Introduction to Shell LubeAnalyst

UNDERSTANDING BASIC OIL ANALYSIS

Oil Analysis provides information on:

Fluid
Properties
Equipment
Condition
Contamination

Notes: There are 3 main areas about which oil analysis provides information. Shell LubeAnalyst focuses
on all 3. However, the ultimate output from Shell LubeAnalyst is centred around equipment condition &
remedial action when things are starting to go wrong.
Slide 3

EVALUATING FLUID ANALYSIS TEST DATA

Whats Needed:

Sampling Consistency and Regularity ensures that trending will be relevant

Proper test package selection provides the most revealing data to evaluate
Knowledge About the Equipment
Knowledge About the Fluid
Knowledge About the Tests Employed
Input and Feedback from the Operator/User

Notes: In order for a sample to be diagnosed efficiently, there is some fundamental information, which
needs to be known. We have covered the importance of proper sampling techniques. The proper test
package is extremely important. Why? Because the test package must match the criticality of the
machine. The more information the Laboratory Diagnostician knows about the equipment, oil, operating
conditions, etc, the better will be his diagnosis.
Slide 4

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The Basic tests Involved

Analysis

Appearance
ICP
Viscosity
Water
Blotter spot
Flash point
TAN
TBN
Millipore sludges
Particles counting
ISU
PQ
Ferrography
Slide 5

BASIC EXPLANATION OF COMMON TESTS: Appearance

What Is It?
Perhaps the simplest of all tests, but the appearance test can provide a number of
distinct clues about the oils conditions.
What Causes Changes?
Many New oils are "golden" coloured, clear and bright, and free from suspended
solids.
A hazy or cloudy appearance indicates water contamination. A milky appearance
indicates emulsified (mixed) water in large quantities. Gradual darkening of the
sample indicates oxidation of the oil (in conjunction with a strong smell).
Particles as small as 40 microns can be detected by the unaided eye.
Notes: Lets now look at some of the basic tests performed which can establish the condition of the oil:
Appearance is the first test usually performed by the laboratory & to a trained eye the appearance can
say a lot about the oils condition
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Appearance / Colour
Appearance: It is estimated visually: clear, cloudy, presence of sediments
Colour:

It is measured by optical comparison.

The interpretation is given by comparing with the fresh oil (colour 1.0
or 2.0). For instance, an oxidized oil will have a colour of 5.0 or 6.0.

Slide 7

BASIC EXPLANATION OF COMMON TESTS: Viscosity

What Is It?
Viscosity is a measure of oils resistance to flow at a particular temperature
Where Does It Come From?
1. Viscosity lowered by dilution with unburnt fuel
2. Viscosity lowered or increased by contamination with a lighter or heavier
grade of oil, respectively
3. Viscosity increased by the accumulation of soluble and semi-soluble products
of partial decomposition of oil and fuel, together with carbon, wear particles
and water
4. Contamination by other products, e.g. antifreeze in engine oils
Notes: Viscosity is the most important property of the oil. Oil of the correct viscosity will provide
optimum film strength in bearing clearance with minimum friction losses and leakage. Consequently the
viscosity test can be one of the most important tests; however, it is often not very useful on its own. This
is because there are numerous causes for the viscosity of oil to change for instance:
Viscosity can DECREASE due to:

Fuel Dilution

Refrigerant Dilution(if a re-fridge compressor)

Low viscosity oil has been added

Viscosity can INCREASE due to:

Oxidation

Water Ingress

Soot Build Up

Antifreeze (glycol)

High viscosity oil has been added

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Viscosity (oil thickness measurement) of new and used oils characterise the
lubricant as to its grade. Viscosity grades are listed as SAE or ISO.
ISO grades are specified at 40oC in centistokes (cSt) or mm2/s as +/- 10% of the
nominated value. For example ISO 46 has a viscosity range of 41.4 to 50.6 cSt (46
+/- 10%)
SAE grades are specified at 100oC. For example, SAE 40 grade oil has a viscosity
range of 12.5 to 16.3 cSt, with the next grade following on ie SAE 50 range is 16.3 to
21.4 cSt etc.

