 10W -20 40 -4 104
Transmission API CH-4
API CG-4 SAE 10W30 -20 40 -4 104
API CF-4
API CF SAE 15W40 -15 50 5 122
Caterpillar TO-4
Caterpillar TO- Caterpillar MTO -25 40 -13 104
4M
TMS (4) -15 50 5 122
SAE 0W20 -40 40 -40 104
Caterpillar SAE 0W30 -40 40 -40 104

HYDO
Caterpillar DEO SAE 5W30 -30 40 -22 104
Caterpillar
Hydraulic Systems SAE 5W40 -30 40 -22 104
TDTO
Hydraulic Excavator
Caterpillar MTO
Swing Motor and SAE 10W -20 40 -4 104
EMALRG-1
Travel Motor
API CH-4 SAE 30 10 50 50 122
Systems
API CG-4
Except for the
API CF-4 SAE 10W30 -20 40 -4 104
following machines:
API CF
E-Series II Articulated SAE 15W40 -15 50 5 122
Caterpillar TO-4
Trucks;
Caterpillar TO-
Off-Highway Trucks; Caterpillar MTO -25 40 -13 104
4M
Challenger Tractors.
Caterpillar
Biodegradable
Biodegradable
Hydraulic Oil -25 43 -13 110
Hydraulic Oil
(HEES) (HEES) (5)
TMS (4) -15 50 5 122
SAE 75W90 -30 40 -22 104

Equalizer Bar End,
Pin Joint, Bogie Caterpillar GO SAE 90W90 -20 40 -4 104
Cartridge Pins, and API GL-5
SAE 85W140 -10 50 14 122
Track Pins
SAE 90 0 40 32 104
APLTCL029

oC oF
Compartment or Oil Type and
Oil Viscosities
Min Max Min Max
SAE 0W20 (1) -40 0 -40 32
SAE 0W30 (1) -40 10 -40 50
Caterpillar SAE 5W20 (1) -35 0 -31 32

Track Roller Frame TDTO
SAE 10W -30 0 -22 32
Recoil Spring and Caterpillar TO-4
Pivot Shaft Bearings Caterpillar TO- SAE 30 -20 25 -4 77
4M
SAE 40 -10 40 14 104
SAE 50 0 50 32 122
TMS (4) -25 25 -13 77
Caterpillar DEO SAE 30 -20 25 -4 77

EMA LRG-1
Track Idlers and SAE 40 -10 40 14 104
API CH-4
Track
API CG-4
Rollers
API CF-4 SAE 5W40 -35 40 -31 104
API CF
(1) First Choice: Oils of full synthetic base stock without viscosity index improvers that meet the performance
requirements of the TO-4 specification for the SAE 30 viscosity grade. Typical lubricant viscosity grades are
SAE 0W20, SAE 0W30, and SAE 5W30. Second Choice: Oils that contain a TO-4 additive package and a
lubricant viscosity grade of SAE 0W20, SAE 0W30, or SAE 5W30.
(2) Except Off-Highway Trucks. For models 772 through 797 use SAE 30 viscosity grade or TMS for 0 to 50oC
(32 to 122oF).
(3) Except for the hydraulic drive winch gear case. Do not use SAE 50 viscosity grade for the hydraulic drive
winch gear case. Instead, use SAE 30 viscosity grade for 0oC (32oF) to 43oC (110oF) or TMS for -10oC
(14oF) to 50oC (122oF).
(4) TMS Transmission Multi-Season (exceeds the TO-4M specification requirements).
(5) Commercial Biodegradable Hydraulic Oil (HEES) must meet the Caterpillar BF-1 specification.
Table 9
APLTCL029

