S·O·S Fluid Analysis

No Longer “Scheduled Oil Sampling” Caterpillar Dealer Labs now perform Coolant and Fuel analysis in addition to Oil Analysis Coolant Analysis Level I Level II Fuel Analysis Fuel Testing Bacteria/Fungus Testing

Purpose Detect problems early so minor problems can be repaired before they become major failures. Monitor “positives” as well as “negatives” so money is not wasted on early oil changes or by repairing components needlessly. Shorten repair time. By using S·O·S information as a guideline, troubleshooting time can often be reduced allowing the servicemen to go right to the core of the problem.

Purpose Monitor maintenance schedules and practices to verify that maintenance is being done, and if it is being done on time. Schedule downtime to fit into your workload. Better manage budgets by forecasting the costs of repairs and downtime. Increase used equipment value at trade-in by using S·O·S program history as proof of proper maintenance and condition.

Sampling and Sample Problems How to Take a Good Sample How to Fill in the Label

How to Take a Good Sample Oil Sample Valve Sample Gun Drain Plug Fuel It’s hard to get a representative sample Try to mix the fuel and collect from the line or drain. Coolant Don’t use the same gun Don’t get burned

While Draining Oil Use no tubing. Labor intensive. High chance of external contamination. Not a recommended method.

Sampling Problems Contaminated Sample Dirt from draining Dirt in sample tubing Dirt in sample gun Dirt blows into bottle Prevent problems by using new tubing for each sample and store extra tubing in a clean bag Use a gun or probe and store in a clean bag Keep bottle covered on windy days

Sampling Problems Non-Representative Sample Water and Antifreeze settle out Particles and Metals settle out Sample contains bottom sediment Bottle filled too full Prevent problems by using taking warm samples using good “technique.”

Recommended Sample Intervals Engines-250 hours or at oil change Non-engine compartment-every 500 hours Level I Coolant-every engine oil change Level II Coolant-annually Fuel-every shipment to check quality -annually for in-ground storage tanks

Complete the Label! Problems No information on bottle No oil brand or viscosity information Wrong machine or compartment No hours reported or inaccurate value Not fastening the label to the bottle Not saying if you’re looking for something The report is only as good as the information on the label!

Example

Oil Analysis

Four Factors that Affect Wear Maintenance/Application Lubricating Oil…Type of Application. Contamination…From Outside Sources. Wear Particles…From the operation of the parts themselves.

“Physical” Tests Water Hot plate “sputter” test Fuel Dilution Seta-Flash closed cup flash tester Glycol Contamination “Wet” chemistry test

Wear Elements Analysis Performed on DCP Spectrometer Direct Current Plasma Emission Spectrometer Measures wear metals-10 microns and under Copper, Iron, Chrome, Lead, Aluminum, Silicon, Sodium, Molybdenum, Silver, Nickel Readings are in parts per million (PPM)

Direct Current Spectrometer

Classic Wear Metal Combinations

Oil Condition FT-IR Infrared Analyzer Fourier Transformed Emission Spectrometer Measures Soot - Sulfur - Oxidation - Nitration Water - Antifreeze* - Fuel* (*not very well!) Provides information about oil condition Requires a reference oil from each customer. Results are in “percent allowable”

Nicolet F.T.I.R.

Viscosity Testing Measures how thick the oil is Tells about oil condition and contamination Oxidation and Soot thickens oil Fuel and other contaminants makes oil thin

Particle Count Performed on Particle Counter Measures all particles: sand/dirt, metal, non-metals(clutch material), bugs, water and air bubbles Particles are measured in 8 size ranges and reported as counts per milliliter at 10 and 15 microns Measures particles missed by the DCP Cannot analyze engine oils, dark oils or heavily contaminated samples

Large Particle Counter

I.S.O. Code Quantifies particles by size. Each I.S.O. Code represents a range of particles/ml. The smaller the code, the fewer the particles.

Cat Cleanliness Targets Hydraulic Systems…………….ISO 18/15 or less Transmissions………………....ISO 21/17 or less Electronic Transmissions..…….ISO 18/15 or less Fill Oil………..………………..ISO 16/13 or less

Understanding I.S.O. Codes First number represents cumulative particles from5-100 microns Second number represents cumulative particles from 15-100 microns

Example 5 10 15 20 25 50 75 100 2504 278 36 16 8 4 1 0 Answer: 5 10 15 20 25 50 75 100 2504 278 36 16 8 4 1 0 Answer: 19/12

How to Read the S·O·S Report

3 Sections (All samples)

Equipment Data

Interpretation & Recommendation

Wear Metal,Physical, I.R. Results

4th Section (Non-engine)

Large Particle Count Results

Reverse of Report

What the Analyst Looks For Hours on the Oil Hours on the Machine or Engine Trends of all Elements (metals) Evidence of Contamination Oil Condition and Type Product History Application and Maintenance Practices

Hours on Oil The number of hours on the oil since last oil change This information is critical for accurate interpretation of results During interpretation, the readings are adjusted to a standard change interval before trend comparisons can be made Without the hours on oil, our recommendations will likely be wrong!

