Engine Oil - Section Overview

General Information
This section provides requirements and recommendations for selecting crankcase oils,
based on the appropriate Cummins Engineering Standard (CES) and viscosity grade, for
use in engines manufactured by Cummins Inc. This section also provides general
information on the function, properties, and contamination of engine oil. Please reference
your specific engine service literature for additional information.

Not following information located in a requirements section can affect the ability to claim
warranty. Information found in the recommendation sections are intended to provide
optimal engine protection.

Proper filtration and oil selection is critical to maintain engine health. Maintaining the correct
oil and filter change interval is a vital factor in preserving the integrity of an engine. Consult
the applicable Owners/Operation and Maintenance Manual for detailed instructions on
determining the oil change interval for your engine.

Functions of Engine Oil

The primary functions of engine oil include lubrication, wear control, cleaning, corrosion
protection, oxidation control, cooling, sealing, and hydraulic action. This procedure provides
additional information on these functions.

Lubrication

•The primary function of engine oil is to lubricate moving parts. The oil forms a protective
film between metal surfaces, preventing metal-to-metal contact and reducing friction and
heat. When the oil film is not sufficient, polishing, scuffing, galling, or seizing can occur.

Metal Wear Control

•Modern lubricants contain extreme pressure and anti-wear additives. At high-pressures,

these additives form a chemically bonded molecular film on the metal surfaces to prevent
direct contact and wear when a full oil film is not present.

Cleaning
•Detergents in oil act as cleaning agents in the engine. They help reduce sludge, varnish,
and oxidation buildup on the pistons, rings, valve stems, and seals; which could lead to
severe engine damage. Oil formulated with the optimal additives will hold contaminants in
suspension until they are removed by the oil filtration system or during an oil change.

Corrosion Protection and Acid Control

•Corrosion inhibiting additives provide a protective barrier, isolating metals to prevent
corrosion. Some metals like copper, bronze, and lead are susceptible to corrosion.
Corrosion can result in the removal of metal from engine parts which can lead to further
wear. Additionally, oils are formulated with acid neutralizing additives that counteract acids
formed by combustion and thermal degradation.

Oxidation Control

•Antioxidant additives prevent the oxidation of the petroleum base oil. Oxidation can lead to
the formation of acids, increased viscosity, and increased tendency to form deposits.

Cooling
•Lubricating oil functions as a heat transfer medium and helps cool internal engine
components that the primary cooling system can not. Heat is transferred to the oil through
contact with various components and is then transferred to the primary cooling system at
the oil cooler.

Sealing
•Oil acts as a seal filling the surfaces of the cylinder liner, piston, valve stem, and other
internal engine components.

Hydraulic Action
•Oil acts as a working hydraulic media within the engine. Examples of this are the use of oil
to operate engine brakes, Step Timing Control (STC) injector tappets, and Hydraulic Lash
Adjusters (HLA).
Engine Oil Classifications
Oil technology advances due to requirements from engine technology (example: hotter
combustion temperatures) or regulatory requirements (example: emissions regulations).
There are multiple groups globally that provide standards for oil classifications. Among
them are the following.

•American Petroleum Institute (API)

•Association des Constructours Européens d’Automobiles (ACEA)

•Japanese Automobile Manufacturers Association (JAMA)

The API oil category, or any international oil certification, is not sufficient by itself to select
the appropriate engine oil for a Cummins® engine. Oils should be selected that meet the
appropriate Cummins® Engineering Standard (CES). Table 1 below does provide a
comparison between CES and other oil regulatory classifications for reference only.

The API requires a set of lab and engine tests that each commercial oil candidate must
pass in order to meet the requirements for technology advances. API oil categories define
the tests and properties required for a specific oil technology. Examples are below.

•CI-4 category oils were released in 2002 and updated in 2004, coinciding with exhaust gas
recirculation technology, to improve soot control and shear stability.

•CJ-4 category oils were released in 2007, coinciding with emissions regulations and ultra
low sulfur diesel fuel, to improve compatibility with aftertreatment, wear control, piston
deposits, high temperature stability, and soot handling.

•CK-4 category oils were released in 2016, coinciding with higher engine temperatures, to
improve oxidation resistance, shear stability, and aeration control.

•FA-4 category oils were released in 2016, coinciding with greenhouse gas emission
regulations and higher engine temperatures, to improve oxidation resistance, shear stability,
and aeration control.

