LUBRICATING OIL

ANALYSIS
&
EVALUATION
LUBRICATING OIL
PROPERTIES
 Oiliness
► It is the property of the oil’s amenability to
adhere to the surface. Under boundary
condition the influence of surface forces are
vital. The oiliness is a desirable property in
diesel engine lubricating oils as it promotes
viscous drag so essential for fluid film as
well as boundary lubrication.
 Viscosity
► The resistance of a liquid to flow is called viscosity.
► The viscosity is the most important property of the
oil. Oil of correct viscosity will provide optimum
film strength with minimum friction losses and
leakage.
► The rate of feed depends on the resistance offered
by the lubricating oil in passing through the
clearance space.
 Viscosity
► The viscosity of a L.O. may fall due to fuel dilution
if running on gas oil, and rise if running on heavy
fuel oil.
► Viscosity may also increase due to heavy soot
loading if purifiers and filters not operating
efficiently.
► Oil ageing caused by oxidation and thermal
degradation also increases viscosity.
 Anti Oxidation
► This property is required to prevent deterioration while
in storage or in service.
► The speed of reaction during storage is slow but may be
vigorous while in service.
► Intensive oxidation changes the fundamental chemistry
of oil and oxygenated compounds are formed. These
components are organic acids, resin, sludge, asphalt etc.
► Viscosity value is increased but the film strength is
decreased.
► In order to enhance the life of an oil in the engine
system anti-oxydant additives are used.
 Stability at high temperature
► This property is particularly useful in
lubricating oils used in power cylinder.
► The susceptibility of oil to cracking at high
temperature and in presence of oxygen is
reduced by addition of amine additives.
 Alkalinity
► Diesel engines burning low grade fuel show a high
rate of wear on liner surface.
► One of the reason for this is the corrosion owing
to formation of sulphur derivative compounds.
► As a remedial measure alkaline oils are used for
cylinder lubrication. The alkaline oil is likely to
protect the liner surface against corrosive attack
by neutralising weak sulphuric and sulphurous
acids.
 Alkalinity
► Alkalinityis introduced in oil by blending with
additives. When additives are insoluble in oil, they
are dissolved in water and then emulsified with oil.
Metallic salts such as calcium carbonate is blended
as additives.
► Cylinder lubricating oils have a TBN of 70 to 80
(mg KOH/g ), trunk type engines have a TBN of 24
to 30.
► TBN-TOTAL BASE NUMBER- measure of
alkaline additives available for the neutralisation of
acids from combustion products and oxidation.
Level governed by type of fuel.
 Alkalinity
► Asa guide, the TBN of fresh oil should
be at least:
 10 x fuel sulphur content (%) for
trunk piston engines
 20 x fuel sulphur content (%) for
cylinder oil in x-head engines
 Alkalinity
► For crosshead engines the TBN will tend to
rise due to contamination by liner
lubrication, it should not be allowed to raise
more than twice that of the new charge.
 Acidity
► TAN-TOTAL ACID NUMBER-measure of organic
acid and strong acid content of oil.
► Where SAN is nil, the TAN represents the acidity in
the oil due to both the acids in the additives and
the oxidation of the hydrocarbons in the oil.
► The TAN of fresh oils varies with oil type, and
tends to climb with age.
► A high TAN may indicate that an oil should be
changed or freshened by top up.
► A high TAN may be accompanied with increased
viscosity.
 Acidity
► SAN-STRONG ACID NUMBER-indicates
the prescience of strong, highly corrosive
(inorganic) acids, usually formed from
combustion products.
► If SAN is non zero the oil should be changed
immediately
 Detergency / Dispersancy
► Deposits some times occur in the crank case of
diesel engines.
► More harmful deposits are found on the body of
piston or in the ring groove.
► The deposits may be pasty, semi-solid
precipitation from the lubricating oil. High
temperature effect accelerates the rate of such
deposition.
► To reduce the tendency of oil to form such
deposits on vital places, oil is treated with
detergent / dispersant agents.
 Detergency / Dispersancy
► The property of Detergency / Dispersancy in crank
case and cylinder oils is introduced in varying
degrees to keep the system clean and trouble
free.
► Detergents keep the metal surfaces clean by
solublising oil degradation products and coating
the metal surface, due to their polar nature,
hindering the formation of deposits.
► Dispersants are high molecular weight organic,
which stick to possible deposits making products
and keep them in fine suspension by preventing
small particles forming large ones.
 Demulsibility
► This is the property which denotes the ease with
which an oil water emulsion can be separated.
► In a ship’s lubricating system ingress of water can
not be avoided altogether.
► It is considered an important property to keep oil
free from contamination by water and hence
maintain its character over a long period.
► Heavy duty oils have a demulsification no of 4 but
may have up to a maximum of 8.
 Demulsification Number
► This is defined as the number of seconds required
for an oil to separate from water after it has been
emulsified under specified conditions.
► An oil with a low DV (<300) readily demulsifies.
Conversely, an oil with a high DV (300 plus) has a
tendency to remain in an emulsified condition and
not easily separate from water.
► Note: demulsification value is dependent on
viscosity.
 Emulsification

