Limit values for lubricants

https://en.oelcheck.com/wiki/limit-values-for-lubricants/

Limit values provide an initial indication as to whether analysis results point to a problem. However, this
requires detailed knowledge of the application, the lubricant used and sometimes even the lubricant analysis
itself. Important aspects of oil analysis, such as wear or oil condition, also depend signifi cantly on the
duration of use. Due to different operating conditions and times, limit values are therefore often diffi cult to
defi ne. The trend line is helpful here, in that it makes a more detailed assessment possible. But one point is
crucial; the analytical results must always be evaluated in relation to each other. The mere consideration of
individual values can lead to considerable errors in judgement. Before a tribologist can evaluate the results of
an analysis, he needs a basis for his assessment. In addition to his own experience, he makes use of
absolute limit values, fresh oil reference values and the trend line for this. The adjoining sample spreadsheet
shows the extent to which the limit values, e.g. of elements in engine oils, can vary.
Table of contents

1. Where do limit values come from?

2. Absolute limit values vs trends
3. Trends – the tool of choice?
4. The solution from OELCHECK
5. Examples for limit values
1. Typical limit values for motor oils
2. Hydraulic oils and their typical limit values
3. Gear and industrial oils and their typical limit values
4. Interpreting the values
5. Related information
6.
Where do limit values come from?

Limit values are determined by the following groups, often with very different intentions:

 Component manufacturers
 OEMs
 Oil companies
 Standards, technical groups/organisations
 Laboratories

Manufacturers of components often defi ne limit values for individual parameters which affect the
performance or the service life of the component. For example, manufacturers of hydraulic components, such
as pumps and valves, give recommendations for oil cleanliness. In particular, specifications from OEMs
relating to warranty cases should be strictly adhered to. This is because OEMs also define limit values to
identify necessary repairs and maintenance, establish general conditions for safe operation, and assist in
evaluating oil analysis values. The limit values of oil companies usually relate to the condition of the oil.
These are used to judge the point at which additive degradation or ageing has progressed too far, and the oil
can no longer reliably fulfi l its tasks. This will guarantee that the oil still meets the necessary conditions of
use at the time of the oil change. Limit values and evaluation bases can also be standardised, as is the case,
for example, with ASTM. These values issued by specific organisations relate primarily to areas of
application and must be examined on a case-by-case basis for their applicability. The limit values used by the
OELCHECK laboratory are statistically determined and validated by experienced tribologists using historical
analytical data which has been collected in the company‘s own database for more than 25 years. Special
features such as oil and machine type, manufacturer and sampling point can also be included in the
assessment in order to obtain particularly reliable and specific limit values. This is because OELCHECK asks
for detailed information about every lubricant sample in its Sample Information Forms.

Absolute limit values provide quick and easy orientation (see Fig. 1). They are, for the most part, based on
statistical analyses of machines operated under comparable conditions. As long as these operating
conditions are in agreement, the limit values used are also applicable. Under differing conditions, such as
start-and-stop versus continuous operation, the absolute limit values lose their significance. For all statistics,
limit values must always be validated by experienced experts. If they are set too high, it may be that the
lubricant has changed significantly or that the machine has been damaged without this being noticed. If they
are too low (see Fig. 2), then the accumulating alarms are eventually ignored, because they occur regularly
and often without good reason. Then, when an actual problem does arise, no one will respond quickly
enough. Analytical results often show no ideal trend such as that shown in Fig. 1. Rather, the values (see
Fig. 3) vary within a certain range, so that several samples (at least 3-4) are needed to form a trend. Only
then is it possible to predict the range of values for the next result. It may also be the case that the same
values for similar machines but differing trends lead to different recommendations. If the jump in a wear value
is too large compared to the previous sample or in relation to the duration of use, an indication will appear in
the OELCHECK diagnosis, even if the result of the analysis is below the absolute limit. Particularly when
lubricants have been in use for a very long time, limit values can also be exceeded without the necessity of a
warning (see Fig. 4). If the increase is in line with the trend and with the expected range for the duration of
use, operation may continue without difficulty. The trend supplements the absolute limits by making more in-
depth interpretations possible. This improves the predictive quality, and emerging problems are detected
even earlier. This is because the trend only takes previous analysis values from the same machine into
account, and so specific application conditions can best be considered. It works the same way with the
doctor. He compares the results of a blood analysis with their general limit values in relation to the patient‘s
personal attributes and life circumstances. The patient‘s medical history, i.e. the trend, is then used for the
final assessment.

Trends – the tool of choice?