A set volume of lubricant to be tested is introduced by vacuum into specially

designed Houillon tubes.
After soaking at the required temperature, the oil is allowed to flow.
The time taken for the oil to pass indicated calibration points is automatically
measured and the time in seconds is multiplied by the calibration factor for the
appropriate tube to give the viscosity in cSt or mm2/s.
Slide 9

BASIC EXPLANATION OF COMMON TESTS: Water %

What Is It?
Water, either salt or fresh, may find its way into the sump.
Where Does It Come From?
Under "normal" operating conditions there should not be any appreciable amount of
water in the system oil. Water, which does enter, usually comes from condensation
or contamination/ improper storage and handling of lubricants or, in engines, from
cooling system leaks, seal failure or cylinder head gaskets.
Notes: Water ingress should be avoided at all costs as it can cause oxidation (blackening) of the oil,
additive depletion, acidity destruction, rust and scuffing.
Water is a harmful contaminant in many lube oil systems because of its potential to cause failure via a
number of mechanisms. Water will:

corrode unprotected metal surfaces and attack bearing substrates

cause instability of chemical additives in the lubricants

encourage the formation of emulsions

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alter the lubrication vapour pressure

There are many potential sources of water contamination in any system including:

leakage from oil coolers

condensation of atmospheric humidity

blow-by gases from diesel engine combustion spaces or past compressor ring packs

leakage at tank vents (especially those exposed to weather)

coolant jacket leaks through cracks, gaskets or seals

Slide 10

Water by crackle test

The "crackle" test indicates the presence of water.
The principle is to pull a small amount of sample on a hot plate and do a visual
determination. This technique is correlated to a reaction test called aquatest.

Slide 11

Water by Karl Fisher

The accurate measurement of water in lubricants is
critical.
In instances where the water content must be of a low
level such as in hydraulic systems and turbines, the
method used uses a method called Coulometric Karl
Fisher.
The method can detect water in the parts per million
(ppm) range and is accurate to +/- 0.5 ppm.
This method is used to standardise the FTIR Method for
water contents greater than 200 ppm (0.02%).
Water can be separated from the lubricant at normal
operating temperatures by the frictional heat of the
moving surfaces and if it is present in sufficient
quantities can lead to the water boiling off and causing
metal to metal contact in these lubricated areas which can lead to seizure of
bearings, pistons etc.
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BASIC EXPLANATION OF COMMON TESTS: Fuel Dilution

(Engine Oils Only)
What Is It?
The percentage of volatile components (presumably fuel) in the used oil.
What Causes It?
Leaking fuel lines, dribbling injectors, leaking transfer pump, defective spray patterns,
worn injector pump, worn rings.
Notes: Fuel is another contaminant that should be prevented from entering engine oils as it can cause
additive depletion, lowers the flash point, introducing sulphur into the oil which when mixed with water /
condensation sulphuric acid can be formed which is extremely corrosive. Fuel ingress can also reduce
the film strength & viscosity of the oil leading to film breakdown & eventual engine failure.
Slide 13

Flash point
It is only measured for diesel engine oils using a
"SETA FLASH" (closed cup).
The first test is made on a "go / no go" principle at
180C (190C for bigger diesel engines).
A more precise determination is made when the test
is positive.
A drop in the flash point value is indicative of a
significant fuel dilution.

Slide 14

BASIC EXPLANATION OF COMMON TESTS: Insolubles

Engine Oils Only
What Is It?
A measure of the "unburnt" products of fuel and oil, i.e. soot, fine solids such as silica
(dirt), core sand, rust, dust, wear particles, incompletely burnt lubricating oil.
What Causes It?
Carbon, amongst other items, is a by-product of combustion from all diesel engines.
Carbon will have a thickening effect on the oil, therefore it must be monitored to
ensure the level remains acceptable.
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Engine condition will affect the rate of carbon generation, e.g. poor combustion,
excessive blow-by.
Notes: Insolubles measure the element of unburnt products in the oil. High percentages of insolubles
will eventually effect the oils dispersancy ability
This test is really only applicable to diesel engine oils where the typical contamination levels far exceed
those of any other lubricant system.
High insoluble levels will cause:

increased oil viscosity

wear of bearings and running surfaces

blockage of oil ways and filters

fouling around the piston ring pack and piston top land
The dispersancy and detergency of the lubrication oil will be effected and this will quicken the tendency
for deposit build-up around the upper piston and piston ring pack.
Slide 15