► This occurs due to water contamination; also,

contamination with grease, fatty oils, varnish,
paint and rust preventers containing fatty products
can also promote emulsification.
► The presence of an emulsion can be detected by a
general cloudiness of the sample. Salt water
emulsifies very easily and should be avoided.
► Water entrained in the oil supplied to a journal
bearing can lead to loss of oil wedge, rub and
failure.
 Emulsification

► Fresh water contamination whilst not in

itself dangerous can lead to rusting. The
iron oxides catalyses the oil to form sludge.
► The additives in the oil can leach out to
change the water into an electrolyte.
 Flash Point
► Flash Point should be high.
► It is known that under certain faulty
working condition oil vapour may ignite.
► The Flash Point should be above 200 o C.
► For the same reason oil should be less
volatile.
 Anti-scuffing
► Anti-scuffingor capacity to preserve oil film
even in the presence of high pressures
 Resistance to hydrolysis
 Resistance to hydrolysis or capacity to withstand
the action of water which can affect additives.
 Miscellaneous
 Pumpability
 Centrifugibility and filterability or capacity to
separate insoluble elements
 Anti-rust,corrosive and anti-foam are just some
of the other properties required
LUBRICATING OIL
ANALYSIS
&
EVALUATION
 Why test regularly?

► Regular testing of crankcase lubricating oil is

important to ensure that deterioration has not
taken place. The results of in service
deterioration could be a reduction in engine
protection or actual attack on working points by
corrosive deposits. Oil samples are generally
tested every 3 to 4 months depending on the
system and experience.
 Shipboard Testing
► Shipboard testing is taking a rising
prominence to allow monitoring of oil
condition between testing.
► To ensure good representation, care should
be taken where the sample is drawn
 Sampling Points
► Correct
 Main supply line
 inlet or outlet from lubricating oil cooler
 Outlet from main lubricating oil pump
► Incorrect
 standpipes
 purifier outlet
 purifier direct sump suction
► Samples should be drawn over a period of several
minutes
 Viscosity Test
►A simple shipboard test is the Mobil flow
stick where drops of new and used oil are
placed in separate channels on an inclined
'stick'. The rate the oil flows down the stick
is proportional to its viscosity.
 Viscosity Test
► Four equal drops of oil; one used, one of the same
grade unused, one of the higher viscosity and one
of the lower viscosity than used are placed in a lie
along the edge of an aluminium plate.
► When sufficient time has elapsed so that they are
all at room temperature, the plate is inclined from
the horizontal and when the oils have run down
7.5 cm, the plate is returned to the horizontal.
► By comparing the distance travelled by the sample
of oil used with the three reference oils an
estimate of viscosity is possible.
► If variation in viscosity of 30% from initial value
are encountered, the oil should be renewed.
 Alkalinity Test
A simple shipboard go, no-go test is available for
measuring the TBN.
It involves the addition of an indicator and acid
reagent to a 30ml sample.
The quantify of acid reagent added is determined by
the required level of TBN, for TBN2.5 0.5ml are
added, for TBN20 4ml is added.
After three minutes the colour is checked against a
chart .
 Purple:Good level of TBN
 Green:Borderline
 Yellow:Low level of TBN
 Alkalinity Test
► A drop of indicator solution is placed to a
blotting paper and this is followed by a
drop of sample oil a the centre of the drop
of absorbed indicator.
► A colour change takes place in the area
surrounding the oil spot
1. red – acid,
2. blue/green – alkaline,
3. yellow/green neutral.
 Water, Dispersiveness and
Contamination Test
A drop of oil is placed on to a blotting paper and
the shape, colour an distribution of the spot gives
the indication of oil content.
► An irregular shape indicates presence of water.
► A uniform distribution of contaminants indicate
good dispersiveness of oil. If they are
concentrated at the centre of the oil spot,
dispersiveness is poor.
► If the colour of the oil spot is black, heavy
contamination is the cause.
Shipboard water content test
Shipboard water content test