 Trends are not always necessary for assessing analytical values. This is partly because enough previous
sample data must be available, and you have to start somewhere. On the other hand, there are also
parameters that can be comprehensively assessed with absolute limit values. Included among these are:

 Increased water content – can cause corrosion and/or cavitation, different saturation limits for the different oil
types.
 Oil impurities – can lead to increased wear and affect the operation of hydraulic systems, for example.
 Elevated silicon levels – can cause abrasive wear. When assessing silicon content, consideration must also
be given to the use of silicon as an anti-foam additive.
 Breakdown voltage – is examined, for example, for transformer and insulating oils.

The decision as to whether absolute limit values are sufficient as a basis for decision-making also depends
on the situation. If an oil sample is taken at each oil change in order to detect necessary repair measures or
emerging problems, often an assessment based on the absolute limit values is sufficient. If oil change
intervals are to be optimised, the trends must always be considered when analyzing results that are
dependent on the duration of use. However, even trends are not always reliable. This is due to the fact that
the location of the sampling point and the way in which the sampling is performed can have a significant
effect on the results of the analysis. Therefore, samples for trend analysis should always be taken in the
same place, using the same method. Changes to the conditions of use or maintenance can also affect the
trends.

The solution from OELCHECK

OELCHECK combines absolute limit values and trends in the evaluation of all analytical results. Our
experienced tribologists rely on our in-house software SampleRating for sample diagnostics. The software
displays limit values, trend curves, diagrams, photos and all the information from the information form
pertaining to the current sample and machine at a glance. Each individual value is colour coded on the basis
of often very specifi c limit values which have been validated multiple times. Our experienced tribologists can
access data from the more than three million samples we have analysed, 200,000 machine-specific limit
value tables and more than 10,000 fresh oil references. In this way, OELCHECK combines all the information
and advantages of the various assessment methods in order to make a precise diagnosis.

OELCHECK laboratory reports do not include limit values; this is for the purpose of preventing
misinterpretations, because values should never be considered individually, but always in conjunction with
the other analytical values, the application and the lubricant used. Even a doctor does not simply hand the
results of a blood test over to his patient. With their extensive expertise in the fields of mechanical
engineering and chemistry, OELCHECK tribologists always assess the status of both the machine and the
oil, taking all analysed values into account.
Examples for limit values
Determination of the AN or NN with comparable methods Unit mg KOH/g

AN NZ AN, NZ AN, NZ
Used oil type,
ASTM D664, DIN 51558, Thermo- Chemo-
different operating hours
DIN EN 12634 ASTM D974 metry metry

Mineral oil-based gas engine 1.78 1.60 1.71 1.69

Synthetic gas engine oil (PAO) 1.98 1.97 1.98 2.00

HC basis gas engine oil 2.96 2.88 2.92 2.78

HC basis gas engine oil 2.53 2.54 2.46 2.67

Mineral oil-based gas engine oil 2.75 2.78 2.61 2.87

Ester-based gas engine oil 3.35 3.24 3.44 3.10

MO organic gear oil (PAO ester) 3.02 2.99 3.06 2.74

MO organic gear oil (PAO) 2.68 2.76 2.63 2.82

Transmission oil (PAO) with S-P 1.91 1.86 1.90 1.88

additives

Gear oil (minimal) S-P additives 1.39 1.36 1.39 1.42

Gear oil (minimal) S-P additives 0.98 1.00 1.03 1.08

HVLP type hydraulic oil (minimal) 0.16 0.17 0.15 0.17

 HEES type bio-oil (full ester) 0.82 0.80 0.86 0.83

HL type hydraulic oil (minimal) 0.11 0.13 0.10 0.11

HVLPD type hydraulic oil (minimal) 0.53 0.66 0.62 0.58

HLPD type hydraulic oil (minimal) 1.47 1.27 1.38 1.33

Comparability pursuant to DIN/ASTM 14.1% 15%

Determination of the BN (base number) with comparable methods Unit: mg KOH/g

BN
Used oil type, BN BN
ISO 3771,
different operating hours Thermometry Chemometry
ASTM D4739

Synthetic gas engine oil (PAO) 8.94 9.11 9.03

Synthetic gas engine oil (PAO, ester) 3.01 3.01 3.20

Synthetic gas engine oil (PAO, ester) 1.53 1.51 1.53

Biogas engine oil (HC synthesis) 2.65 2.45 2.70

Diesel engine oil (partially synthetic) 7.46 7.18 7.44

Diesel engine oil (Low SAPPS) 7.17 6.99 7.01

Diesel engine oil (synthetic) 7.00 6.83 6.87

Petrol engine oil (synthetic) 5.66 5.45 5.60

Limit values for diesel engines

Typical limit values for motor oils

Origin of the element in the motor oil

Element Petrol / Diesel engine Gas engine
specimen

mobile stationary stationary

Wear elements

Iron Fe 80 – 180 15 – 30 Cylinder block, cylinder head,

timing wheels and timing chains,
valves, valve tappets and guides,
crankshaft, camshaft, rocker arm
shaft, piston pins, roller bearings
(with chromium), oil pump. Rare:
residues of ferrocene,
a fuel additive for soot reduction.
Distinguishing between corrosion
and wear based on the PQ index.