BASIC EXPLANATION OF COMMON TESTS: Dispersency

What Is It?
The oil's ability to hold carbon (soot) in suspension.
What Affects It?
Additives, called dispersants, are added to engine oils to hold carbon in suspension they do this by enveloping the carbon molecules and thereby not allowing them to
join together and form sludge. The rate of depletion of these additives is related to
time and the rate of carbon generation by the engine, i.e. engine health, degree of
blow-by, fuel injection rates, etc.
Notes: The dispersency tests measures the oils ability to hold carbon (soot) in suspension. As we saw
in the previous slide insolubles can effect the dispersency ability of the oil
Slide 16

Blotter Spot
This test consists in measuring the opacity
of an oil spot. This spot is obtained by
depositing on a special filter paper a gouged
oil drop first heated and then dried.
I.C.: Contamination Index It represents the
concentration of insolubles (combustion
soots) expressed in percent.
M.D.: Dispersancy It is the residual ability
of the oil to disperse insolubles.
- M.D. = 0 The dispersion is poor. The
insolubles are all concentrated in the centre of the spot. The residues are flocculated.
- M.D. = 100 The dispersion is excellent. The distribution of the insolubles on the filter
paper is homogeneous.

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D.P. : Demerit points It is the result of the following calculation : D.P. = (100 - M.D.)
x I.C. It shows the overall condition of the spot since it combines at the same time the
contamination (I.C.) and the dispersancy (M.D.).
- D.P. = 0 or close Very low contamination and excellent dispersancy.
- D.P. approaching 100 or more Strong contamination and poor dispersancy.
Slide 17

BASIC EXPLANATION OF COMMON TESTS: Oxidation

What Is It?
A measure of the oxidation or nitration of engine or turbine oils.
What Causes It?
Extreme operating conditions, e.g. abnormally high temperature. Excessive
oxidation or nitration generally results in increased oil viscosity. High rates may
occur in engines fuelled with natural gas as combustion temperatures can be much
higher than in equivalent diesel engines.
Notes: Oxidation or blackening of the oil is often as a result of a machine running at abnormally high
temperatures. It generally results in a thickening of the oil.
Slide 18

BASIC EXPLANATION OF COMMON TESTS: Total Base Number

(TBN) Engine Oils Only
What Is It?
A measure of the oil's ability to neutralise acidic products of combustion, i.e. a
measure of the remaining functional additive reserve.
What Causes It?
Engine oils (specifically Diesel oils) contain detergent / dispersant additives. These
additives control oxidation, deposits, and the tendency of the oil to sludge. These
same additives will be "used up" as the oil neutralises the acidic by-products of
combustion, and consequently the TBN value will fall. Conversely the TBN will rise
when top-up oil is added. Higher Sulphur levels in fuel increase the acidity of byproducts. Low TBN may also be associated with poor combustion, excessive blowby, low oil make-up, or dilution with a low TBN oil.
Notes: The Total Base Number (TBN) is mainly applied to crankcase oils. The TBN level is a measure
of reserve alkalinity of an oil . Engine oils are equipped with additives that provide reserve alkalinity to
neutralise the acids generated during combustion. Put simply, the governing factor for the rate of decay
of TBN is the fuel sulphur level and the initial sump volume. The governing factor for the stable final TBN
level is the oil consumption rate and the fuel sulphur level.
Rapid TBN decrease is caused by:

low oil consumption

small sump volumes

high fuel sulphur levels

Low TBN reserves provide insufficient neutralisation capacity leading to corrosion of engine components
particularly around the piston ring pack, piston ring lands and top end bearing.
Slide 19
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TBN
Engine oil formulations generally will include additive, which impart a basic nature to
the oil. When analysed, this is known as the TOTAL BASE NUMBER (TBN) by test
method ASTM D2896 and is measured by the amount of acid it takes to neutralise
the base present in the oil.
The value is expressed in mgKOH/g, ie
milligrams of potassium hydroxide per
gram of oil that is equivalent to the
amount of acid needed to the react with
the base present. The TBN is included
in the formulation to counteract acid
formation due to oil oxidation and more
particularly the acids formed on
combustion of fuels.
The analysis for TBN is similar and
uses the same equipment as the
analysis for TAN
Slide 20