Hours on Machine or Engine Total operating hours on the machine or engine Component age Overhauls Repairs All of the above affect wear metal readings

Trends of all Elements Trending is the most reliable and accurate method of interpreting results A trend is established by repeated test of samples from a particular compartment Three or four samples are needed to establish a trend Large deviations from a trendline are indicators of a serious problem

Evidence of Contamination Evidence of Contamination (physical FT-IR) Fuel Water Glycol Sodium Silicon/Aluminum Particle Counts Viscosity Changes

Oil Condition and Type Infrared Analysis Soot Sulfur Oxidation Nitration Oil Type CG-4 multi-viscosity for engine TO-4 straight weight for transmissions

Oil Condition and Type Viscosity Increasing Decreasing

Infrared Analysis Soot Unburned Fuel Not enough air or too much fuel Causes accelerated wear, especially iron Makes oil thick and decreases lubricity Sulfur Contaminant in fuel Forms acid with water

Infrared Analysis Oxidation A chemical change to oil Makes oil thick and decreases lubricity Temperature increases the oxidation rate Indicator of Cooling System problems Nitration Similar to Oxidation Indicator of degradation

Viscosity Increase Antifreeze contamination High soot levels Oil break down Overheating Use of the wrong lubricant

Viscosity Decrease Fuel contamination Oil transfer from another compartment Use of wrong lubricant

Product History Product history is examined to determine if any product problem patterns have developed for that specific model and compartment

Application and Maintenance Practices Machine Applications/Environments Periods of Inactivity Type and Brand of Oil Type and Brand of Filter Quality of Maintenance Sample Techniques

Coolant Analysis

Cooling System-Maintenance Management of premature engine failures or non-performance incidences can be directly attributed to cooling system problems 40%

Cooling System Functions Remove Heat generated from fuel combustion Burn temperatures can reach 3518 F Transfer heat from Transmission oil coolers Hydraulic oil coolers Water cooled exhaust manifolds Water cooled turbocharger shield/housings Marine gear oil coolers Jacket-water aftercoolers

Typical Cooling System Problems Overheating Overcooling Loss of Coolant

Typical Overheating Causes Low coolant level Reduced airflow through radiator Insufficient cooling system pressure Coolant overflow High inlet air temperature or restriction Low heat transfer through scale build-up Exhaust restriction Excessive engine load Insufficient coolant flow

Coolant Function Transfer heat from hot engine components to a radiator or a heat exchanger Additive protection is required to improve the properties of the water base Desired Characteristics High boiling temperature Freeze protection Corrosion resistance

Coolant Desired Characteristics Scale & deposit protection Non-foaming Minimum sediment Maintain pH (acidity level)

New Coolant Characteristics

Level I Coolant Analysis Test for: % Glycol pH (acidity) Total Dissolved Solids Inhibitor Recommended every oil change

Level II Coolant Analysis Metal Corrosion Rate Iron Copper Aluminum Lead Scaling Potential Total Hardness Calcium Hardness Mg Hardness Silicate Phosphate Acid Potential Sulfate Glycolate Salt (as chloride) Nitrate Recommended annually

Fuel Analysis

Properties and Tests Cetane Number Ignition quality measure-affects cold starting, smoke and combustion Sulfur Content Affects wear, deposits and particulate emmisions API Gravity Related to heat content-affects power and economy

Properties and Tests Heating Value Affects power output and fuel economy Volatility Affects ease of starting and smoke Flash Point Related to volatility and fire hazard in handling

Properties and Tests Viscosity Affects injector lubrication and atomization Cloud Point Affect low-temperature operation Water and Sediment Affects life of fuel filters, pump and injectors

Properties and Tests Carbon Residue Measures residue in fuel, can influence combustion Ash Measures deposit-forming inorganic residue Corrosion Measures possible corrosive attack on metal parts

API Gravity Related to heat content, affects power and economy Lighter fuels have higher API numbers Heavier fuels have lower API number For Cat engines an API of 35 is optimium Lighter fuels, like kerosene read about 44 API Heavier fuel (below 30 API) create combustion chamber deposits which cause abnormal wear Blending is the only way to correct density

Flash Point Related to volatility and fire hazard in handling It is the temperature at which fuel vapors can be ignited when exposed to a flame Affected by the type of fuel and the air/fuel ratio Important for safety reasons, not engine operating characteristics The minimum flash point for most diesel fuels is 100F

Water and Sediment Affects life of fuel filters, pump and injectors Water introduced during shipment or as condensation during storage Cause damage, especially to fuel lubricated pumps Water separators are critical to fuel systems Sediment (rust, scale,dirt,weld slag, etc.) Removed by settling, straining/filtration or centrifuging

Water and Sediment Eliminate water by draining the fuel tank regularly Obtain fuel from a reliable source Water separators should be used Primary and secondary filtering is usually required

Microbial Contamination Fuels are sterilized during the refining process Contamination occurs after leaving the refinery Bacteria and fungi multiply and grow only when water is present Plugs filter with a greenish-black or brown slime Prevent growth by keeping fuel system dry Treat with biocides when a reoccurring problem Tanks and lines must be clean to reduce filter plugging