Chromium Cr 4 – 28 5 – 10 Piston rings, crankshaft bearings,

piston pins, exhaust valves,
gaskets, guide bushes, chrome-
plated parts and gearwheels. Fe,
Al and Cr are usually found in
combination with Si in engines,
because dust causes the most
piston (Al), piston ring (Cr) and
cylinder (Fe) wear.

Tin Sn 12 – 24 5 – 10 Often together with lead (Babbitt

bearings) or copper. Running
surfaces of connecting-rod
bearings, rocker arm shaft and
piston pin bearings, solder
(consisting of lead and tin) in
soldered radiator joints;
constituent of some synthetic
base oils, additives in flame-
resistant fluids.
Aluminium Al 12 – 55 5 – 20 Primarily from pistons, oil pump
housings, oil coolers, torque
converter parts, turbocharger,
guide bushes, plain bearings,
cylinder blocks of all-aluminium
engines (together with silicon) and
dust containing bauxite
(aluminium oxide).

Nickel Ni 1–5 Alloy constituent of exhaust

valves, valve guides,
turbochargers, high-strength
gearwheels, and turbine blades.
Instead of being galvanised or
chrome plated, parts such as filter
components may be nickel plated.
Constituent of heavy oil (together
with vanadium).

Copper Cu 25 – 60 10 – 25 Main constituent of brass and

bronze. As wear metal from oil
pumps, connecting-rod bearings,
piston pin bearings, rocker arm
shaft bearings, bronze worm
gears, and sintered brake and
clutch discs. Resulting from the
corrosion of oil coolers, piping,
and seals.

Lead Pb 10 – 30 10 – 20 Usually in combination with tin

and/or copper. Connecting-rod
bearings, nearly all running
surfaces of plain bearings, and
soldered joints in combination with
tin.

Molybdenum Mo 4 – 20 15 Contained in transmission

Up to 500 in fresh oil
synchroniser rings, piston rings,
and heat-resistant steels.
Component of an antioxidant and
friction modifier additive package
in modern synthetic multigrade
oils and PD gear oils; rarely as
MoS2 oil additives.

Contaminants
Silicon Si 15 – 30 15 – 30 / Dust in intake air, antifoam
Up to 15 in fresh oil 200 – additive in motor oil, worn seals
300* containing silicone, residues of
parting agents and silicone
greases (also in oil sampling
syringes), worn aluminium alloys
(all-aluminium engines).

Potassium K 2 - 30 5 - 10 Additive in aqueous media such

as glycol antifreeze or cooling
water. Mineral salt in road salt or
tap water.

Sodium Na 5 – 30 20 – 30 Additive in glycol antifreeze or

Up to 800 in fresh oil
cooling water. Road salt, tap
water or wastewater, salty air.
Additive components in some
motor oils as a substitute for
calcium or magnesium
compounds. Thickener in
lubricating greases.

Lithium Li 2 – 10 Constituent of multipurpose

greases (thickener). Indication of
contamination by grease or
assembly pastes.

Antimony Sb 1–3 10 Present in some lubricating

greases as an EP additive in the
form of antimony oxide; in
connection with lead or tin in
bearing alloys of plain bearings.

Silver Ag 1–3 Silver-plated running surfaces of

highly loaded plain bearings, such
as in locomotive engines; silver
solder residues. Silver is attacked
by additive systems containing
zinc.

Contaminants

Tungsten W 1–3 Rare in engine construction; alloy

constituent for increasing
hardness and corrosion
resistance.
Titanium Ti 1–3 Oil level indicator (float). Alloy
constituent in springs and valves.
From ceramic components. As
white titanium oxide in plastics
and paints. Marker additive in
motor oils.

Vanadium V 1–3 As a constituent of chrome-

vanadium steel alloys in valves
and valve springs. Like nickel, it is
a constituent of petroleum. Blow-
by product when ship engines are
operated with heavy oil fuels.

Beryllium Be 1–3 CuBe valves and valve seats.