BASIC EXPLANATION OF COMMON TESTS: Total Acid Number

(TAN) (Hydraulic, Compressor, Turbine, and Air Conditioning Compressor
Oils, plus Transmission Fluids)
What Is It?
A measure of the acidity of a lubricant, which gives an indication of the deterioration
of oil in service due to oxidation. Increased acidity will contribute to component
corrosion.
What Causes It?
Oxidation of the oil will be accelerated by high temperature operation and high
exposure to oxygen through aeration, etc. The presence of wear metals, e.g. copper,
iron, etc. can increase the rate of oxidation.
In advanced stages of oxidation the oil will show an increase in viscosity.
Notes: Total Acid Number or TAN is the measure of both the weak organic and strong inorganic acids
present in oil. It is applicable to gearbox, gas turbine and hydraulic lubricants. TAN is not generally
associated with engine crankcase lubricants unless they are severely contaminated. The singular
exception to this may be crankcase lubricants for gas engines. In this instance, TBN can deplete very
rapidly and high operating temperatures can rapidly generate high levels of weak organic acids.
A rise in TAN is generally associated with oil oxidation due to time and or operating temperature. Trend
as well as absolute values should monitor TAN. Lubricants used in applications other than engines are
often slightly acidic for a number of reasons including improved water shedding ability. Some oils are
supplied with an initial high TAN number. This can drop with use, then slowly rise again as the effects
of ageing becomes apparent.
TAN increase is due to:

Oxidation producing polymers and weak organic acids

High TAN will cause:

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the formation of gums and lacquers on metal surfaces

associated with increased viscosity of pumping losses
a gradual speed up in the rate of TAN increase
system corrosion, particularly if water is present
Slide 21

TAN
Oil formulations generally will have some acidic properties. The acidity determination
is known as Total Acid Number (TAN) and is measured by the amount of base it
takes to neutralise the acid present in the oil. The value is expressed in mgKOH/g, ie
milligrams of potassium hydroxide per gram of oil that is needed to the react with the
acid present. Acid in systems can lead to corrosion products if left too long in the
system and is counteracted by adding anti-oxidants into the oils formulation at
manufacture which prevent the acid forming by being preferentially used up during
service. When the antioxidant has been consumed the TAN will start to rise.

Slide 22

WEAR METALS ANALYSIS

Guidelines for Wear Metals:
"Normal" wear metal levels may vary significantly between different types of
equipment and different applications.
The true value of oil analysis is in establishing a wear trend for each piece of
machinery, which will be specific to that item of machinery, its operating cycle, and its
operating environment.
Remember, the absolute value of wear metals will vary with:

oil drain intervals

oil top-up rate

Notes: So as we have seen different working environments can bring with them their own distinct
contaminants & remember the length of time the oil has been in service can also have an influence of
contamination levels. Recently changed oil cant always reflect a machines TRUE operation condition.
Why, because the majority of the contaminants were dumped when the oil was changed.
Slide 23
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ICP Inductively Coupled Plasma

The oil sample mixed with a solvent, to
thin the sample allowing it to be pumped,
is burnt in a plasma torch, which is
basically superheated gas (argon) at
approximately 10000oC. The light emitted
from the sample during burning is a
mixture of the light given off by each of
the metals present. This mixture of light is
separated into the individual metals and
the amount of light is equivalent to the
amount of metal present.
Each metal has a specific light
wavelength, which identifies it from other metals
Iron, Chromium, Copper, Lead, Tin and Aluminium are some of the usual wear
metals expected from compartment components
Sodium, Potassium and Silicon are typically contaminants metals from
environment or cooling system
Calcium, Magnesium, Zinc, Molybdenum and Phosphorus are typical of the
different additive metals found in lubricants
Slide 24

WEAR METAL ANALYSIS

WEAR PARTICLE ANALYSIS
Wear particle analysis techniques give information about:
Particle size and distribution
Concentration of particles (i.e. quantity)
The elements present and the concentration
What the particles look like (i.e. their morphology) and how hot they've been.
This information can be helpful in:
Forecasting wear-related problems before they lead to expensive failure
Quantifying contaminants and thereby identifying components where wear is
taking place.
Notes: By analysing the type of wear metal a lot of information can be gained as we can see on this
slide
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ORIGIN OF WEAR METALS ENGINE OILS