 The flask is filled to mark 'A'

with kerosene
 A capsule of reagent
(calcium hydride) is added.
Any water in the kerosene
will react with the calcium
hydride and any gas vented
off.
 The container is topped to
mark 'B' with sample oil
 The screw valve and cap are
closed.
 The flask is inverted and
shaken
► After 2 minutes the screw
valve is opened.
► The hydrogen produced
by the reaction between
the reagent and water
exerts a pressure which
forces the kerosene
through the open valve
into the graduated
cylinder.
► The amount discharged is
proportional to the water
content in the oil.
Shipboard water content test

 If the water content is

greater than 1.5% then the
test should be repeated this
time using a smaller sample
by filling only to mark 'C'.
 The second scale on the
graduated cylinder should
then be used.
 If water is detected its type,
sea or fresh, should then be
determined by use of a
special reagent the water
Shipboard water content test
 Water Content Test
 The flask is filled to mark 'A' with kerosene
 A capsule of reagent (calcium hydride) is added.
Any water in the kerosene will react with the
calcium hydride and any gas vented off.
 The container is topped to mark 'B' with sample
oil
 The screw valve and cap are closed.
 The flask is inverted and shaken
 Water Content Test
► After 2 minutes the screw valve is opened.
► The hydrogen produced by the reaction between
the reagent and water exerts a pressure which
forces the kerosene through the open valve into
the graduated cylinder.
► The amount discharged is proportional to the
water content in the oil.
 Water Content Test
 If the water content is greater than 1.5% then the
test should be repeated this time using a smaller
sample by filling only to mark 'C'.
 The second scale on the graduated cylinder
should then be used.
 If water is detected its type, sea or fresh, should
then be determined by use of a special reagent
the water
 Water Content Test
► Initially
determined by 'crackle' test. The
presence of Na and Mg in a 4:1 ratio
indicates salt water contamination.
► Limits are laid down by the manufacturer,
but as a rule of thumb a limit of 0.2%
should cause investigation into source and
remedial action at 0.5
 Water content
► Gross contamination can be remedied by
placing the charge in a separate tank and
heating to 70oC and circulating through
purifier.
 MICROBIAL DEGRADATION
► The term microbial degradation is also referred
to as biodegradation.
► It is a process whereby micro-organisms
increase in number and decompose a
hydrocarbon fuel or lubricant and eventually
render it unfit for the duty.
► This form of decomposition requires the
presence of water together with other
favourable environmental conditions including
temperature, acidic conditions (pH value), and
nutrients.
 MICROBIAL DEGRADATION
► With favourable environmental conditions
the increase in microbial count may take
place very quickly and cause rapid
breakdown of the fuel or lubricants.
► In case of lubricating oils the additives in
the oil may function as the nutrients.
 Indications of microbial degradation

► Creations of Sulphurous gases having a

smell similar to rotten eggs.
► Build up of yellowish-coloured film on the
inside of crank case.
► Corrosive attack in the form of pittings in
both the journal and bearings or break
down of bearing surfaces.
 Indications of microbial degradation

► The colour of the oil is darkening.