Sintered bearings, constituents of
sintered ceramic components or
in jet engine oils. Prohibited in F-1
engines.

Cadmium Cd 1–3 Components of plain bearings

exposed to corrosion. Sometimes
also deep red pigments in plastics
and paints.

Cobalt Co 1–3 Possibly from components of

turbines or from roller bearing
alloys in connection with iron.

Manganese Mn 1–3 Alloying element, usually with

iron. Steel used in valves, roller
bearings. gearwheels or shafts.
Contaminant in manganese mines
(with Si). Very rarely: additives
containing manganese.

Tantalum Ta Only found in oil as a constituent

of ceramic components.

Cerium Ce Only found in oil as a constituent

of ceramic components.

Zirconium Zr Only found in oil as a constituent

of ceramic components.
Additive

Calcium Ca 600 – 5000 500 – Oil additive, detergent dispersant

3500 oil additive. Improves cleaning
and dispersion capacity as well as
heat resistance. Occasionally
calcium-containing dust from
building sites, lubricating grease
constituent, or from cooling water
or tap water containing calcium.

Magnesium Mg 100 – 1500 0 – 50 Oil additive; improves the

corrosion protection, thermal
stability and dispersion capacity of
motor oils. Increases the alkali
reserve (BN). Alloy constituent of
engine blocks. Hardening agent in
hard tap water or salt water.

Boron B 10 – 500 150 Improves engine cleanness as an

oil additive. Borates are
constituents of cooler antifreeze
and corrosion protection media.

Zinc Zn Up to 2000 in fresh oil 0 – 700 Improves wear protection as an oil

additive. Zinc-plated components
such as filter support cores,
threaded fittings, paints containing
zinc, and vulcanised synthetic
materials.

Phosphorus P 600 – 2000 0 – 500 Oil additive in almost all types of

oil; used to improve EP
characteristics and reduce wear;
has an anti-corrosion and
antibacterial effect, reduces
friction, and renders metal
surfaces chemically inert.

Barium Ba 80 Usually not an additive in motor

oils. For improving EP
characteristics. Friction modifier in
ATFs. In the form of barium-
complex soap, a constituent of
greases and assembly pastes.
 Sulphur S 500 – 6000 500 – Constituent of base oils based on
9500 mineral oil. For this reason it is
present in almost all oils, but in
widely varying amounts. Along
with phosphorus, sulphur is also a
constituent of almost all additive
packages for wear and corrosion
protection and is often found in
connection with calcium and zinc.

Hydraulic oils and their typical limit values

Wear

Mostly in
Warning
Element Sign connection Possible causes
value
with

Aluminium Al 25 Si, Na, K, Die-cast parts, aluminium bronze, pump

Cu casings, guide mechanisms, plain bearings, oil
coolers, multiple disc clutches, sealing rings

Antimony Sb 3 Zn, Pb, Cu ‚Hardened lead‘ (lead antimony alloys) and tin
alloys in plain bearings, white metal bearings

Barium Ba 2 - Not a wear-induced metal in hydraulic oils

Beryllium Be 3 Cu Sintered metal bearings, Cu-Be alloys, ceramic

components

Lead Pb 10 Cu, Sn, W Plain bearing running surface, pump casing,

solder joints, rolling bearing cages

Boron B 12 Fe Ceramic components, insulation bodies, brake

and clutch linings
Cadmium Cd 3 Ni Corrosion-resistant Ni-Cd alloy

Chrome Cr 25 Fe, Cu, Al Rolling bearings, vanes of vane pumps, chrome

plated piston rods, pump raceway, other chrome
plated components

Chlorine Cl 20 Fe, Cr Abrasion of PVC plastic parts

Iron Fe 50 Cu, Cr, Mn Hydraulic pump, hydraulic motor, valves, pistons,

rolling bearings, tubing, casings, pipes, tank,
cutting-ring fittings

Potassium K 15 Al, Si, Na Die-cast parts of light-metal alloys

Calcium Ca 5 V, Cl Rare alloy constituent, aggregate in PVC

Cobalt Co 2 - Not a wear-induced metal in hydraulic oils

Copper Cu 25 Fe, Pb, Al Brass and bronze parts, control discs, pressure
plates, pipes, oil coolers, rolling bearing cage,
sealing and guide rings