Other global regulatory groups such as the ACEA and JAMA may require additional or
different tests.
Table 1: CES Comparison to Other Oil Regulatory Classifications
CES Closest API Category Closest Internation Classification
Not Approved CG-4 ACEA E1
CES 14615 None None
CES 20074 None None
ACEA E2
CES 20075 CF-4
ACEA E3
CES 20071
ACEA E5
CES 20076 CH-4
JAMA DH-1
CES 20077
CES 20078
CI-4 ACEA E7
CES20088
ACEA E9
CES 20081 CJ-4
JAMA DH-2
CES 20085 None None
CES 20086 CK-4 None
CES 20087 FA-4 None

Determining Proper Engine Oil for Cummins® Engines

Oils are formulated specifically for different engine technologies. Factors such as fuel type
and aftertreatment will influence the type of oil that should be utilized in your engine.
It is critical to make sure the oil being utilized in your Cummins® engine meets the
performance requirements set by Cummins Inc. To be sure the proper oil is being utilized
for your engine, perform the following steps:
1.Identify the appropriate Cummins Engineering Standard (CES) for your engine. See the
Owners/Operation and Maintenance Manual, Section V - Maintenance Specifications, and
locate the approved CES in procedure 018-003 - Lubricating Oil Recommendations and
Specifications. Or for general recommendations, see the following procedures in this
manual.
  Use the following procedure for diesel engines. Refer to Procedure 378-005 in
Section 4.
 Use the following procedure for gas engines. Refer to Procedure 378-006 in Section
4.
2.Identify the appropriate viscosity grade for your engine. See the Owners/Operation and
Maintenance Manual, Section V - Maintenance Specifications, and locate the approved
viscosity grade in procedure 018-003 - Lubricating Oil Recommendations and
Specifications.
3.Identify an oil that meets the correct CES and viscosity grade for your engine. A list of oils
that meet the appropriate CES for your engine can be obtained from your local Cummins®
distributor or can be found on QuickServe Online at:
◦ Do not use an oil that is not registered with the appropriate CES in a Cummins®
engine.
Engine oil packaging should contain information on the viscosity grade and CES
certification. The CES should be clearly marked with other manufacturer’s certifications. For
American Petroleum Institute (API)-approved oils, for example, viscosity grade information
can be found in a round service symbol called a “donut”. See Figure 1.

Figure 1: API “Donut” Found on Commercial Oil Containers

1.The upper half of the symbol carries the API oil category (e.g. CK-4) The “C” stands for
commercial, but implies use in diesel or natural gas engines. The “K” represents the
category as it increases through time. The new fuel economy category (e.g. FA-4) will
replace the “C” with an “F”.
2.The lower half describes whether the oil has demonstrated energy-conserving or fuel
economy properties compared to a reference oil.
3.The center provides the oil viscosity (e.g. 15W-40).

Diesel Engine Oil Requirements

Many factors affect the type of engine oil that must be utilized for an engine, such as the
use of aftertreatment, exhaust gas recirculation (EGR), and fuel quality.
Multiple oil categories can be allowed for the same diesel engine, however shortened oil
drain intervals can be required. Diesel engines equipped with aftertreatment systems
require oils with lower sulfated ash content.
Global fuel quality plays a significant role in selecting the appropriate oil. For locations with
fuel sulfur > 15 ppm and not using aftertreatment, do not use oil meeting Cummins®
Engineering Standard (CES) 20081, CES 20086, CES 20087, as the starting total base
number (TBN) is typically lower and will require reduced oil drain intervals. For fuel sulfur >
15 ppm CES 20078 is recommended.

Global CES Oil Recommendation Based on Engine/Aftertreatment Configuration

Without EGR or With EGR, With
CES
Aftertreatment Without Aftertreatment Aftertreatment
Not Approved Not permitted Not permitted Not permitted
CES 20075 Not permitted Not permitted Not permitted
CES 20071
Reduced Oil
CES 20076 Permitted Not permitted
Drain Interval
CES 20077
CES 20078 Recommended Recommended Not permitted
CES 200882 Not permitted Not permitted Not permitted
CES 20081 Permitted1 Permitted1 Permitted1
CES 20086 Recommended1 Recommended1 Recommended1
CES 200872 Not Permitted Not Permitted Not Permitted
1. Ultra-Low Sulfur Diesel (ULSD) is required
2. Reference the Owners/Operation and Maintenance Manual for further information
on engines approved to this CES standard
Utilize Table 1 to determine what CES approved oil to use for diesel engines.