G U ID E L IN E S F O R T H E O R IG IN O F W E A R M E T A L S
E N G IN E O IL S
W EAR M ET ALS

P O T E N T IA L O R IG IN O F P A R T IC L E S

F e (Iro n )

C y lin d e r w a lls/lin e rs, c ra n k a n d c a m s h a f ts , v alv e g uid e s , ro c k e rs,

rin g s, b e a rin g s, g e a rs, sh a f ts .

P b (L e a d )

G e n e ra lly u s e d a s a n a llo y (B a b b it, C o p p e r-L e a d ) in b e a rin g s . B ig e n d a n d c ra n k s h a f t b e a rin g s, th ru s t w a sh e r s.

C u (C o p p e r)

U su a lly a llo y e d in th e f o rm of b ra ss , b ro n z e o r a s s in te r e d c o p p e rle a d . B ig -e n d a n d c ra n k s h a f t b e a rin g s , b u sh in g s, o il co o le rs a n d

c o o le r c o re tu b e s , o r c o p p e r-ty p e a n ti-se iz e c o m p o u n ds , th ru s t
w a s te r s. F u e l tra n sf e r p um p , g ov e rn o r b u s h in g s a n d w ris t p in
b u sh in g s.

C r (C h ro m ium )

C o m m o nly u s e d a s p la tin g m e tal- c h rom e -pla te d c y lin d e r lin e rs a n d

p isto n rin g s , v alv e s te m s . C h rom a te tre a te d c o o lin g sy s te m s.

S i (S ilic o n )

D irt. H ig hly a b ra siv e . S o u rc e s in clu d e in a d e q u a te ly filte re d a ir d u e

to c ra c k e d in d u c tio n p ip in g o r h o s e s, d e f e ctiv e o r in c o rre c tly fitte d
a ir filte rs a n d g a sk e ts . D irty o il fillin g o r s a m p lin g e q u ip m e n t.
In c o rre c tly fitte d o r m is sin g o il fille r c a p . In e ffe c tiv e re s e rv o ir
b re a th e r. M a y a ls o b e S ilic o n e -b a s e d g a sk e t/jo in in g m a te ria l. A lso
a n ti-f o a m a d d itiv e .

N a (S o d ium )

C o o la n t le a k a g e , w a te r o r u s in g th e sa m e c o n ta in e r f o r c o o la n t a s
f o r o il.

A l (A lu m inium )

P isto n s (sc u ffin g , s c o rin g o r b u rn in g ). A lu m iniu m b e a rin g s. A llo y

h o u s in g w e a r. In tu rb o -c h a rg e rs it c a n b e h o u sin g o r ro to r w e a r.
M a y a ls o b e a ss o c ia te d w ith h ig h S i le v els in th e f o rm o f cla y o r
s to n e d u st c o n ta m in a tio n .

S n (T in )

T o p b e a rin g o r slid e b e a rin g . C a m s h a f t b u s h in g s.

N B : U p p e r e n g in e w e a r is c h a ra c te rise d b y h ig h le v e ls o f F e , C r, A l, S i.
L o w e r e n g in e w e a r is c h a ra c te ris e d b y P b , S n , C u .

Notes: As we have mentioned before, the type of metal can indicate where the debris is coming from &
consequently the diagnostician can ascertain which parts/s of the machine is possibly wearing. This
slide shows wear metals sources associated with engines
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ORIGIN OF WEAR METALS TRANSMISSION & GEAR OILS

TRANSMISSIONS; FINAL DRIVES; DIFFERENTIALS
WEAR METAL

POTENTIAL ORIGIN OF PARTICLES

Iron

Gear teeth, splines, bearings, shafts.

Brake drums (wet brake transmission fluids)

Lead

Bearings

Copper

Bearings, thrust washers (final drive and diffs.)