Lithium Li 3 Al, Mg, Fe Light metal alloys in aviation hydraulics

Magnesium Mg 5 Al, Fe, V Light-metal alloys for die-cast parts

Manganese Mn 3 Fe, Cu Steel, high-grade steel, non-ferrous-metal alloys

Molybdenum Mo 5 Fe, Mn Pump and valve parts made of high-strength

alloys

Sodium Na 25 Al, Si, K Die-cast parts with light metal alloys

 Nickel Ni 3 Fe, Mn Nickel-plated supporting cores of filters, alloy
constituent for valves, gearwheels

Phosphorus P 10 Fe, Cu Abrasion of phosphated (hardened) surfaces,

phosphorus bronze

Sulphur S 30 Fe Rare alloy constituent, abrasion of rubber or

plastic materials

Silver Ag 3 Fe, Cu Argentiferous solder joints

Silicon Si 10 Al, Cu Abrasion of light metal alloys, silicon seals

Titanium Ti 3 Fe High-strength steels in special hydraulic

systems, springs on check valves, level
indicators, ceramic parts

Vanadium V 3 Fe, Al Chrome vanadium steel, titanium vanadium

aluminium alloys

Tungsten W 3 Mo, Fe Tool steel of W-Mo-Fe for high-strength parts

Zinc Zn 70 Fe, Cu, Al Oil corrosion on zinc-coated components (zinc-

free oils)

Tin Sn 25 Cu, Fe, Pb Constituent of tin bronze, tin solder of cooler

joints

Elements marked with * appear in standard laboratory reports for hydraulic oils only for values over 1 mg/kg (1ppm).
Additive

Mostly in
Typical
Element Sign connection Possible causes
range
with

Aluminium Al <2 - No significance for hydraulic oils

Antimony* Sb <2 - No significance for hydraulic oils

Barium Ba 50 - S, P
8000
Type A ATF (automatic transmission fluid)
friction modifier

Beryllium* Be <2 -

No significance for hydraulic oils

Lead Pb < 30 S, P Friction-reducing friction modifier (no longer in

common use, in the past a wear inhibitor in
lubricating greases and transmission oils)

Boron B < 40 - Cleaning supplement, friction modifier in

engine and gear oils

Cadmium* Cd <2 -

No significance for hydraulic oils

Chrome Cr <2 - No significance for hydraulic oils

Chlorine* Cl <2 - No significance for hydraulic oils

Iron Fe <2 -

No significance for hydraulic oils

Potassium K <2 -

No significance for hydraulic oils

Calcium Ca < 3000 P, Zn, S Detergent in HLPD hydraulics and engine oils,
thermal resistance, wear inhibitor, also in
lubricating greases

Cobalt* Co <2 -

No significance for hydraulic oils

Copper Cu <2 - No significance for hydraulic oils

Lithium* Li <2 - No significance for hydraulic oils

Magnesium Mg < 1500 Ca, P, Zn, S Detergent in HLPD hydraulic and engine oils,
thermal resistance

Manganese Mn <2 - No significance for hydraulic oils

Molybdenum Mo < 250 - Molybdenum-organic additives for the use of

gear and engine oils

Sodium Na < 300 Ca, Mg, P, Rare additive for the use of engine oils
Zn, S
 Nickel Ni <2 - No longer significant for hydraulic oils

Phosphorus P < 2000 Zn, S Attrition and corrosion reduction additive (high-
pressure supplement) in almost all oils

Sulphur S < P, Zn Wear-inhibiting additive in almost all oils,

10.000 constituent of mineral base oils

Silver* Ag <2 - No significance for hydraulic oils

Silicon Si < 15 Ca, P, Zn, Anti-foam additive from oils

Mg

Titanium* Ti <2 - No significance for hydraulic oils, rarely as a

marking supplement

Vanadium* V <2 - No significance for hydraulic oils

Tungsten* W <2 - No significance for hydraulic oils

Zinc Zn < 1500 P, S Wear-inhibiting high-pressure additive, reduces

friction (friction modifier), ageing resistance

Tin Sn < 300 P In some synthetic oils, depending on

manufacturing process

Elements marked with * appear in standard laboratory reports for hydraulic oils only for values over 1ppm (1 mg/kg).
Contaminant

Mostly in
Warning
Element Sign connection Possible causes
value
with

Aluminium Al 10 Si, Ca Dust from clay or loam floor, bauxite dust,

bentonite, gel or aluminium complex grease

Antimony* Sb 7 Pb Soft-solder constituent, pigments from coats

of paint, antioxidant in lubricating grease

Barium Ba 19 P, S, Zn Mixing with Type A ATF, lubricating grease,

assembly paste, corrosion inhibitor,
hardening baths

Beryllium* Be 2 - None known for hydraulic oils

Lead Pb 8 Cu, Sn, W Soldered connections

Boron B 20 Na, K Cooling-fluid and cooling-grease

supplement, fluxing agent for solder joints,
pesticide, detergent supplement

Cadmium* Cd 3 Cu, Sn, V Dye pigments, disc brake lubricant, tin-lead

solder in hard solders

Chrome Cr 2 - None known for hydraulic oils

Chlorine* Cl 20 Fe, Na, K Seawater, table salt, swimming-pool water

supplement, chlorine gas, PCB, chlorinated
refrigerants, supplement in some cutting
fluids
Iron Fe 10 - Additive in lubricant grease and assembly
pastes