Natural Gas and Liquified Petroleum Gas Engine Oil Requirements

Utilize Table 1 to determine what Cummins® Engineering Standard (CES) oil your engine
requires.

Engine Oil Viscosity Grades

Viscosity is a measure of the resistance to flow oil. The viscosity characteristics of all fluids
are affected by temperature. Multigrade oil (e.g. 15W-40) viscosities tend to be less
sensitive to temperature changes than monograde oil (e.g. SAE 40) because of the addition
of viscosity improvers in their formulation. A correctly formulated multigrade oil not only
protects the engine at startup, but also throughout the life of the engine.

The selection of oil of the correct viscosity is extremely important for optimum performance
and for maximum engine life. If the oil is too viscous, engine drag is increased with the
following effects:
•Engine is difficult to start.
•Engine power output is reduced.
•Engine cooling is reduced.
•Internal wear is increased.
•Engine parts run hotter.
•Fuel consumption is increased.

If the oil viscosity is too low, the engine experiences:

•Increased wear from metal-to-metal contact.
•Increased oil consumption and leakage.
•Increased engine noise.

A specific viscosity advertised (e.g. SAE 15W-40) on a product is a viscosity designation

only. This designation alone does not imply that the product meets the Cummins Inc.
requirements above.

Some oil suppliers might claim significant fuel economy improvements with lower viscosity
oils. Make sure that the oil’s viscosity grade is permitted in your Owners manual and the oil
is registered to a Cummins Engineering Standard recommended for your engine.
Otherwise, obtain the oil supplier's commitment that they will assume warranty liability, or do
not use the oil.

Viscosity Recommendations
General recommendations for oil viscosity grade versus ambient temperature can be found
in Figure 1.

Not all viscosity grades are approved for use in all Cummins® engines. Reference the
engine specific Owners/Operations and Maintenance Manual for approved viscosity grades
and specific recommendations for operating in cold ambient temperatures.
NOTE: For ISX15 and QSX15 dual overhead camshaft engines, 15w-40 viscosity grade is
required.

Figure 1: Recommended SAE Oil Viscosity Grades vs Ambient Temperatures

Engine Oil Composition

Commercial oil is composed of two main components, a base oil and an additive package.

Engine oil is mostly composed of a base oil (often taken from petroleum, synthetic, or
reclaimed sources) that varies in quality and ability to perform the intended functions. Oil
additives including viscosity modifiers, antioxidants, detergents/dispersants, corrosion
inhibitors, and anti-wear agents are added to the base oil to provide increased engine
protection

Base Oils
Base oil (~70 to 95 percent weight) is the main component of commercial oil, which can be
created in the following ways.
•Refined from petroleum (conventional, known as Group I and Group II),
•More heavily refined from petroleum and further chemically-treated (marketed as
synthetic, Group III)
•Man-made in a factory from chemical feedstocks (fully synthetic, Group IV and
Group V).

For instance, Cummins Engineering Standard (CES) 20081 registered oils usually
have the following base oils.
•15W-40 (Group II)
•10W-30 (Group II or Groups II and III)
•5W-30 or 5W-40 (Groups III and IV or Group IV)
The base oil provides initial lubrication beside the additive package. Base oil also has an
ability to resist thermal breakdown based on its quality, with synthetic oils usually being
most thermally stable.

Oil Additives
Lubricating oil is formulated with additives (~5 to 30 percent weight) designed to perform
specific functions throughout its useful life. The additives used are more important to overall
engine performance than the base oil itself. Without additives, even the highest quality base
oil will not be able to satisfy engine requirements. Additives include:
•Detergents or dispersants, which keep insoluble matter in suspension until the oil is
changed. These suspended materials are not removed by the oil filtration system.
Excessively long oil drain intervals can result in deposit formation in the engine.
•Inhibitors that maintain the stability of the oil, prevent acids from attacking metal surfaces
and prevent rust formation when the engine is not in operation.
•Other lubricating oil additives assist the oil in lubricating highly loaded areas of the engine
(such as valves and the injector train), prevent scuffing and seizing, control foaming, and
prevent air retention in the oil.

Engine Oil Intervals

Oil degradation occurs in all engines at varying rates, regardless of design. Oil has
limitations on the amount of degradation it can withstand and still function as designed.
Cummins Inc. bases its oil drain specifications on duty cycle and rate of oil degradation.