TYPICAL EXAMPLES OF OIL RELATED FAILURES
The Lubrication System
Figure 18
A basic understanding of the engine lubrication system is not only helpful in

understanding how oil contamination/degradation can damage engine components but
also in understanding how a lack of oil can have an equally debilitating effect
(Figure 18).
Most oil-related failures are caused either by contaminated or degraded oil flowing
through the engine or by oil failing to flow to a given component. Knowing how the
lubrication system “feeds” the engine can simplify failure analysis. An example of this
would be a bearing failure due to lack of lubrication. If the failure is discovered early,
the bearings farthest from the oil supply may show the greatest damage.
The lubrication system for each engine may differ slightly; however, most principles
are the same. The lubrication system for the 3408 Engine is similar to other engine
lubricating systems. As shown in the schematic, the oil pump sends oil through the oil
cooler and then through the oil filters. The bypass valves for the oil cooler or oil filters
protect the system if there is a reduction in the oil flow. When the engine is started
with cold oil, or if the cooler or filter becomes plugged, the bypass valves assure a
constant flow of oil to the engine oil passage.
Oil from the filter flows into the block oil manifold. This oil then flows into the various
block oil passages to lubricate and cool the various engine components; then it
returns to the oil pan.
APLTCL029

Bearings
Figure 19 - Bearing shows smearing which is the initial stage of damage

caused by lack of lubrication
Figure 20 - Scuffed rod bearing with more severe damage as a result of lack of lubrication
Figure 21 - Seized bearing which is the final stage of lack of lubrication damage
APLTCL029

Figure 22 - Very heavy scratches and wear caused by lack of oil.
Figure 23 - Set of main bearings that were damaged by debris.
Figure 24 - Scratched bearing surface. Notice embedded particles of debris.
APLTCL029

Figure 25 - Scratches and wear on journal surface
Oil-related bearing failure is usually attributed to one of two sources: lack of

lubrication or dirt in the oil.
Lack of lubrication or oil starvation refers to an insufficient oil film between the
crankshaft journal and bearing. Prolonged operation of an engine with an insufficient
oil film will cause damage to progress quickly to a smeared bearing, then to a scuffed
bearing, and finally to a seized bearing. The first stage of this type of damage is
smearing. This stage will show displacement of the lead-tin overlay, normally in the
centre of the bearing.
In the second stage of damage, scuffing, the aluminium in the centre of the bearing is
displaced. The final stages of failure result in total seizure.
In all three stages the rotating journal displaces some of the bearing material from the
crown toward the mating face of each bearing half. The amount of displaced material
will depend on how severe the lack of lubrication is.
Contamination in the oil causes abrasion and results in scratching the bearing surface
by wiping away some of the oil film (Figure 25). Particles of iron, steel, aluminium,
plastic wood, cloth, etc. can also attack the journal surface. As the bearing and journal
surfaces wear, clearances increase and oil film thickness changes, resulting in uneven
support of the surfaces.
A major source of debris-laden oil is a plugged filter. Plugged filters allow unfiltered oil
containing wear particles, dirt and debris to flow to the bearings, scratching and
damaging their surfaces.
Excessively dirty oil can cause damage even after changing oil. Some old abrasives
may remain embedded in the bearings and cause the bearings to act like a grinder on
the crankshaft. See the next section, “Minimizing the Occurrence of Oil-related Engine
Failure,” for examples of crankshaft damage.
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Crankshafts
Figure 26 - Oil film between crankshaft journal and bearings
Figure 27 - Result of starvation
Figure 28 - Deep circumferential scratches shows effects of abrasives

embedded in the journal surface
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The oil that flows to the bearings forms an oil film between the crankshaft journal and
bearing (Figure 26). Rotation of the crankshaft journal tends to force oil between the
journal and the bearing and, during normal operation, prevents metal-to-metal contact
as the pressurized oil develops.
Lack of lubrication, or oil “starvation”, causes metal-to-metal contact, increased

friction, and higher temperatures that lead to the bearing seizing to the shaft. In
extreme cases the bearing surface will adhere so tightly that the crankshaft surface
will be completely destroyed.
Contaminated oil also causes excessive wear of the crankshaft. This is almost always
a result of abrasives/contamination embedded in the bearing.
Pistons, Rings and Liners
Figure 29 - Piston skirt damaged by abrasive wear
Figure 30 - Seizure marks from top to bottom can indicate a cooling

or lubrication system failure
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Figure 31 - Wear caused by no lubrication for a short period of time
Figure 32 - Shiny areas on the inside liner surface caused by heavy deposits on the piston
Oil-related piston failure is most commonly caused by the abrasive action of