Potassium K 15 Na Gritting salt, artificial fertiliser or tap water,

seawater, saline air, cooling water (glycol),
cutting fluid

Calcium Ca 15 Na, K, Si Made of hard cooling fluid, engine oil, rock

dust (e.g. dolomites)

Cobalt* Co 2 - None known for hydraulic oils

Copper Cu 5 Fe, Pb, Al Corrosion products, chisel paste

Lithium* Li 3 Ca, Zn, P Thickener of multipurpose grease, assembly

paste

Magnesium Mg 9 Ca, Zn, P Mixing with engine oil, tap or waste water

Manganese Mn 2 - None known for hydraulic oils

Molybdenum Mo 20 Ca, Zn, P Mixing with engine oils or PD gear oils,

MoS2 in assembly pastes and greases

Sodium Na 19 Al, Si, K Gritting salt, artificial fertiliser or tap water,

seawater, saline air, thickener of lubricating
greases, corrosion inhibitor made out of oil
or antifreeze glycol (non-ferrous metal
protection)

Nickel Ni 2 - Nickeliferous assembly paste

Phosphorus P 10 Si, Ca, Al Dust, artificial fertiliser

 Sulphur S + 1.000 P Mixing with hypoid gear oils

Silver* Ag 3 Zn Residue of silver solder because of corrosion

by oils containing zinc

Silicon Si 10 Al Dust or arenaceous quartz; glass dust;

silicon oil, grease or spray; plastic release
agent; silicon sealing or caulking compounds

Titanium* Ti 3 S Titanium oxide in plastics, paper and printing

colours

Vanadium* V 2 - None known for hydraulic oils

Tungsten* W 2 Fe Residue from welding electrodes

Zinc Zn 50 Fe, Cu, Al Dye pigments, vulcanisation aids in tubing,

mixing with oils containing zinc

Tin Sn 2 - None known for hydraulic oils

* Element appears in standard laboratory reports for hydraulic oils only for values over 1ppm (1 mg/kg).

Notes on use: Information about the origin, amount and combination of elements in this table is based on
typical used oil samples from mobile and stationary hydraulic systems. These metals were measured in more
than 1 million hydraulic oil samples by means of ICP in the OELCHECK laboratory. Out of approximately 40
elements recorded by us in every sample, we often only mention those of the 29 elements listed here that show
a value higher than 1. OELCHECK is the only laboratory that uses calibrating standards for more than the 18
standard elements. Even rather rare or hard-to-determine elements like lithium, chlorine or manganese are
calibrated within the range typically found in oils. Because no commercially available standards exist, the
presence of some metals can only be exactly determined up to a concentration of 5000 mg/kg.

Please note, especially for wear-induced metals and some contaminants: The typical warning values vary
depending on the oil‘s current service life, as well as the size of the oil charge. The trend curve, which can be
ascertained through regular analyses of the same aggregate, is also important. Perform one to two analyses per
year and supply data that is as complete as possible if you value getting a sound diagnosis by an experienced
OELCHECK tribologist.

Gear and industrial oils and their typical limit values

Typical warning values for contaminants, additives and wear

Wear

Mostly in
Warning
Element Sign connection Possible causes
valuemobilestationary
with

Aluminium Al 45 20 Si, Cu, Mg Worm wheels (aluminium-bronze),

clutches, oil pumps, pressure or
aluminium cast parts, housings,
aluminium sealing rings

Antimony* Sb <7 <3 Sn, Pb, Cu Hard lead, zinc alloys on bearings,
white metal bearings, solder (soft
solder)

Barium Ba 2 2 - No typical wear element in gears

Beryllium* Be 3 3 Al, Cu Lightweight construction parts made

from sintered metal, beryllium-copper
alloy

Lead Pb 20 10 Cu, Zn, Sb Plain bearing running surface, lead

bronze, synchroniser rings, coats of
paint

Boron B 12 12 Fe Ceramic components, insulation

bodies, brake and clutch linings

Cadmium* Cd 2 2 - No typical wear element in gears

Chrome Cr 20 10 Fe, Ni, Mn, Roller bearings, alloy constituents of
Mo high-strength gearwheels, multiple disc
clutches

