Análisis realizado por ANAC - TOTALENERGIES MARKETING AMERICAS S.A.S.

, diagnosis por Base de datos

verde
ANAC Referencias : WNJD TP01 ---1
Sus referencias :
Vehículo: TRANSPORTE PINEDA TP1
Órgano: Motor Diesel / MOTOR

Marca y modelo: CASA PELLAS,S.A / NI-NICARAGUA

Vehículo: . . . . . . . . ........

Órgano: ........ ........ Fecha del análisis: 11 agosto 2023

Aceite: Total Rubia Tir 7400 15W40

Fecha muestra 10-JUL-23

Muestra numero G834045
Tiempo de trabajo 156929 K
Intervalo de cambio 1120 K
Cantidades de aceite 0 Litros

Desgaste
Hierro ppm 69
Plomo ppm 4
Cobre ppm 5
Estaño ppm 2
Cromo ppm 4
Aluminio ppm 5
Níquel ppm <1

Contaminación
Si-Externo ppm 63
Carbono % 0.0
Agua % 0.07
Liq.refrig. OK
Carburante % OK

Aceite
B.N. mgKOH/g 10.4
Visc. 40°C mm2/s 97.7
Visc. 100°C mm2/s 12.8
Ind. Visco. 127

Aditivos
Calcio ppm 3904
Zinc ppm 1370
Fósforo ppm 1272
Magnesio ppm 15
Molibdeno ppm 52
Boro ppm 478
Sodio ppm 7
Litio ppm -
Bario ppm 0
Vanadio ppm 0

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Análisis realizado por ANAC - TOTALENERGIES MARKETING AMERICAS S.A.S., diagnosis por Base de datos

verde
ANAC Referencias : WNJD TP01 ---1
Sus referencias :
Vehículo: TRANSPORTE PINEDA TP1
Órgano: Motor Diesel / MOTOR

Marca y modelo: CASA PELLAS,S.A / NI-NICARAGUA

Vehículo: . . . . . . . . ........

Órgano: ........ ........ Fecha del análisis: 11 agosto 2023

Aceite: Total Rubia Tir 7400 15W40

Coeficiente de desgaste

4.0
3.0
2.0
1.0

1.27

Comentario
¿ Ha habido alguna intervención previa a esta muestra ?
Presencia anormal de Silicio: Polvo abrasivo ? Junta de culata ?
El cambio de aceite estaba justificado.

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 INTERPRETATION MANUAL
1/ Wear elements
The wear elements are the metals that are present in the mechanical parts of the engines or transmissions (manual or
automatic gear boxes, rear axles, final drives, hydraulic systems...). Those components will, even when perfectly
lubricated, always generate some wear elements. These very small metal particles (size < 5 microns) are kept in
suspension by the oil and are not retained by the possible presence of oil filters. The concentration of a certain metal is
an indication of the wear of the part that contains this metal. This concentration is measured as ppm (parts per million =
mg metal per kg oil). The "normal" concentration of the wear metals depends very much on the engine or transmission
type (concept), the operating conditions and the oil bath duration. ANAC uses specifically developed algorithms and a
database of over 7 million diagnoses to assess the wear behaviour of your engine or transmission.
For engines, wear elements are mainly coming from:
Iron: cylinder liners, shafts, piston rings, timing gears,...
Lead: connecting rod and crankshaft bearings (in combination with copper)
Copper: connecting rod and crankshaft bearings (in combination with lead), rocker bushings, turbo bearing, oil
cooler,...
Tin: bearings, bronze bushes,...
Chromium: piston rings, cylinder liners, valve lifters,...
Aluminium: pistons, bearings (in some engine types),...
Nickel: piston pin, crankshaft, camshaft, rockers, valves, hardened components,...
For transmissions, wear elements are mainly coming from:
Iron: gears, ball bearings, roller or needle bearings, axles, shift forks, hydraulic pumps,...
Lead: slip bearings, thrust bearings,...
Copper: synchronization rings, heat exchangers, valves, spacers, tubings,...
Tin: bearings, bronze inserts,...
Chromium: plungers, hydraulic valves,...
Aluminium: housings, shift forks, oils pumps, valve units,...
Nickel: ball, roller and needle bearings, hardened steel components,...

