M.I.

1760
Rev. H

MAINTENANCE INSTRUCTION

LUBRICATING OIL FOR EMD ENGINES –

MARINE, POWER, and DRILLING RIG

Changes in Revision H are indicated by the box H in the margin of the affected text.

SAFETY PRECAUTIONS
Please refer to the EMD Safety Precautions section in the applicable Engine Maintenance
Manual whenever routine service or maintenance work is to be preformed. Shop safety
rules take precedence over any instruction in this Maintenance Instruction (M.I).

WARNING: Running the engine with oil that has HIGH fuel dilution may
result in a crankcase explosion and/or severe engine damage.
_______________________________________________________________________.
 These instructions do not purport to cover all details of maintenance, procedures, or
variations in equipment. Due to variations in manufacturing equipment, installation,
H operation or maintenance of users, unforeseen situations may arise which have not been
covered herein. Should additional information be desired, or situations encountered which
are not covered herein, please contact your local EMD Service Representative.

© Copyright 2008
Electro-Motive Diesel, Inc. All rights reserved. Neither this document, nor any part
thereof, may be reprinted without the express written consent of Electro-Motive
Diesel, Inc. Contact EMD Service Publications Office.

M.I. 1760, Rev H Page 2 of 17 10/1/08

 TABLE OF CONTENTS

1.0 INTRODUCTION........................................................................................... 4
2.0 OIL QUALITY ............................................................................................... 4
3.0 OIL TYPE...................................................................................................... 5
3.1 INTRODUCTION ................................................................................................. 5
3.2 FUEL EFFICIENT OILS....................................................................................... 6
4.0 QUALIFICATION TESTS FOR OIL .............................................................. 6
5.0 DEVELOPMENT PROGRAM REQUIREMENTS FOR NEW OIL
FORMULATIONS ......................................................................................... 6
5.1 LABORATORY EVALUATIONS ....................................................................... 6
5.2 2-567 SILVER LUBRICITY TEST ...................................................................... 7
5.3 FULL SCALE FIELD TEST ................................................................................. 7
5.4 SUMMARY........................................................................................................... 7
6.0 SPECIFIC RECOMMENDATIONS ............................................................... 7
6.1 USE OF ONE OIL ................................................................................................. 7
6.2 MIXING OF OILS................................................................................................. 8
6.3 RECLAIMED OILS .............................................................................................. 8
6.4 HIGH SULFUR FUELS ........................................................................................ 8
6.5 LOW SULFUR FUELS......................................................................................... 9
6.6 FILTER CHANGES ............................................................................................ 10
6.7 OIL CHANGES ................................................................................................... 10
6.8 FUEL DILUTION ............................................................................................... 11

M.I. 1760, Rev H Page 3 of 17 10/1/08

1.0 INTRODUCTION

This Maintenance Instruction (MI) is reissued for the following reasons:

• Add multigrade oil information to Table 1

• Add recommendations on re- refined oil
• Add recommendations on fuel dilution in Table 2
• And new information to Table 3

This MI provides recommendations, suggestions, and comments for the selection of a

suitable engine lubricating oil. In this document, the word oil refers to engine
lubricating oil unless otherwise noted.

The following topics are covered:

• Oil Quality
• Oil Type
• Qualification Tests for Oil
• Development Program Requirements for New Oil Formulations
• Specific Recommendations

2.0 OIL QUALITY

Actual performance in the diesel engine is the only real measure of quality in oil. This is
because of the impossibility of establishing limits on all physical and chemical
properties of oils, which can affect their performance in the engine over a broad range
of environmental influences.

Oil quality is defined as consistent compliance with oil specifications and is the
responsibility of the oil supplier, a term applicable to refiners, blenders, and rebranders of
oil. Because there are a substantial number of commercial oils marketed today,
engine manufacturers and consumers cannot completely evaluate the entire spectrum
of products available. As a result, the selection of suitable, heavy duty oil must be
made in consultation with a reliable oil supplier capable of making product
recommendations commensurate with the engine builder’s specifications and specific
environmental influences, as well as furnishing such a product on a consistent
quality level.