Chlorine* Cl 2 2 - No typical wear element in gears

Iron Fe 490 150 Cu, Ni, Cr, Gearwheels, rolling bearings, oil
Mn, Mo pumps, steel lamina couplings, cast
housings, shafts, radial serrations,
planetary carriers

Potassium K 2 2 - No typical wear element in gears

Calcium Ca 2 2 - Kein typisches Verschleißelement in

Getrieben

Cobalt* Co 2 2 - No typical wear element in gears

Copper Cu 75 40 Zn, Sn, Pb, Bronze worm wheels, friction bearings,

Sb roller bearing cages, oil coolers,
synchroniser rings, brass

Lithium* Li 2 2 - No typical wear element in gears

Magnesium Mg 9 4 Al Aluminium die-cast alloy

Manganese Mn 20 20 Fe, Cr, Ni, Roller bearings, pumps, general high-

Cu alloyed steels

Molybdenum Mo 14 8 Fe, Cr, Ni Constituent of high-strength alloys e.g.

for hardened gearwheels or roller
bearing steel

Sodium Na 2 2 - No typical wear element in gears

 Nickel Ni 17 5 - Constituents of high-strength alloys e.g.
for hardened gear wheels or roller
bearing steel, nickel-plated
components

Phosphorus P 2 2 - Phosphated (hardened) surfaces,

generally covering with P as additive

Sulphur S 2 2 - No typical wear element in gears

Silver* Ag 4 4 - Plain bearing, silver solder

Silicon Si 23 9 Al Aluminium die-cast parts, e.g. housings

Titanium* Ti 3 3 Fe Alloy constituent of high-strength

steels

Vanadium* V 2 2 - No typical wear element in gears

Tungsten* W 2 2 - No typical wear element in gears

Zinc Zn 41 78 Cu Roller bearing cages, coolers, zinc-

coated components (e.g. filter support
cores), brass components

Tin Sn 20 20 - Plain bearing

The „mobile“ warning values apply to vehicle gears and to oil fillings from mobile systems. The „stationary“ warning
values refer to oils from gears in stationary industrial systems. Values above or below the warning values do not
always mean that the oil should be changed. Elements marked with * appear in the standard laboratory report for
gear oils only for values above 1 mg/kg (1 ppm.)
Additive

Typical Mostly in
Element Sign Possible causes
range connection with

Aluminium Al < 50 Si Aluminium silicate-based nanoparticle additive

Antimony* Sb 2 - No typical additive components for gear oil

Barium Ba < 2000 P, Zn Friction-reducing additive (friction modifier) in

automatic gear oils, unusual for industrial gear oils

Beryllium* Be 2 - No typical additive components for gear oil

Lead Pb <3 - Reduces friction (friction modifier), (previously

used as a wear protector, no longer commonplace
today)

Boron B < 400 - Friction-reducing additive (friction modifier)

Cadmium* Cd 2 - No typical additive components for gear oil

Chrome Cr 2 - Chlorinated additives to protect against wear are

only rarely used today as cooling lubricants

Chlorine* Cl < 30 - No typical additive components for gear oil

Iron Fe 2 - No typical additive components for gear oil

Potassium K 2 - No typical additive components for gear oil

Calcium Ca < 4000 P,S Detergent (cleaning) and dispersent (for keeping
in suspension) additives, UTTO, engine oils

Cobalt* Co 2 - No typical additive components for gear oil

Copper Cu 2 - No typical additive components for gear oil

Lithium* Li 2 - No typical additive components for gear oil

Magnesium Mg < 2000 - Detergent (cleaning) and dispersent (for keeping

in suspension) additives, UTTO, engine oils

Manganese Mn <2 - No typical additive components for gear oil

Molybdenum Mo < 2000 P,S,Ca,Mg Molybdenum-organic additives, for gear oils with
PD effect, MoS2

Sodium Na < 200 - Non-ferrous metal protection, corrosion

protection

Nickel Ni <2 - No typical additive components for gear oil

Phosphorus P < 2000 S Wear and corrosion protection additive, extreme

pressure additive

Sulphur S bis 3% P Additives to protect against wear, in hypoid gear

oils, constituent of mineral base oils

Silver* Ag 2 - No typical additive components for gear oil

Silicon Si < 40 - Anti-foaming additives, nanoparticles in

combination with Al
 Titanium* Ti 2 - No typical additive components for gear oil

Vanadium* V 2 - No typical additive components for gear oil

Tungsten* W 2 - No typical additive components for gear oil

Zinc Zn < 1500 - Wear-reducing extreme pressure additive,

reduces friction (friction modifier), resistance to
ageing

Tin Sn <2 - No typical additive components for gear oil

* Element appears in standard laboratory reports for hydraulic oils only for values over 1 mg/kg (1ppm).