► The oil tending to become opaque with a
milky appearance.
► Inability of the centrifuge to separate water
from oil due to the creation of stable
emulsion.
 PREVENTIONS
► Biocides and fungicides can be used to kill
and prevent spread of organisms with in a
oil with approval from the supplier.
► Preheating the oil to a temperature of
82.5oC and continuously centrifuging it.
► Prevention of leakage of sea water.
 Spectrometry
► Indicates
the presence of metal element
composition and identifies additive and
contaminant levels.
 Spectrometry
 Zinc(Zn), Phosphorus(P)- are components of
many oils such as diesel engine oils, hydraulic oils
and gear oils.
 Added to enhance anti wear and over properties of
the oil.
► Calcium (Ca)- primarily a component of
engine oils, provides detergency, alkalinity
and resistance to oxidation.
► Residual fuel engine oils have higher Ca
levels
 Spectrometry
► Nickel(Ni)- Bearings, Valves, gear plating,
fuel derivative
► Barium(Ba)- Multi purpose additive,
declining importance
► Magnesium (Mg)- as for Ca, may also be
due to sea water contamination if found in
Ratio of 1:4 of Na
 Spectrometry
► Iron (Fe), Molybdenum (Mo), Chromium
(Cr)- metals alloyed for piston ring etc, a rise
in level may indicate ring pack/liner wear.
► Copper (Cu), Lead (Pb) , Tin (Sn), Silver
(Ag) - soft metals used in the overlay of shell
bearings, and phosphor bronze gears.
► Note that high copper content can also occur
when samples are drawn from copper pipes
which have not been flushed as well as gear
wear.
 Spectrometry
► Chromium(Cr)- Piston rings, hydraulic
actuator cylinders
► Manganese(Mn)- Cylinder wear
► Aluminium(Al)- generally comes from
wearing piston skirts, levels rise where new
piston fitted to old engine. Typically 10ppm,
but rises during bedding in. May also
indicate the presence of catalytic fines in
residual fuels.
 Spectrometry
► Silicon (Si)- Indicates poor air filtration,
possible fuel derivative
► Sulphur (S)- May indicate the presence of
clay based (bentonite) greases
► Sodium (Na)- With Mg indicates the
presence of sea water contamination,
possible coolant system and fuel derivative
► Vanadium (V)- Usually indicates the
presence of fuel oil
 Oil Cleanliness

► IC-INDEX OF COMBUSTION-measures
soot loading of oil
MD-MERIT OF DISPERSANCY
► Abilityof an oil to disperse contaminants,
such as soot, wear debris and water and
thereby carry them away from the critical
areas.
► Measured by oil blot test and should not be
allowed to fall below 50.
 DP-DEMERIT POINTS
► Combination of IC and MD:
► The lower the value, the healthier is the oil.
 Properties ideal for bearings

 Soluble for high speed fluid film hydrodynamic

lubrication, hence, low viscosity with reduced oil
film friction.
moderate bearing loads
improved heat transfer behavior
corrosion protection
cooling
low friction
good low temperature viscosity
good high temperature viscosity
 Properties ideal for gear case

 high film strength to prevent metal to

metal contact. Hence, high viscosity
adhesive to resist sliding and centrifugal
forces
 corrosion protection
 cooling
 reduces friction
 good low tempo viscosity
 Properties ideal for gear case