Factors that influence the rate of degradation include:

•Duty Cycle
•Fuel type
◦Fuel Sulfur - Higher fuel sulfur increases the likelihood of premature oil degradation
and shortened oil drains can be required. For example, using fuel with sulfur levels
greater than 500 ppm can require a shortened oil drain interval.
◦Biodiesel - Higher biodiesel fuel can increase the likelihood of oil corrosion for
engines using certain aftertreatment systems.
•Environmental conditions.

Acceptable methods for determining lubricating oil change intervals can be found in the
Owners/Operation and Maintenance Manual.

Acceptable methods can include:

•Fixed Method (Mileage/Hours)
•Duty Cycle Method (Operating Conditions) - As fuel consumption rate increases, the rate of
oil degradation increases.

NOTE: Use of synthetic oils does not affect the published oil drain interval.

NOTE: Engine oil filters must be changed when the engine oil is changed.

Engine Oil Contamination

Throughout engine operation, a wide variety of contaminants are introduced into the
lubricating oil.

Combustion By-Products
•Exhaust gases, also known as blowby gases, leak past the piston rings, valve guides, and
turbocharger seals into the crankcase. These gases contain particulate matter, water, acids,
partially burned fuels, and precursors to deposits, which cause oil contamination. Higher
sulfur fuels can lead to earlier oil degradation.

Acids, Varnish, and Sludge

•As the lubricating oil comes in contact with hot engine components in the presence of air,
oxidation and decomposition occur, creating contaminants such as acids, varnish, and
sludge.

Abrasives or Environmental/Foreign Material

•Contaminants can enter the engine through the intake system, fuel, worn engine parts, and
inadequate service or maintenance practices. An example would be dust entry from an air
intake leak or collapsed air filter.

Fuel in Oil
•Fuel in oil can reduce oil viscosity and increase corrosion in oil especially if biodiesel is
present. Fuel dilution of oil can be caused by excessive engine idling, stop-and-go
operation, and excessive short trips where engine oil does not reach operating temperature.

Coolant in Oil
•Coolant in oil is generally associated with engine malfunction.

Soot
•Soot is caused by retarded injection timing or poor injection performance, causing burning
fuel to mix with oil on the cylinder liner(s). Excessive soot in oil can cause abnormal valve,
injector train, and power cylinder wear.
Engine Oil Sampling
As oil circulates in an engine during normal operation, wear metals and contaminants
should accumulate at a steady rate. The amount of contaminants in the oil at the time of
sampling generally depends on the length of time since the last oil change. To detect
changes in the wear pattern of an engine, the hours the oil has run must be recorded when
collecting the oil sample.

Information to provide with each sample is listed below.

•Engine model/serial number
•Miles/hours of oil use
•Miles/hours on engine since new or rebuild
•Oil used (brand name, performance category, and viscosity grade)
•Date sample was collected
•Engine application
•Amount of new oil added since previous oil change.

Information to track for assistance in investigating potential issues is listed below.

•Recent engine maintenance
•Analysis of new (unused) oil.

Oil analysis on new (unused) oil must be performed to establish a baseline. New (unused)
oil analysis samples must be taken each time the oil type or oil supplier is changed, or at a
minimum, twice a year. Samples must be taken from the bulk supply tanks to determine the
makeup of the oil and also from the engine to confirm that no contaminants are being
introduced by the storage or transfer system.

Make sure the sample is representative of the oil in the engine:

• Always collect oil in a clean, dry container.
•Collect a minimum of 118 ml [4 oz] of oil.
•Take the oil sample before adding any new oil to the engine.
•Bring the engine to operating temperature prior to sampling, if possible. This will
insure contaminant levels in the oil sample are representative.
•Successive samples must be taken in the same manner and from the same
location.

Two methods can be used to collect oil samples:

1.Obtain a sample during engine operation by using a pressurized oil sampling port or line
(preferred method).
2.Obtain a sample after engine is shut down by using a vacuum to draw oil out of the sump.
The sample must be obtained as soon as possible after stopping the engine so the oil is still
warm and settling has not occurred

WARNING
Some state and federal agencies have determined that used engine oil can be carcinogenic
and cause reproductive toxicity. Avoid inhalation of vapors, ingestion, and prolonged contact
with used engine oil. If not reused, dispose of in accordance with local environmental
regulations.