M.I. 1760, Rev H Page 4 of 17 10/1/08

 3.0 OIL TYPE

3.1 INTRODUCTION
Electro-Motive (EMD) requires the use of an SAE 40 or SAE 20W40 heavy-duty
H additive type oil conforming to the specifications in Table 1 in all
engine applications.

In addition to the properties described in Table 1, the oil formulation should have
a high resistance to oxidation, and a low tendency toward the formation of harmful
carbonaceous and/or additive ash deposits. Additionally, it must be non-corrosive
to silver metal at 285° F (140° C) (EMD L.O. 201 test). Oils with sufficient
alkaline reserve (TBN) and highly effective detergent-dispersant systems should
be employed in line with fuel quality and service demands.

ASTM Test New, Unused Oil Limits

Property
Designation H SAE 40 H SAE 20W40
Viscosity:
Saybolt Universal
H Seconds at 100° F (37.8° C) D88 or D445 690-1100 (149-237.5 cSt) 580-890 (125-192 cSt)
Seconds at 210° F (98.9° C) D88 or D445 H 70-85 (12.9-16.8 cSt) 72-85 (13.6-16.8 cSt)
H cSt at 40° C (104° F) D88 or D445 132 – 206 112 – 170
H cSt at 100° C (212° F) D88 or D445 12.5 – 16.3 13.2 – 16.3
Viscosity Index H D2270 H 60– 105 H 105– 125
Low Temperature Cranking
H D5293 (20W) NA 9500 cP max @ -15°C
Viscosity
Flash Point D92 420° F Min. (216° C)
Fire Point D92 475° F Min. (246° C)
Pour Point D97 40° F Max. (4.5° C)
Zinc Content (NOTE 1) 10 ppm Max.
Total Base Number ( NOTE 2) D2896 7 – 20
NOTE 1: Zinc additive compounds, such as zinc dithio-phosphate, must not be present in oil for EMD engines.
Oils containing more than 10 ppm zinc may be contaminated with zinc dithio-phosphate or similar additive
compounds, which will not satisfactorily lubricate the silver bearings in some EMD engines. Note that oil
analysis on new or rebuilt engines may show initial elemental zinc content which exceeds the 10 ppm limit.
This can be due to the use of a recommended thread compound that contains zinc metal. Zinc metal is
harmless to silver bearings and its concentration in the oil will dissipate in time through normal
oil addition.
NOTE 2: The use of oils with Total Base Numbers over 13 (ASTM D-2896) are generally not required
unless fuel sulfur levels exceed 0.5% or the higher levels of detergency and/or dispersancy associated with
these higher base number products is demanded.

Table 1 - SAE 40 and SAE 20W40 Oil Specifications

M.I. 1760, Rev H Page 5 of 17 10/1/08

3.2 FUEL EFFICIENT OILS
Future oil products may have associated claims relating to improved fuel economy
due to the use of multigrading, friction modifiers, or combinations of both.

EMD policy requires that the diesel engine oil satisfactorily lubricate the entire
engine and does not address the fuel economy aspects of such products.
As a result, the responsibility for any such claims must rest with the
oil/additive supplier.

4.0 QUALIFICATION TESTS FOR OIL

The diesel engine oil must satisfactorily lubricate the entire engine under all
conditions expected to be encountered. While the condition and performance of the
engine in actual service provides the criteria in reaching a final judgment of oil
suitability, there are several laboratory tests that are useful in making preliminary
evaluations of a product, as follows:

1. Physical and chemical profiles

2. Corrosion of metals:
a. Silver and copper - EMD No. L.O. 201 method.
b. Lead - S.O.D Method No. 5321-1 (modified).
3. Overall evaluation of oxidation stability by the EMD L.O. 201 method, including:
a. Viscosity increase characteristics
b. Retention of alkalinity (additive concentrate)
c. Development of insolubles.

5.0 DEVELOPMENT PROGRAM REQUIREMENTS FOR

NEW OIL FORMULATIONS

5.1 LABORATORY EVALUATIONS

The supplier of the lubricant base stock and the supplier of the additive
concentrate are expected to conduct complete laboratory and bench test
qualifications by ASTM and EMD methods. EMD will review and monitor such
tests and, if all results are in good agreement and within acceptable limits, the oil
formulation will be considered worthy of 2-567 engine evaluation to determine its
silver lubricity characteristics.