2/ Contamination elements
The established wear can often be explained by the presence of contamination elements. This contamination decreases
the oil lubricating properties and may increase wear.
In general, the origins of contamination elements are:
Silicon:
Silicon of external origin, often caused by dust entering the engine by a faulty air intake system, resulting into abrasive
wear mainly of cylinder liners, pistons and rings. For certain transmissions silicon can also be a result of a coolant leak
into the oil. (Si is present in cooling liquid). Silicon with transmissions is often caused by dust that enters via faulty or
badly positioned venting nipples, via leaky seals or oils seals working in contaminated surroundings. This often leads to
abrasive wear, mainly of gears and bearings. Silicon in new engines and transmissions is often caused by production
pollution and the use of liquid sealants.
Soot:
Only measured in diesel engines oils. This may be because of incomplete combustion often due to a malfunctioning
injection system, lack of oxygen (e.g. obstructed air filter). Heavily charged engines, nearly worn engines or a
malfunctioning turbocharger may also cause soot. Soot may cause engine wear and viscosity increase.
Water:
If not accompanied by cooling liquid and/or wear: condensation water in engines is often generated by stop & go traffic.
Frequent warming up and cooling down cycles with transmissions may cause condensation in the oil. Sucking up of
water may be caused by faulty or badly positioned venting nipples, via leaky seals or moist operating conditions. Water
may also be caused by high pressure cleaning of the concerned component.
Cooling liquid:
Internal leakage in the cooling system via cylinder head, engine block, gaskets, o-rings cylinder liners. There may also
be a leaky oil cooler or compressor.
Fuel:
Contamination by fuel (either diesel or gasoline). This can be caused by an internal fuel leak (e.g. via injection pump,
injectors or tubes). Cold running or stop & go service can also result in certain quantities of fuel in the oil. Fuel presence
can lead to engine oil viscosity decrease and may accelerate wear.

3/ Viscosity
The viscosity of the oil gives an indication of its fluidity. It should be in line with the viscosity grade (engines: SAE 10W-30,
15W-40 etc., transmissions: SAE 75W-90, 75W-80 etc) of the used oil, as stated on the technical sheet of the concerned
product. If the viscosity is too high (e.g. presence of soot, oxidation), it may increase both engine and transmission wear
and cause shifting problems. Too high viscosities may increase fuel consumption. A too low viscosity can lead to engine
damage as the lubrication performance of the oil will be affected.

4/ Diagnosis: Interpretation ( colour) of the analysis results

A doctor takes into account the personal data and history of his patient in order to be able to draw conclusions from a
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 INTERPRETATION MANUAL
blood analysis. In a similar way does ANAC take into account the nature of the component (diesel, petrol or gas engine,
manual and automatic gearbox, rear axle, final drive, hydraulic system,...) and the brand and type of the component. As
every engine type has its own "concept" and metallurgical composition, it is impossible to create Universal "limits" which
can be applied to all engines or transmission types. Therefore the ANAC database, which contains a history of over 4
million previously performed analyses, has statistically calculated references for every individual engine and
transmission type.
If the measured value of the element is acceptable compared to the references of that specific engine or transmission
type in the database, that component gets a "green" colour on the report. An orange or red colour of the element means a
slight or more serious deviation.
The colours of the individual analysis results lead to a general report colour which is either:
• Green : Good result
• Orange: Slight deviation
• Red : Serious deviation
• Red ! : Dangerous situation

5/ Comments
The ANAC- comments are based on an experience and customer feedback based database. These comments give
indications about possible causes, eventual oil analysis deviations and advise checks or repairs in order to reduce wear.

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