contaminated oil which results in wear of the piston skirt (Figure 29). Indications
include a very dull gray piston skirt, chrome facings worn off on all rings, oil ring rails
worn away, badly worn grooves and some liner wear.
Piston scuffing, which appears in streaks on the skirt, particularly in the pin bore area,
and little or no scuffing on the first land, may be caused by inadequate liner
lubrication. Breakdown of oil film can produce seizure marks.
Piston rings can show wear in the ring groove. Some ring groove wear is normal, but
neglected oil changes will cause severe ring “lock-up” that occurs when the ring
catches in a worn groove and prevents full expansion.
Liner damage can be caused by lack of lubrication or by abrasives which can polish
the bore (remove the crosshatch pattern) and leave a shiny surface.
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Figure 33
The heavy first and second land deposits indicate the oil can no longer keep the piston
clean (Figure 33). The extreme degradation and deterioration of the oil may be due to
extended oil change intervals or improper oil performance classification selection.
Valves
Figure 34 - Valve guttering effect caused by excessive deposit formation
Figure 35 - Valve stem scuffing or seizure
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Most oil-related valve failures result from deposit formation or oil starvation.
The usual cause of valve stem seizure (Figure 35) is deposit collection between the
valve stem and guide. Seizure is indirectly caused by the accumulation of deposits-
contamination in the oil. More specifically, deposits accumulate from the
decomposition of lubricating products into oxidized residue and the normal wastes
generated from the combustion process. The progressive buildup of these deposits
acts to accelerate bell mouthing of the guide.
Valve stem scuffing and/or seizure can also be caused by lack of lubrication to the
valve and valve guide.
Valve seat carbon deposits can create problems if the deposits are excessive. Some
lubrication is necessary to prevent extreme wear of the valve seat and the insert in the
head. But excessive deposit formation can lead to thick carbon build-up on the valve
seat that will then break up and flake out, allowing combustion gas leakage. This hot
gas leakage (guttering (Figure 34)) allows high temperature across the valve face with
cracking and/or melting of the valve.
This type of valve failure can exist in liquid and gas fuelled engines. The carbon
formation tendency of the oil and the Sulphated ash level of the oil affect the carbon
formed on the valve seat.
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TOPIC 3
Scheduled Oil Sampling
SCHEDULED OIL SAMPLING FLUIDS ANALYSIS PROGRAM
Figure 36
This topic outlines the purpose and gives an overview of the Caterpillar oil analysis
program. Of particular importance are the methods to take a good sample and these
will be discussed. A good sample, which is not contaminated with outside factors, is
critical to the accuracy of the results and therefore the success of the program.
“SOS” is an acronym for Scheduled Oil Sampling.
Oil and Coolant Analysis

Although the program has grown to include engine coolant, it is important to retain the
SOS acronym which is now protected and therefore for the exclusive use of
Caterpillar.
Caterpillar of Australia’s dealers represent 8% of the worldwide business and 60% of

all samples are from Caterpillar machines. In Australia, sample turnaround time target
is 48 hours.
Scheduled Oil Sampling Program (SOS)

Introduced by Caterpillar in 1971
Introduced to Australia in 1972
Currently 146 labs worldwide
4.9 million samples per year.
Many competitive labs can analyse oil but one of the most significant advantages of
the Caterpillar program is the interpretation expertise which has been developed on
Caterpillar equipment.
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Oil Analysis is not Life Extension

Caterpillar’s SOS Program is equipment analysis NOT oil life extension.
The Caterpillar program is designed to maximise equipment life whereas most

competition oil analysis programs focus heavily on a means to extend oil change
intervals. Unless controls are in place, this practice can be extremely detrimental and
false economy as compared with compartment overhaul cost, oil is relatively cheap.
CONDITION MONITORING
Examples of condition monitoring activities are:
Inspection routines
Operator comments
Vibration Analysis
Onboard Monitoring Systems (VIMS)
SOS Fluids Analysis.
The SOS program is a part of an overall machine condition monitoring program. It

needs to be used in conjunction with other condition indicators. Some of these
condition monitoring activities are listed above. They will play a part in maximising
equipment life by making correct repair decisions at the right time, based on the
indications found.
Benefits of Condition Monitoring