Transmission discs
Powershift transmission
Steering clutch discs
Gear bushings in direct drive transmission
Oil tubes and pump bushings in track type
Tractor final drives

}
} transmission
}
}

Aluminium

Pump housing
}
Torque converter,
} transmission
impeller or turbine
}
Oil pump drive gear (Cat D8 final drives)
Dirt (see Silicon)

Silicon

Brake linings - transmissions.

Dirt - contamination from external sources (check condition of
breathers) or contamination through poor housekeeping. Increases
in levels of Si may be accompanied by increases in Al which is an
additional element in clay and stone dust.

Notes: This slide gives the wear metals sources associated with gearboxes.
Slide 27

ORIGIN OF WEAR METALS HYDRAULIC OILS

WEAR METAL
Iron

POTENTIAL ORIGIN OF PARTICLES

Pumps, valve s, oil reservoirs

Lead

Pump bearings, solder in coil coolers

Copper
Silicon

Pump bearings, oil return lines, oil coolers.

Dirt - highly abrasive. May come from:

Oil filling

Built-in dirt from construction

Breather in reservoir

Return line filter

Cylinder ram seals

Pump

Notes: This slide gives the wear metal sources associated with hydraulic systems

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Millipore Sludges
This method consists of filtering 100 ml of fluid through a membrane with a specified
pore size. There are different types of membranes and the porosity varies, depending
on the type of product.
0,8 m for hydraulic and turbine oils.
5 m Teflon for HF fluids (type C).
5 m for gear oils.

FILTRE

VIDE

The membrane filter (Millipore) is first dried and

weighed. After filtration, the membrane is dried and
weighed again. The difference in weight gives an
accurate indication of the weight of the sediments,
which remain on the membrane. According to the
standard, the result should be expressed in mg/100
ml but to make things easier and more practical, we
have chosen to give the result in mg/l. This gives an
indication of the overall contamination.

This method is very easy to implement but can be

tricky. The reproducibility of this measurement is more or less 20 %.
Slide 29

Particles Sizes Analysis

By passing a laser beam though a moving stream of the
lubricant, particles of the various sizes present will stop the
laser light getting to the sensor in proportion to the size of
each particle (that is the larger the particle the larger the
shadow and the less energy getting to the sensor and
vice versa). These shadows are counted and the sizes,
based on the above principle, are computed and reported
for predetermined size ranges that have been established
for cleanliness of lubricants.
Results can be presented utilising Aerospace Standards
(SAE AS 4059), ISO 4406, or any other standard
appropriate for determining oil cleanliness after calibration
to ISO11171.
Particle sizing is useful mainly in forced lubrication systems, where the cleanliness
can be controlled by filtration. Splash lubricated applications are not ideally suited
because the sample in all likelihood would not be representative and there generally
are no controllable means of reducing the particle count.
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Ferrography
This method is more complicated and consists
of observing the ferrogram with a microscope.
The particles are collected and organised on a
small plate, which is exposed to a rising
magnetic field.
This test is long (approximately 2 hours) and
has to be performed by specially trained
operators. It allows us to determine the different
wear processes taking place in a machine, by
studying the shape, the appearance, the size
and the colour of particles.
The ferrography is a high performance tool, which must be used when other analyses
show one or several anomalies. The result is always illustrated with pictures of the
particles we have found on the ferrogram.
Slide 31

OIL DEBRIS CAN TELL A LOT ABOUT A MACHINES WEAR

CHARACTERISTICS

Wear particles, Spheres & Chunks

Copper particles

Oxides and Crystals

Notes: The other tests conducted on used oil samples looks at the debris present in the oil. Debris can come from
varies areas within the machine but knowing what type of debris it is can indicate where possible wear is taking place
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Direct Reading Ferrography

In normal working conditions, each machine generates its own quantity of wear
particles and the distribution in size of all particles can be considered as constant. If
an anomaly occurs, there is an imbalance between the number of large particles (DL)
and the small ones (DS). This is the sign of a wear problem. It is important to note
that the limit between large and small particles is situated around 2 microns. The
direct reading ferrography (I.S.U. : Wear Severity Index) is a simple method to
monitor the evolution of the wear for a moderate cost.
The calculation is: (DL + DS) x (DL - DS) = I.S.U.
Quantity
Wear
of wear
severity

Slide 33

PQ Index

Large particles
indicate abnormal
wear and have
greater effect on
magnetic field.