M.I. 1760, Rev H Page 6 of 17 10/1/08

5.2 2-567 SILVER LUBRICITY TEST
The purpose of this test is to determine that the laboratory qualified oil formulation
will satisfactorily lubricate the silver wrist pin bearing. This test evaluation is also
expected to be conducted or contracted by the oil or additive supplier with
review and monitoring of the results by EMD.

5.3 FULL SCALE FIELD TEST

Upon successful completion of the laboratory and silver lubricity tests, an oil
formulation will be considered worthy of full scale field test evaluation. Field tests
should be conducted in a minimum of three EMD engines, preferably in heavy duty
service, for at least one year.

During the field evaluation and its conclusion, EMD will review the oil and engine
performance data generated by the supplier(s).

After successful completion of the field test program, the oil will be
considered satisfactory for limited use, but should be closely monitored during
the following two years of commercial introduction.

5.4 SUMMARY
Oil formulations established and proven by this development program must remain
exactly the same with no subsequent changes in their make-up. Changes in
additive component manufacture or blending process following completion of the
development program must be disclosed and reviewed with EMD.

If an oil or additive improvement program is desirable or necessary, the revised

formulation must be evaluated by going through the complete
development program.

6.0 SPECIFIC RECOMMENDATIONS

6.1 USE OF ONE OIL

The use of a single brand name lubricant is recommended. This recommendation of
long standing is substantially supported by observations of performance of many
units operating with a single oil compared to performance of units operating
with mixed oil products.

M.I. 1760, Rev H Page 7 of 17 10/1/08

 6.2 MIXING OF OILS
EMD recommends that oils are not mixed. The combining of lubricants with
different additive and base stock components creates a chemical mixture that cannot
be readily evaluated in the laboratory, and its field performance cannot be
reliably predicted.

6.3 RECLAIMED OILS

Considered as a general category, reclaimed oils are not recommended for
lubrication of EMD engines.

6.4 HIGH SULFUR FUELS

EMD strongly recommends the use of distillate fuels with sulfur content of less than
0.5% in order to realize optimum life expectancies of both the engine and the
lubricating oil. It should be noted that scheduled maintenance programs are based
on fuel sulfur levels of 0.5% or less and other properties as shown in M.I. 1750.

In applications where fuel of recommended sulfur level cannot be obtained, it may

be necessary to make specific engine modifications (contact your local EMD
Service Representative) and follow the lubricating guidelines mentioned in this
section, in order to achieve reasonable performance and wear rates.

In addition, EMD considers the use of high alkaline reserve lubricants as mandatory
where high sulfur fuels (sulfur level greater than 0.5%) must be utilized.
Specifically, the use of lubricants with new oil total base number of 13 to 20 by
ASTM D-2896 are recommended under these conditions.

EMD guidelines for lubricant alkalinity as a function of fuel sulfur content are
shown in Fig. 1 for values up to and exceeding 1%. The use of oils with total base
numbers over 13 (ASTM D-2896) is generally not required unless fuel sulfur levels
H exceed 0.5% or the higher levels of detergency and/or dispersancy associated with
these higher base number products is demanded in the service application.
Operation with low base number oils and high sulfur fuels will not provide adequate
engine protection.

It is emphasized that the use of high sulfur fuels results in significant reductions in
both engine wear life and lubricant life. Recommendations offered in conjunction
with the use of high sulfur fuels are essential in minimizing these effects but are
limited in what they accomplish. As a result, the user of high sulfur fuels must
anticipate shorter intervals between engine overhauls as well as more frequent oil
changes under such conditions.

M.I. 1760, Rev H Page 8 of 17 10/1/08

 6.5 LOW SULFUR FUELS
Use of diesel fuels with low and ultra low sulfur content along with high base
number (> 13 TBN by ASTM D2896) engine oil may result in excessive formation
of additive ash deposits. It is recommended that customers who will see extensive
operation with low and ultra low sulfur fuels consult with their lubricating oil
supplier to select a lower additive ash product that provides highly effective
detergent-dispersant performance.