The benefits of condition monitoring are:
Detect problems early so that minor problems can be repaired before they become
major failures.
Monitor “positives” as well as “negatives” so that money is not wasted on early oil
changes or by repairs to components which are not needed.
SOS program can contribute to shorter troubleshooting time because an SOS alert
allows the serviceman to go straight to the source of the problem.
Scheduling is improved because parts and labour can be scheduled prior to a
repair which is the result of an SOS trend.
Allows timeliness of scheduled maintenance to be monitored and collection of
machine usage information.
SOS can assist users to make fleet management decisions to be made as
condition of a compartment is known. This becomes important when user
operations have a defined end point as is it may be possible to delay a repair.
A complete SOS and compartment history will increase resale value of a machine
as this provides a proof of regular maintenance and determination of compartment
history.
Although there are a number of factors that equipment owners will consider
important, the SOS program will provide a benefit for two of the key factors:
– Low overall operating cost through minimal repair and maintenance cost.
– Maximum productivity from high mechanical availability.
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LIMITATIONS OF OIL SAMPLING

Will not predict fractures.
Less accurate when centrifugal filters are fitted.
Centrifugal filters are used on some engines. As the name suggests, they use
pressure oil by-passed from the main system, to cause the “filter canister” to rotate at
a very high speed. This results in a centrifuge type action where any solid matter
contained in the oil is flung to the outside of the canister where it collects and
solidifies.
WHERE CAN OIL SAMPLING BE APPLIED?

In any compartment which contains oil.
SOS can be applied to oil in any machine compartments such as in:

Engines
Transmissions
Hydraulic systems
Front wheels
Rear axle housings
In stationary petrol, gas or diesel engines
Manufacturing machinery
Power generation applications
Aircraft
Submarines.
THE SOS PROGRAM

The program includes analysis in three general areas.
Wear Metal Analysis
This is the analysis of the oil to identify the presence of small particles which are
normally generated in any oil washed compartment. These particles are small
enough to pass through a normal filter.
Oil Condition Analysis
This is intended to quantify the amount of oil deterioration through use.
Physical Analysis
Consists of the evaluation of physical factors which are detrimental to the oil.
APLTCL029

WEAR METAL ANALYSIS
Figure 37
The following elements are considered in the wear element analysis part of the
program:
Copper
Iron
Chromium
Lead
Aluminium
Silicon
Sodium
Molybdenum.
Measurement of the quantities of these elements present in the oil sample is

conducted on an ICP Spectrometer (ICP is Inductive Coupled Plasma Electron
Emission Spectrometer) (Figure 37).
The machine measures metal particles in oil up to a size of 8 microns and the results
are given in ppm (parts per million).
Interpretation of samples is an art and experienced interpreters with good historical

data provide the value to the program.
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Wear Combinations
Indicators Secondary Indicators Problem Areas
Sodium Silicon & Copper Cooling system
Silicon Iron & Chrome Dirt ingestion
Lead Iron & Copper Bearing distress
Iron Chrome & Aluminium Piston, rings & liners
Table 10 - Wear Combination
The table above gives an indication of how wear element data is used.
Iron, Chromium and Molybdenum are contained in steel.
Certain steel components contain Chromium or Molybdenum, or both. Others do
not.
Silicon is always present in dirt.
Engine bearings contain a protective layer of Lead/Tin alloy to allow the bearings
to bed in.
Pistons are made from aluminium. Thrust washers in certain compartments are
made of bronze and therefore contain copper.
The interpreter will watch for trends of results, over a number of samples rather than
focus on the result of one specific sample.
How Big is a Micron?
Figure 38
An 8 micron particle is relatively very small. This picture tries to give an indication of
the size of an 8 micron particle.
Wear in a compartment will produce many different particle sizes however and many
will be produced which are small enough to remain in the oil. The larger ones are often
removed by filters or screens.
APLTCL029

OIL CONDITION ANALYSIS
Figure 39
The oil sample is analysed on a FT-IR analyser to determine oil condition (FT-IR is
Fourier Transformed Infrared Analyser).
The FT-IR process sends a beam of light through a film of used oil and compares the
light transmitted at certain wavelengths to the same oil when new. This allows for
measurement of the relative quantity of the following products in the oil:
Soot
Sulphur
Oxidation
Nitration.
The results are quoted in percentages and Caterpillar has developed percentage
limits for an acceptable sample.
FT-IR analysis requires that a reference oil be submitted by the user as new oils vary.
Excessive amounts of the products mentioned above in the oil are detrimental as they
cause wear to take place more rapidly than normal. Quantities of all of these products
will be present in used diesel engine oil. Oxidation products can occur in any
compartment. Soot, Nitration and Sulphur only occur in engines.
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The following table gives an indication of some of the causes and potential problems
resulting from oil deterioration.
Problem Potential Cause
Unburned fuel;
Not enough air or too much fuel;
Soot
Accelerated wear, especially iron;
Makes oil thick and decreases lubricity.
sulphur Contaminant in fuel forms acid with H2O.
A chemical change to oil;