 high film strength to prevent metal to

metal contact. Hence, high viscosity
adhesive to resist sliding and centrifugal
forces
 corrosion protection
 cooling
 reduces friction
 good low tempo viscosity
 Additives
 Improvements in lubricating oil over the last
twenty years have come about almost entirely
from the use of additives.
 These are added for three main reasons;
1) To protect the lubricant in service by limiting
the chemical change and deterioration ,
2) To protect the mechanism from harmful
combustion products and malfunctioning
lubricating oil , and
3) To improve existing physical properties and to
create new beneficial characteristics in the oil.
 Additives
► Typical additives are; Barium, calcium,
phosphorus, Sulphur, chlorine, zinc, oxidation
inhibitor-increases oil and machinery life,
decreases sludge and varnish on metal parts
► Corrosion inhibitor-protects against chemical
attack of alloy bearings and metal surfaces.
► Antiwear improvers-protects rubbing surfaces
operating with this film boundary lubrication. One
such antiwear ( and oxidation inhibitor) chemical is
Zinc dithiophosphate or ZDDP
 ADDITIVES
Detergent-tend to neutralise the deposits before
formation under high temperature and pressure
conditions, or as a result of using a fuel with high
sulphur content.
The principle detergents are soaps and alkaline metals,
usually calcium ( often referred to as 'matallo-organic
compounds').
They are usually ash forming and spent additive will
contribute to the insoluble loading of a used oil.
It should be noted that additives which do not burn cleanly
without ash tend to be avoided for use with Cylinder
Lubricating Oils
 ADDITIVES
► Dispersant- used to disperse or suspend the
deposits forming contaminants. Typical dispersants,
such as polyesters and benzlamides, are usually
clean burning. The molecules have a polar charge
at one end which attracts and holds the deposits.
► Alkaline agents- neutralises acids, these form the
TBN of the oil and includes additives such as the
above dispersants and detergents. An excess of
acid neutralising alkalis are present in the oil and
these help to keep parts clean. Failure to keep an
oil alkaline can lead to damage to bearings due to
acidic attack as well as increased liner wear.
 ADDITIVES
► Rust inhibitors
► Pour point depressants-improves low temperature
viscosity
► Oiliness agent- reduces friction seizure point and
wear rates.
► EP additives- increases film strength and load
carrying capability
► Antifoam agents- prevents stable bubble formation
► Metal deactivators-prevent catalytic effects of
metal
► Antiseptic-bactericide.
 ADDITIVES
► Viscosity Improvers- an additive that improves the
viscosity index of the oil. i.e. reduces the effect of
temperature on the viscosity of the oil. Shear stability
property is measured indicating the effect of high rates
of shear on the VI improver as the improver molecules
are broken down into smaller molecules.
► Oxidation
Oxidation degrades the lube oil producing sludge,
varnishes and resins. Presence of moisture, and some
metals particularly copper tend to act as a catalyst.
Once oxidation starts, deterioration of the properties of
the oil is rapid.
 Salt Water Contamination
► Salt water contamination is very serious as it
causes tin oxide corrosion, and also leads to
electrochemical attack on the tin matrix in the
white metal. The sea water act as then electrolyte.
► A major problem of water within a lubricating oil is
where the mix enters a bearing, here it is possible
for the water to be adiabatically heated causing it
to flash off collapsing the oil wedge.
► Microbial attack :
 Recharging

► When recharging no more than 10 % of the

working charge should be topped up due to heavy
sludgeing that can occur due to the heavy
precipitation of the sludge.
 Stresses on Lube oil

The main stresses experienced by Lube oils in

diesel engines operating on heavy fuel oils are
expressed as follows
Acid Stress- Caused by sulphuric and oxidation
acids. This leads to increased corrosive wear,
deposits, reduced Base Number and shorter oil
life. Rapid depletion of the BN is the clearest sign
of oil stress
 Stresses on Lube oil

► Thermal/Oxidative stress
► This caused by elevated temperatures leading to
increased rates of thermal/oxidative breakdown of
lubricant and fuel.
► This leads to increased levels of deposits, sludge,
corrosive wear of bearing material, oil thickening
and reduced oil life.
► In addition deposits on the under crown side of
the piston can lead to increased hot corrosion on
the piston.
► Asphaltene Stress
This caused by fuel contamination of the lube oil
and can lead to increased levels of deposits,
sludge, lacquers, oil thickening and reduced oil
life.

► In addition deposits on the under crown side of

the piston can lead to increased hot corrosion on
the piston