Smaller ferrous
particles have lesser
effect on magnetic
field and are typical
of normal wear.

Particle Quality (PQ) measures the effect of the wear particles on a magnetic field.
When calibrated on known standards, index or relationship number can be produced

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and from this criteria for satisfactory, significant and severe wear can be determined
and reported as the PQ Index.
The effect of the particles on a magnetic field can be used to detect the type of wear.
Small fragments (<10 micron) would have the least effect on a magnetic field, while
larger chips (>35 micron) would have a larger effect increasing with chip size
increases.
Normal Wear:

Small wear particles due to typical welding/breaking cycle. (PQ

< 200)

Significant Wear:

Medium sized particles causing gouging of metal and resulting

in large than normal particles being generated. These in turn
become the cause of even larger particle generation. (PQ >
200 but < 600)

Severe Wear:

Large particle occurrence which may reflect presence of metal

particles due to fatigue fracture or pitting of the metal
components. This production of large metal chips can in turn
induce enough wear to cause further disintegration and rapid
onset of failure. (PQ > 600)
Slide 34

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Introduction to Shell LubeAnalyst

LUBICANTS CONTAMINATION CONTROL

CONTAMINATION

The centre for Hazardous Materials Research, Harvard, USA observed that oil does
not wear out. Oil maintains its integrity indefinitely and the only reason it ever needs
to be changed is contamination from internal or external sources. This
contamination causes 60% of friction wear and tear problems in lubricated
machines.

Internal external
60% of friction wear
Notes: As this slide demonstrates, contamination is the prime cause of Lubricants degradation.
Contamination comes from internal & external sources, as we shall see in the forthcoming slides.
Contamination is often defined as anything that pollutes, infects or has an undesirable affect on
something else.
Though contamination can exist in several states, they all have detrimental effects on lubrication &
machine surfaces in one way or another. Generally, oil contamination will modify the physical &
chemical properties of the lubricant & chemically attack & destroy machine surfaces
Slide 36

CONTAMINATION MUST BE CONTROLLED!!

Reasons for Equipment Problems

60%

22 %
S

Contamination

6%

12%

Abnormal Wear
Oil Degradation
Oil Properties

Note the majority of problems (60%) are due to contamination and poor filtration
Notes: 60% of machinery problems are related to contamination, so we & our customers must ensure
that we prevent contamination whenever possible. This can be achieved by improved housekeeping &
filtration.
Slide 37
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Introduction to Shell LubeAnalyst

CONTAMINATION SOURCES

Notes: This graph lists the sources of contamination. It helps to demonstrate the numerous forms of
contamination.
The built in contamination is created by the manufacturer of the equipment either at the time of
manufacture or shipping. However, manufacturers have managed to restrict this form of contamination
to a minimum.
Ingested contamination can be controlled to a large extent by the operator of the equipment & in most
cases can be reduced by adopting better maintenance practices. Emphasise again that oil life is
dependent on the effects of contamination.
Slide 38

Understanding the basic tests

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Introduction to Shell LubeAnalyst

LUBRICANTS STORAGE & HANDLING

Notes: Every day maintenance personnel in plants across the world fill or top-up systems with new
lubricants. Their intention is to positively impact the life and performance of the equipment. Yet,
unknowingly they often add, chemically depleted lubricants containing particulate, chemical and
moisture contamination. Poor in-plant storage often lies at the root of these occurrences.
Just like bearings, gears or valves, lubricants should be considered working components in mechanical
systems. Just as one would not install a dirty or damaged bearing on a piece of equipment using the
wrong tools, "damaged" lubricants should not be added to the machine. The first step toward achieving
proactive maintenance of your customers lubricants, and ultimately their equipment, begins with proper
in-plant storage and handling.
Lubricants are often contaminated before it enters the machine. It is our duty as a responsible oil
company to ensure our customers keep contamination to a minimum. The next few slides demonstrate
some of the fundamental storage & handling practices we should be encouraging our customers to
adopt.
Slide 39