WARNING

To reduce the possibility of personal injury, avoid direct contact of hot oil with your skin.

To obtain an oil sample during engine operation, conduct the following.

1.With the engine off, install an oil sampling port or line that allows oil to be collected
before the oil is filtered, if possible. If a sampling line is installed, use the shortest line
possible.
2.Clean the outside of the valve by wiping with a clean, dry rag.
3.Idle the engine and bring to operating temperature.
4.Purge the sample port or line by allowing a small amount of oil to flow through the
valve then discard the purged oil. Purge the entire volume of the sample line and
discard or return the oil to the sump through the oil fill tube.
5.Collect the sample into a clean, dry, bottle from the oil stream being pumped by the
idling engine to be sure the sample represents the actual homogeneous oil mixture
that is flowing through the engine.

To obtain an oil sample from an engine that is shut down, conduct the following.

1.Use the oil level on the dipstick to determine the length of tube needed to obtain an oil
sample.
a.Hold a new, clean piece of tubing against the dipstick and mark, on the tube, the
location where the dipstick seats.
b.Cut the tubing so it reaches 25 to 50 mm (1 to 2 inches) below the oil level in the
pan.
2.Insert the sample tube into the dipstick tube so that the mark previously made on the tube
is aligned with the top of the opening for the dipstick tube.

3.Use a hand operated vacuum pump (Cummins Filtration™, Part Number CC2802) to
collect oil into a clean, dry, bottle.
NOTE: Do not allow the tube to draw oil from the bottom of the oil pan because excess
debris can be collected providing incorrect sampling results.

Engine Oil Analysis

Cummins Inc. recommends conducting oil analysis to assist with maintaining the health and
function of the engine.

Oil analysis is conducted for the following reasons.

•To monitor engine oil contaminant levels
•To identify system malfunctions such as faulty air filtration, coolant leaks, fuel dilution, or
increase in component wear.

Although oil analysis is beneficial in identifying early signs of wear and tear, there are some
limitations to what oil analysis can detect:
•Inability to detect large particles.
•Inability to identify rapidly developing malfunctions. To identify a potential problem, a
malfunction would have had to be in progress at the time the last oil sample was taken.
Some malfunctions progress so quickly that they will not be identified in oil analysis.

An international standard, ISO 17025, for testing and calibration laboratories, exists to
identify labs that produce valid results consistently, per accreditation body standards. Utilize
an analysis lab that meets ISO 17025 certification for the particular oil analysis tests being
conducted.

Table 1: Oil Analysis Parameters

Parameter, Unit Recommended Test Method
Total Base Number (TBN), American Society of Testing and Materials
mg KOH/G (ASTM) D4739
Total Acid Number (TAN),
ASTM D664
mg KOH/g
ASTM E2412*
Oil Health
Oxidation, abs/cm or
ASTM D7414*
Nitration, abs/cm ASTM E2412
Viscosity @ 100°C [212°F],
ASTM D445
cSt
Table 1: Oil Analysis Parameters
Parameter, Unit Recommended Test Method
Fuel Dilution, mass percent
ASTM D7593
fuel in oil
Percent Soot, mass percent
ASTM E1131**
soot in oil
Contamination Sodium - Na, ppm D5185
Potassium - K, ppm D5185
Silicon - Si, ppm D5185
Aluminum - Al, ppm D5185
Iron - Fe, ppm D5185
Lead - Pb, ppm D5185
Copper - Cu, ppm D5185
Wear Metals
Aluminum - Al, ppm D5185
Tin - Sn, ppm D5185
Chromium - Cr, ppm D5185

* Fourier transform infrared spectroscopy (FTIR) data can use either ASTM method but
should report whether trending or subtraction methods were used.
** Labs may report a value from E2412 (FTIR) calibrated to E1131.

Proper analysis of oil samples is important for maintaining successful engine life and
operation. Wear metals, oil contaminants, and oil properties that provide the most reliable
indicators to detect a potential problem can be found in Table 1.

Engine Oil Analysis Interpretation

Understanding the oil system is crucial to identifying when an oil sample is indicating a
problem. Large oil system capacity, use of Centinel™ oil replenishment systems, and use of
Eliminator™ or Centrifuge type filtration systems will result in overall lower contamination
levels, compared to an engine that has a standard sump capacity, no replenishment
system, and standard oil filters.