New Oil TBN vs. Fuel Sulfur Content

30
New Oil Total Base Number (ASTM D-2896)

25

H 20

15

10

0
0 0.5 1 1.5
Fuel Sulfur Content, %

Figure 1 – Recommended Alkalinity Level of New

Lube Oil vs. Fuel Sulfur Content

M.I. 1760, Rev H Page 9 of 17 10/1/08

6.6 FILTER CHANGES
Regular monitoring of oil filter tank pressure should be used to determine
filter condition. Replacement of oil filter elements should be made according to
the Scheduled Maintenance Program, unless pressure monitoring or laboratory
analysis of the oil dictates earlier replacement.

Replacement elements must be of the EMD type or equivalent in all respects.

Elements intended for use with other types of engines are not suitable.

Where highly dispersant oils are employed, carbonaceous matter may be suspended
so finely in the oil that it is essentially unfilterable. In such situations, it might
appear that an extension of the filter replacement interval may be justified.
However, caution should be exercised when contemplating such action since
filter materials have not yet been developed that will tolerate prolonged exposure
to lubricants at high temperature without deterioration and/or possible
disintegration of the filter media.

6.7 OIL CHANGES

Oil change intervals prescribed in the applicable Scheduled Maintenance Program
are based on average operating conditions with quality fuels of less than 0.5%
sulfur content.

When oil change intervals are overextended, serious and costly engine problems
may result. This can occur if the additive concentrate is depleted beyond
acceptable limits, and the oil loses essential properties including alkalinity,
detergency, and dispersancy. In the absence of vital reserves of these properties,
the oil no longer provides satisfactory protection of the engine in limiting harmful
deposit formations from oxidized oil and other contaminants, or adequate control of
the corrosive products of combustion.

Oils that have experienced severe additive depletion will result in accelerated
engine wear, stuck or broken piston rings, liner scuffing, and corrosive attack and/or
frictional failure of vital bearing surfaces.

Regular laboratory analysis of the oil is a valuable means of judging the condition
of the oil, and is of equal value in reflecting the condition of the engine. Both
engine and oil condition must be given careful consideration when planning to
extend oil change intervals beyond those recommended. Table 3 provides detailed
information on analysis.

In addition, EMD strongly advises the conscientious use of laboratory analysis

where high sulfur fuels must be used. The degree of satisfactory performance in
such applications is heavily dependent on the establishment of proper oil change
intervals under the actual service condition and high end of the fuel sulfur range
that can be expected. Therefore, an expeditious well planned program of frequent

M.I. 1760, Rev H Page 10 of 17 10/1/08

 analysis is most essential in establishing a safe oil change interval for a given
lubricant under these conditions.

Under no circumstances should a set time interval for oil changes with high sulfur
fuels be arrived a without first establishing such an interval by careful laboratory
analysis and / or close consultation with the oil supplier.

Among the key parameters for judging the need for an oil change, total base number
(TBN) is one of primary importance. When this or other key indicators approach or
reach prescribed minimum, or condemning limits, appropriate action must be taken.
To assist maintenance personnel in the interpretation and recommended actions
associated with the regular laboratory analysis of the engine lubricating oil, a
summary of guidelines has been included in this Maintenance Instruction. While
some variations from guideline values may exist due to method or analysis
techniques employed, significant deviations from the normal lubricant history
should be detectable, and the proper evaluation of such indicators as a means of
implementing preventative maintenance can serve well in avoiding potential engine
damage of a more serious nature.

6.8 FUEL DILUTION

EMD guidelines for fuel dilution are covered in Tables 2 and 3. Oil draining
is mandatory for whichever event occurs first: exceeding the fuel dilution
limit (HIGH or above), or dropping below the minimum viscosity limit.

WARNING: Running the engine with oil that has HIGH fuel dilution may
result in a crankcase explosion and/or severe engine damage.

H Figure 2 shows fuel dilution effects on viscosity and flash point up to 5%. The SAE
20W40 fuel dilution limit is 1% less than the maximum limit allowed for SAE 40
oil. This limit was established to allow for permanent and temporary shear effects
associated with multigrade oils. Field experience has shown that new oil starting
viscosity is reduced by about 0.75 cSt @ 100 °C in EMD engines due to permanent
shear of the multigrade VI improver. This phenomenon coupled with viscosity
reduction due to temporary shear has resulted in minimum viscosity limits of 13.0
cSt @ 100 °C for multigrade oils. EMD recommends that customers develop a fuel
dilution chart on their fleet oil to establish the relationship between viscosity and
flash point change as a function of percent fuel dilution.