PROPER LUBRICANTS STORAGE ROOM

Notes: We must of course assume that the product delivered to our customers is contamination free.
However, this could be a wrong assessment if the contractors we (Shell) employ, dont know how to
handle the product. Do they just drop drums on the ground from a lorry or do they use proper offloading
equipment. Similarly, can we guarantee that our contractors bulk oil tankers are as clean &
contamination free, as we would like them? It might be worth checking with your distribution colleagues
about the regulations they lay down regarding the transportation of packed & bulk lubricants.
Once the product has been delivered to the customers premises, here are some basic tips when storing
packed lubricants:

Pails & drums must be stored in a clean and dry location

Understanding the basic tests

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Introduction to Shell LubeAnalyst

Storage temperatures should remain moderate at all times

The storeroom should be properly ventilated. Lubricants in storage should be located away
from all types of industrial contamination including dust and humidity
Bungs must be kept tight at all times and drum covers should be used whenever drums are
stored in the upright position. Ideally, lubricants should be stored in the horizontal position (with
bungs at 3 and 9 o'clock positions). on proper storage racks allowing the containers to be
rotated and used on a first-in, first-out basis
Slide 40

LUBE STORAGE THINGS TO AVOID

Unsealed
Drum
Pumps

Outdoor
Storage
Pumps
without
Filters

Poor
HouseKeeping
Notes: Contamination can enter drums both sealed & unsealed. Try & avoid your customers adopting
these practices. Always ensure that lubricants are located away from ALL types of industrial
contamination including dust & humidity. Bungs should be kept tight at all times.
Slide 41

Understanding the basic tests

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Introduction to Shell LubeAnalyst

ENSURE CUSTOMERS STORE DRUMS CORRECTLY NOT

LIKE THIS!!

Notes: Drums are particularly vulnerable when stored outside. Do not allow this to happen (slide
picture). Always ensure that drums are stored on their side with the bungs at a quarter to three. This
will prevent water or condensation entering the drum because the bungs are covered with oil & therefore
preventing any form of contamination ingress. If lubricants must be stored outside try & minimise
exposure to adverse conditions. Shelter from rain, snow, direct sunlight & other similar elements.
Slide 42

Understanding the basic tests

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Introduction to Shell LubeAnalyst

OIL CANNS & TOP-UP CONTAINERS THINGS TO AVOID

Open Top-Up
Containers are
Contaminant
Magnets

Saving a half- empty

container by the
machine is not
recommended
(exposed)

This one is
unmarked and
without lid

New oil is
dispensed
in a dirty
Container

Notes: Similarly with smaller containers try & avoid these sorts of practice. When transferring lubricants
to portable containers, be sure to avoid the use of galvanised containers since the additive in the
lubricant may react with the zinc plating, forming metal soaps that clog small openings & orifices in
industrial machinery.
Slide 43

Understanding the basic tests

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Introduction to Shell LubeAnalyst

ENSURE GOOD QUALITY RE-FILLING EQUIPMENT IS USED

Transfer System
Pre-cleans the Oil

Combo Drum Dolly/Filter

Transfer Cart

High Quality
Reusable
Containers
(Shell Safe Containers)

Notes: Ensure proper containers are used when transporting lubricants from storage to machine. Oil
safe in particular is a company, which produces containers for this purpose. They can be supplied
branded in Shell colours. Here are just some of the customers comments about Oil safe products:
Easy to operate, less possibility of contamination, can be left out on the plant area."
"We...have reduced lube related failures from 32/year to 8/year in just two years."
"...I have reduced the oil refill time of gearboxes on packaging machinery from 1 hour to 10 minutes.
If you would like to know more then contact the Oil safe website:http://www.oilsafe.com/

Slide 44

CONTAMINATION MANAGEMENT SUMMARY

Ensure
All Containers & Storage Tanks are Clean & Inspected Regularly
All tank hatch Covers are Closed & Tank Tops are Clean
Drums are Stored Correctly (on their side, bungs a quarter to three)
All Pumps have filters
Dedicated Clean Containers are Used for Topping Up
All Vents, Breather Caps are kept clean & unrestricted
All Filters are Functioning Correctly & Replace if necessary
Notes: So lets summaries the main points. A quick tour around the oil storage & handling facilities will
highlight a few contamination problems. This opens the door to suggesting improved storage & handling
practices & thereby improving customer intimacy.
Slide 45

Understanding the basic tests

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