Makes oil thick and decreases lubricity;
Oxidation
Temperature increases the oxidation rate;
Indicator of cooling system problems.
Similar to oxidation;
Nitration
Indicator of degradation.
Table 11 - Infrared Analysis
PHYSICAL ANALYSIS
Figure 40
Chemical and physical testing can include the following characteristics:

Water
Fuel
Particle count
Particle quantifier
Filtergram
Viscosity.
Water can find it’s way into the oil through oil coolers and water pump seals. Water
causes the oil to emulsify and resultant dramatic loss of lubrication ability.
Fuel finds its way into engine oil through leaking fuel pump seals and results in dilution
hence loss of viscosity. Viscosity is a measure of the oil thickness and is used to
determine whether the oil is too thick or too thin.
Particle count, quantifier and filtergram are used to analyse harmful debris.
APLTCL029

Sputter Test - Water
Figure 41 - Sputter Test - Water
The sputter test involves the placing of a drop of oil on a hotplate that is heated and
maintained at an exact temperature. If water is present, the oil will bubble and sputter.
By comparing the amount of bubbling and sputtering with laboratory control samples,
the laboratory technician can determine the amount of water present within 0.1%.
Any amount of water greater than 0.5% is considered excessive and results in an
alert.
Seta-Flash - Fuel Dilution
Figure 42
Seta-Flash test is used to determine if the oil contains fuel (fuel dilution).
The oil is heated to a prescribed temperature in a closed cup and then subjected to a
flame. Fuel vapours driven off by the heat will flash if the dilution exceeds 4%, and an
alert will be given.
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Particle Counter
Figure 43
This picture shows the Hyac Royco particle counter as used by Westrac and other
dealers.
The machine on the right consists of rollers to keep the particles in suspension
immediately prior to testing.
A measured quantity of oil (100 ml) is drawn into a syringe. All of the sample is pushed
through a laser beam. The computer counts the particles of different size ranges. This
machine looks at all physical particles, even ones that may not be damaging, including
water and air bubbles hence the need for the particle quantifier test.
Particle Quantifier
Figure 44
The particle quantifier gives an indication of the quantity of ferrous particles in the oil
sample. Non magnetic particles such as Silicon and copper are lost.
The machine uses magnetic resonance and gives a result in index number that is an
arbitrary number to allow comparison between samples.
Particle quantifying is good for compartments that generate a comparatively large

quantities of metal such a rear axle housings.
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Viscometer
Figure 45
The viscometer measures the resistance to flow of the oil. Units of measure are
centistokes and this is measured at specified temperature of either 40 o C or 100o C.
The measure of viscosity is the time taken for a specified amount of oil, at a specified
temperature, to flow through an orifice with a specified diameter.
Oil viscosity can get too low or too high in use. For example, high quantities of soot will
increase viscosity, fuel dilution will lower it.
Oil transfer between compartments can cause viscosity changes when the two oils
have different viscosity such as brake cooling oil and rear axle housing oil in Off
Highway trucks.
Filtergram
Figure 46
A filtergram is used for further analysis when a sample shows a high particle count.
The filtergram collects the particles from the oil and a microscope can the be used so
that the source can be determined.
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Figure 47 - “New” oil
When viewed under a microscope, even new oil contains particles as shown in the
picture above.
The picture below shows some silica (dirt) which are the round shaped particles and
some general debris
Figure 48 - Sand and shavings
The particles recovered on a filtergram are too big for the wear metal analysis part of
the SOS program. Microscopic examination can identify metal shavings, dirt, and the
colour of the metal particles can be used to determine the metal and therefore the
source.
ANALYSIS REPORTS
The SOS Report