M.I. 1760, Rev H Page 11 of 17 10/1/08

H

Figure 2 - Fuel Dilution

Change Change
Fuel Dilution % Condition Additional Action Required Engine Inspection Required
Filters Oil
0–2 None None None
2–5
(SAE 40)
Borderline X Find and fix fuel leak None
2–4
(SAE 20W40)
DO NOT RUN ENGINE
5 – 10
Find and fix fuel leak Check oil
(SAE 40)
High X X sample for wear metals per None
4 – 10
M.I. 1760 and follow
(SAE 20W40)
recommended action.
DO NOT RUN ENGINE Perform crankcase
Find and fix fuel leak Check oil inspection, visually inspect
10 – 20 Very High X X sample for wear metals per all upper connecting rod
H M.I. 1760 and follow bearing fishback surfaces for
recommended action. accelerated wear per EMM.
DO NOT RUN ENGINE
Find and fix fuel leak Check oil Remove one connecting rod
20 – 30 Extremely X X sample for wear metals per bearing and visually inspect
M.I. 1760 and follow bearing surfaces per EMM. *
recommended action.
DO NOT RUN ENGINE Remove one connecting rod
Find and fix fuel leak Check oil bearing and visually inspect
30 – 40 High X X sample for wear metals per bearing surfaces per EMM *
M.I. 1760 and follow Do an airbox inspection per
recommended action. EMM.

* If abnormal wear conditions are found, a main bearing inspection must be done per Engine Maintenance Manual (EMM).

Also reference: Inspection & Qualification Guide – Engine Main & Connecting Rod Bearings (Doc MM003003)

Table 2 - Fuel Dilution Action Required

M.I. 1760, Rev H Page 12 of 17 10/1/08

 Table 3 - Interpretation of Oil Sample Analysis (Continued on Page 14 and 15)

NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters.
Non-shaded areas indicate the following recommendation: change filters only.
NORMAL BORDERLINE
HIGH Correct
Oil Analysis Basis for Analysis No Action Take Extra Recommended Action
Condition
Required Oil Samples
Flash Point &
Viscosity – Check
H for dilution if Flash
Point less than
420o F (216 o C)
H SAE 40 0 to 2% 2 to 5% Above 5%
See Table 2 for
Fuel Leak H SAE 20W40 0 to 2% H 2 to 4% H Above 4% H
recommendations.
SAE 40
H Vis limit H 12.5 cSt
@ 100 C, Min.
SAE 20W40
H Vis limit H 13.0 cSt
@ 100 C, Min.
Resample with dry
container. Find and fix
Free Water None Any leak. Check main
bearings per
Water Leak
Maintenance Manual.
Chromate Inhibitor 0 to 20 ppm 20 to 40 ppm Above 40 ppm Find and fix water leak.
Check oil filter
Boron Inhibitor 0 to 10 ppm 10 to 20 ppm Above 20 ppm
tank pressure.
Improved air filter
maintenance required.
Air Filtration Silicon 0 to 5 ppm 5 to 10 ppm Above 10 ppm
Anti-foam agent present
in new oil.
H TBN (D-4739) Min. H 2.5 Change Oil. If short oil
H TAN (D664) Max. H 4.5 life persists, check lube
Viscosity Rise, Max. oil quality, fuel sulfur
H H 30% content, oil cooler
@ 100 F, SUS
Viscosity Rise, Max. efficiency, engine
H H 12% temperature controls,
@ 100 C, cSt
Excessive H PH Min. H 5.0 power output (governor
Oxidation and rack settings, EUI
injector cal), engine
Pentane Insolubles, condition (worn rings,
H Max. (D893 H 2.0% cracked pistons, poor
modified) combustion), oil
filtration, or oil pump
suction leak.
Check fuel cleanliness.
Notify fuel supplier. If
Contaminated engine smokes, check
Aluminum, Silicon,
fuel (cracking Above 5 ppm injector calibration and
and/or Magnesium
catalyst) tip erosion. Check if
piston rings are
excessively worn.