System capacity can be determined by knowing the volume of the oil required to touch the
high-level mark on the dipstick and the volume of any remote oil tanks on the machine in
which oil is continuously circulated. Oil sump capacities are listed in the Owners/Operation
and Maintenance Manual for all Cummins® engines. If the machine is equipped with an oil
reserve system with a reservoir remote from the engine oil sump, the reservoir volume must
be added to the engine sump volume to determine the total system capacity. This is only
true for remote tanks in which the oil is continuously circulated. The Centinel™ make-up
tank volume does not add to system capacity, since the engine oil is not continuously
circulated through this tank.

The addition of new oil will also decrease the amount of contamination in a particular
volume of oil. In all cases, oil consumption must be documented by the amount of oil added
prior to each service interval. Trending oil consumption is important, as any rising trend or
step change in oil consumption can indicate possible power cylinder wear, system leaks, or
other system malfunction.

One way to compensate for the differences in oil systems between units is to look at the
normal wear rates for each engine individually. This method establishes a baseline specific
to that particular engine. Provided the oil usage remains fairly constant and other systems
are functioning consistently, the trends in wear metals should remain consistent.

For example, setting up statistical flag limits based on a large group will normalize the data.
If an engine historically had very low rates of wear, but suddenly jumps to a higher wear rate
that is consistent with the average wear rate for the group of engines being analyzed, no
flag would be triggered. In comparison, looking at historical readings on a particular unit can
cause action to be taken at a lower contaminant level.

Cummins Inc. recommends that customers work directly with their oil analysis labs to
establish appropriate limits for their engines using statistical methods. As a guideline,
engines should be grouped in the following ways for statistical limit comparison.
•With Centinel™ and without Centinel™
•With Eliminator™ or Centrifuge type filtration and with standard filter configurations
•Common oil system capacities.

If all engines are grouped together regardless of oil systems, the engines with Centinel™,
Eliminator™/Centrifuge type filtration, and higher oil system capacities will experience a
higher degree of engine wear before the flag limit is reached.

NOTE: Tables 1 and 2 are to be used only as a reference, keeping in mind the items
mentioned above that will affect the concentration of contaminants in the oil.
Table 1: Lubricating Oil Analysis Limits
Oil Analysis Parameter Limit
For xW-40 - MIN: 12.5, MAX:
Viscosity change at 100°C [212°F] (American Society of 16.3
Testing and Materials (ASTM) D445) For xW-30 - MIN: 9.3, MAX:
12.5
Fuel Dilution 5 percent MAX
2.5 number MIN or equal to
Total base number (ASTM D4739)
total acid number
3000 parts per million (ppm) or
Water content (ASTM D6304)
0.3 percent MAX
Silicon (SI) 15 ppm increase over new oil
Sodium (Na) 20 ppm increase over new oil
Boron (B) 25 ppm increase over new oil
Potassium (K) 20 ppm increase over new oil
Table 2: Oil Contamination Guidelines for Soot
Midrange B and C All Other Engines
Cummins® Engineering Standard (CES)
Soot Limit Soot Limt
CES 20076, 20077, 20078, 20081, 20086,
3.0 percent MAX 5.0 percent MAX
20087, and 20088
CES 20075 1.5 percent MAX 1.5 percent MAX

For recommendations specific to diesel engines 19 liters and above, please see the Oil
Analysis Techniques for High Horsepower Diesel Engines, Bulletin 4022060.

The tables below are intended to serve as a guide for investigating oil analysis results.
Table 3 provides information related to instances of high wear metals or oil contaminants
from analysis results and potential sources of those contaminants. Table 4 provides
information related to combinations of wear metals and/or contaminants and associated
engine problems that can cause those results.
.

Table 3: Sources of Wear Metals or Contaminants

Aluminum Pistons (some applications), crankshaft and camshaft thrust bearings,

(AL) camshaft bushings, dirt, heat exchanger cooler brazing flux

Connecting rod and main bearings, turbocharger bearings, connecting rod

bushings, camshaft bushings, idler gear and accessory drive bushings and
Copper (Cu)
thrust washers, cam follower pins, rocker lever bushings, lube pump
bushings and thrust washers, copper brazed oil coolers

Unburned fuel in lubricating oil, injectors, or fuel pump can be source of

Fuel contamination. Engine operation, such as frequent starts, excessive idling,
and cold weather operation can also lead to fuel dilution.