There are two aspects of an SOS Report:
Short term
Long term (change out).
Normally, both types of reports are provided.
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Figure 49 - Short Term SOS Report
Figure 49 an example of the short term SOS report. There are comments
(interpretation) given for each current sample based on that analysis of that sample.
The result is either good or no good. There is no trend analysis.
The basic machine data at the top right hand side of the report is essential for the
success of the program and needs to be supplied with each sample and must be
accurate.
Figure 50
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Figure 50 contains the trending information used to manage the compartment and
potentially identify the optimum change out time. It can also indicate bad operating
practices that could be modified to reduce costs.
Evaluation and Reporting Codes

There are four code levels:
Evaluation Code A indicates that everything is normal - no action required.
Evaluation Code B means a minor problem exists and this will progress to a C
unless action is taken as soon as possible.
Evaluation Code C will normally recommend action which is more advanced than
B.
Evaluation Code X extremely urgent action required.
Definitions as Used in the SOS Program

Hours on Oil
Hours since oil was last changed
Machine Hours
Total machine hours including all hour meters.
Some confusion exists with hours on oil. It means the number of hours that the oil has
run in a compartment not the number of hours since the last sample.
Some compartments have oil analysis done each 250 machine hours but the oil is not
changed when the sample is taken.
APLTCL029

THE SOS PROCESS
Figure 51
The picture above shows a schematic of the overall process. A machine sample is
taken, analysed, and a report is produced and sent to the operator’s contact person.
Fax or phone are used for urgent and very urgent requirements for action and mail or
e-mail are used for normal results.
APLTCL029

APLTCL029

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Fuels and Lubricants

Published by Asia Pacific Learning

Version 3.2, 2003

Copyright © 2003 Caterpillar of Australia Pty Ltd Melbourne, Australia.

Learning & Development

© Caterpillar of Australia Pty Ltd 1

2 © Caterpillar of Australia Pty Ltd

KNOWLEDGE AND SKILLS ASSESSMENT

Learning Outcome 1: Describe the properties of Diesel Fuel.

© Caterpillar of Australia Pty Ltd 245

Learning Outcome 2: Describe the properties of lubricants.

246 © Caterpillar of Australia Pty Ltd

2.6. Gear oil

Learning Outcome 3: Explain the purpose of Scheduled Oil Sampling (SOS).

© Caterpillar of Australia Pty Ltd 247

3.9. Analysis Report

248 © Caterpillar of Australia Pty Ltd

TOPIC 1: Diesel Fuel

© Caterpillar of Australia Pty Ltd 7

TOPIC 3: Scheduled Oil Sampling

8 © Caterpillar of Australia Pty Ltd

FUNDAMENTALS OF DIESEL FUEL

Figure 1 - Ignition/Power Stroke. Injected diesel fuel

© Caterpillar of Australia Pty Ltd 9

Figure 2 - Fuel quality is not visually apparent.

Figure 3 - 1P7438 Beaker, 1P7408 Thermo-Hydrometer (29 to 41 API),

10 © Caterpillar of Australia Pty Ltd

SPECIFIC GRAVITIES AND DENSITIES OF FUEL

25 .9042 7.529 .903

26 .8984 7.481 .898

27 .8927 7.434 .892

28 .8871 7.387 .886

29 .8816 7.341 .881

30 .8762 7.296 .876

31 .8708 7.251 .870

32 .8654 7.206 .865

33 .8602 7.163 .860

34 .8550 7.119 .854

35 .8498 7.076 .849

36 .8448 7.034 .844

37 .8398 6.993 .839

38 .8348 6.951 .834

39 .8299 6.910 .829

40 .8251 6.870 .824

41 .8203 6.830 .820

42 .8155 6.790 .815

43 .8109 6.752 .810

44 .8063 6.713 .806

45 .8017 6.675 .801

46 .7972 6.637 .796

47 .7927 6.600 .792

48 .7883 6.563 .788

49 .7839 6.526 .783

© Caterpillar of Australia Pty Ltd 11

12 © Caterpillar of Australia Pty Ltd

Viscosity and Heavy Fuel

Steps to Overcome a High Cloud Point Temperature

© Caterpillar of Australia Pty Ltd 13

Steps to Overcome a High Pour Point Temperature

Steps to Overcome Effects of Water

14 © Caterpillar of Australia Pty Ltd

Figure 5 - Typical Water Separator

© Caterpillar of Australia Pty Ltd 15