Contaminant

Mostly in
Warning
Element Sign connection Possible causes
value
with

Aluminium Al < 20 Si Dust from mines, e.g. bauxite

Antimony* Sb < 10 Li, Ca Contamination due to lubricating grease

Barium Ba < 15 - Contaminant due to greases and pastes containing

barium, blending with an ATF

Beryllium* Be 2 - Unusual as a contaminant

Lead Pb <3 - Blending with leaded grease, leaded paint coats

Boron B < 10 Na, K Cooling-grease and cooling-fluid supplement, fluxing

agent for solder joints, detergent supplement,
pesticide
Cadmium* Cd 3 Cu, Sn, V Dye pigments, disc brake lubricant (cadmium poses
a danger to health and has been banned in many
applications in the EU since 2011)

Chrome Cr 2 - Unusual as a contaminant

Chlorine* Cl < 30 Fe, Na, K Seawater, table salt, chlorine gas, PCB, chlorinated
refrigerants, supplement in some cutting fluids

Iron Fe 2 - Additive made from lubricant grease or assembly

paste

Potassium K - Na Gritting salt, synthetic fertiliser, from tap water, sea

salt, salty air, coolant (glycol), metal working oil

Calcium Ca < 15 Na, K, Si From hard (cooling) water, engine oils, mineral dust
(e.g. dolomite), from hydraulic oils, calcium
saponified greases

Cobalt* Co 2 - Unusual as a contaminant

Copper Cu 11 Fe, Pb, Al Abrasion of friction lining of multiple disc clutch or

brakes, from plumping pipes, sealing rings,
synchronising sealing rings, high temperature paste

Lithium* Li 20 Ca, Zn, P Thickener of multipurpose grease, assembly paste

Magnesium Mg < 15 Ca, Zn, P Blending with engine oil, tap or waste water, also
possible from hydraulic oils, or alloy component
constituents

Manganese Mn 2 - Unusual as a contaminant

Molybdenum Mo < 15 Ca, Zn, P Assembly paste, grease, blending with engine oil
 Sodium Na < 24 Al, Si, K Gritting salt, synthetic fertiliser or tap water, sea
salt, salty air, grease thickener, antifreeze (glycol)

Nickel Ni <6 - Assembly paste containing nickel

Phosphorus P < 20 Si, Ca, Al Dust, synthetic fertiliser

Sulphur S 2 - Unusual as a contaminant

Silver* Ag 2 - Unusual as a contaminant

Silicon Si 19 Al Dust or arenaceous quartz, glass dust, silicon oil,

silicon grease or silicon spray, plastic release agent,
silicon sealing compounds

Titanium* Ti < 40 - Used as a marker to prove the authenticity of the oil

by the manufacturer

Vanadium* V < 10 Nl, Al, Bi Constituent in heavy oil, dye and occasionally in
greases

Tungsten* W <4 Fe Residue from welding electrodes, TIG welding

Zinc Zn < 80 Fe, Cu, Al Coats of paint containing zinc, abrasion of sealing
compounds, blending with oils containing zinc

Tin Sn <9 - Soldering joints, coatings, as a constituent of ester

oils

* Element in standard laboratory reports for hydraulic oils only for values over 1ppm (1 mg/kg).

Interpreting the values

The experienced tribologist assesses the interplay of all of the values and also takes into account the customer‘s
specific operating conditions. The limit values and tolerances published here can therefore only serve as a general
guide for a specific usage case with a typical service life and oil fill volume.

Limit values for wear metals should be set lower:

the larger the oil quantity

the shorter the service life

for engines: the lower the engine speed;

for hydraulic systems: the higher the working pressure

for gearboxes: the higher the circumferential speed

Additives and their changes should always be scrutinised critically, particularly if they hint at being mixed with an
incompatible oil. If zinc is found in used oil which does not contain zinc as an additive in itself, its source must always
be investigated.

Contaminants, their warning values apply independent of the service life, quantity of oil and loads. Any dust is always
too much!

Our tip: With one to two yearly lubricant analyses per unit, you not only get substantiated diagnoses from an
experienced OELCHECK tribologist, but also make the course of any trends visible. This is a valuable tool, not only for
discovering wear at an early stage.