M.I. 1760, Rev H Page 13 of 17 10/1/08

NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters.
Non-shaded areas indicate the following recommendation: change filters only.
NORMAL
BORDERLINE Take Extra HIGH Correct
Oil Analysis Basis for Analysis No Action
Oil Samples Condition
Required
Check if oil is contacting
galvanized or zinc
painted surfaces.
Check if new power
assemblies were
installed using zinc
containing thread
Above 10 ppm becomes more
Zinc 0 to 10 ppm compound. Check if
dangerous with increasing values.
make up oil in stock is
within specifications.
Notify lube oil supplier.
Check for silver bearing
failures if engine is
Oil equipped with this
Contamination bearing type.
Check if oil contains zinc
or is corrosive to silver.
Check for broken piston
cooling tubes, inefficient
oil cooler, or improper
temperature control. Feel
Silver 0 to 1 ppm 1 to 2 ppm Above 2 ppm loaded areas of piston
pins for signs of distress.
Measure piston to head
clearance with lead
readings. Oil draining is
not mandatory. Check
strainers and bottom of
oil pan for debris.
Chromium
(Not applicable if Check for rapid wear of
0 to 10 ppm 10 to 20 ppm Above 20 ppm
chromate coolant inhibitor rings & liners.
is used)

Measure piston to head

Abnormal Wear clearance with lead
Or Corrosion readings to locate worn
(Rapid increases piston thrust washers.
within normal Copper 0 to 75 ppm 75 to 150 ppm Above 150 ppm
Check connecting rod
range should be bearing blade thrust
considered faces for distress.
borderline (See Note 1)
condition)
High iron and copper increase
oxidation rates.
Check for rapid wear of
Iron 0 to 75 ppm 75 to 125 ppm Above 125 ppm rings & liners.

M.I. 1760, Rev H Page 14 of 17 10/1/08

NOTE: Shaded areas indicate the following recommended action: shut down engine, drain oil, and change filters.
Non-shaded areas indicate the following recommendation: change filters only.
NORMAL BORDERLINE HIGH
Oil Analysis Basis for Analysis No Action Take Extra Correct Oil Analysis
Required Oil Samples Condition
Most likely lead flash is
dissolving off bearings.
Premature lead removal, before
bearings are broken in, can lead
to bearing distress; inspect and
replace upper con rod bearings
in service less than 6 months if
lead flash has been removed
Abnormal Wear Or from the unloaded area of the
Corrosion (Rapid fishback bearing surface on
increases within turbocharged engines. If con
normal range should Lead 0 to 50 ppm 50 to 75 ppm Above 75 ppm rod bearings require
be considered replacement, wrist pin bearings
borderline should also be checked and
condition) replaced if lead flash has
been removed.
If TAN > TBN, corrosive
attack of lead can occur.
Draining oil is mandatory
H if oil analysis shows rapid
rise of lead ppm has
occurred
Check for debris under
crankshaft gear indicative of
gear train bushing distress.
Copper
Two out of three elements in Check idler gear bearing
In Combination Iron
borderline or high range clearances. Check main and
Lead
con rod bearings per
Maintenance Manual. Oil
draining is not mandatory.
1. When in combination with
iron or chrome rise, check for
piston distress.
In Combination Tin 0 to 20 ppm 20 to 40 ppm Above 40 ppm
2. When in combination with
lead or copper rise, check for
bearing distress.
Note 1: Due to carbon buildup on both the fire face of the cylinder head and the crown of the piston during service life, lead wire
readings should not be used as a basis for power assembly change out. Lead wire readings may continue to be used to indicate wear
trends. Significant clearance increases should be investigated as possible component failures.

M.I. 1760, Rev H Page 15 of 17 10/1/08

M.I. 1760, Rev H Page 16 of 17 10/1/08
 (DE-L)

Electro-Motive Diesel, Inc

La Grange, Illinois 60525 USA
Telephone: 708-387-6000
Website: www.emdiesels.com

©2008
Electro-Motive Diesel, Inc. All rights reserved. Neither this
document, nor any part thereof, may be reprinted without the express
written consent of Electro-Motive Diesel, Inc.. Contact EMD
Customer Publications Office.

M.I. 1760, Rev H Page 17 of 17 10/1/08