Cylinder liner, pistons (some applications), gears, crankshaft, camshaft,

Iron (Fe)
camshaft follower rollers and shafts

Some applications: Rod and main bearings, turbocharger bearings,

Lead (Pb) camshaft bushings, idler gear and accessory drive bushings and thrust
washers, lube pump bushings and thrust washers

Potassium Element contained in some coolant additive packages, which indicates

(K) coolant contamination of oil, heat exchanger cooler brazing flux

Sand, dirt, silicon sealants and gasket materials, oil additives, cooling
Silicon (Si)
system inhibitor

Element contained in some coolant additive packages which indicates

Sodium (Na)
coolant contamination of oil, salt from detergent or road, oil additive

The property of a fluid measured at a certain temperature that resists the

Viscosity force to cause the fluid to flow. Viscosity can increase after thermal
degradation and can decrease with mechanical shear.

Total Acid
A measure of oil's acidity. New oil has a certain level, or starting TAN, due
Number
to the type and amount of additives.
(TAN)
Total Base A measure of the oil's ability to neutralize acid. New oil has a certain level in
Number the oil formula that is depleted over time due to contact with acid generated
(TBN) by blowby gases.

Combustion by-products in oil. Excessive soot can suggest issues with the
Soot
fuel system or combustion.

A generic measure of the breakdown of a lubricant due to age and

Oxidation exposure to high temperature. High oxidation numbers indicate oil is
beyond its useful life.

A generic indicator of excessive "blowby" and also indicates the presence

of nitric acid formed by nitric oxide, which is a combustion by-product when
Nitration
the engine operates too lean. Nitric acid can attack metal surfaces in the
engine and result in corrosive wear. Nitric acid can accelerate oil oxidation.

Table 4: Engine Problems That Result in Oil Analysis Flags

The best indicators of fuel dilution are an increased percentage of fuel

Fuel Dilution in the oil and a decrease in viscosity. In cases of high fuel dilution, the
oil can smell like fuel and the engine oil level may increase.

The best method to detect coolant contamination of oil is to look for

traces of elements, such as sodium and potassium, which are
contained in the coolant additive package. These elements can be
detected at very low levels, so they can serve as an early warning.
Sodium is occasionally found in lubricant additive packages;
therefore, it is important to compare the level of sodium with that
measured in the baseline (unused) oil sample and to be aware of the
coolant additive package formulation. A water content test is not a
Coolant
reliable indicator of a coolant leak because oil temperatures are
Contamination
generally higher than the boiling point of water, which allows the water
to boil out during normal engine operation, leaving only the elements
that make up the coolant additive package behind. Glycol tests can
also be inaccurate. Small amounts of glycol may not be measurable,
and high oil temperatures can break down glycol to a state where it
will not be detected. In addition to identifying the source of coolant
contamination, it is important to determine if progressive damage has
occurred. Coolant contamination of the lubricating oil can damage
 bearings and bushings.

Dirt is composed primarily of silica and alumina, so elevated levels of

silicon and aluminum in a 2-to-1 to 10-to-1 silicon-to-aluminum ratio
indicate dirt intrusion. In addition to identifying the source of dirt entry,
Dust Out it is important to determine if progressive damage has occurred. A
dust out can cause piston ring/cylinder liner wear, which can lead to
lubricating oil contamination or a breakdown of the lubricating oil
properties and bearing/bushing failures.

Increased levels of iron indicate cylinder liner wear. Additionally, wear

of the rings and/or liner can allow blowby gases to pass by the rings
and contaminate the oil. Elevated levels of soot, oxidation, and
Piston nitration, along with an increase in viscosity, can be observed.
Ring/Cylinder Liner Contamination of the oil will also increase total acid number and
Wear decrease total base number. In addition to identifying the source of
coolant contamination, it is important to determine if progressive
damage has occurred. Contaminated lubricating oil can damage
bearings and bushings.

Leaded bearings are made up primarily of lead and copper. An

increased level of both of these metals at the same time can indicate
a malfunction of a bearing and/or bushing. An increase of lead with no
increase in copper typically corresponds to a degradation of oil
Bearing/Bushing condition that results in attack of the top layer of the bearing. Some
Malfunction other indications of degraded oil can include increases in oxidation,
nitration, TAN, and/or a decrease in TBN.
Lead free bearings will show increases in elements such as copper,
bismuth, aluminum, and tin.

Last Modified: 13-Jan-2017