Truck Topics

Oil Analysis: Five minutes of diagnosis is worth your time and money!

Motor oil has a tough job.

It has to lubricate and cool hot metal and carry contaminants away from those metal parts. It has to do its job in freezing cold, blistering heat and all the temperatures in between.

Fuel or coolants that leak into it can dilute oil and it has to perform in spite of dirty filters that don't clean it. Even in normal operation, the engine produces soot that thickens the oil and hinders oil circulation.

The interesting thing is that oil itself doesn't wear out. But it can be damaged through abnormally high temperatures, and its additives degrade as the chemicals absorb contaminants.

Here are some interesting items, according to the experts....

-Lubrication problems contribute to approximately 40% of machine failures.

-Coolant leaks are one of the most common causes of premature plugging of diesel engine oil filters.

-Particles sometimes found in NEW oil include: catalyst fines, rust, filter fibers, bits of clay, undissolved additives, and dirt.

-As little as 50 PPM (parts per million) sodium in used crankcase oil can mean as much as one gallon of coolant has leaked into a 10 gallon lube oil sump.

-1 hour of off road vehicle or equipment use equals 50 hours of on-road use.

The deck seems to be stacked against engine oil, all right.

So what can be done to help that mistreated fluid?

Well, the oil could be changed every 1,000 miles or so. That would guarantee that the oil in the motor is just about as clean and pristine as new oil in the jug.

Outrageously costly? Impractical? That's right, and it's unnecessary.

Today's diesel engines have longer factory-recommended oil drain intervals than ever before, and now it's more essential for the truck owner to know the condition of his oil and what's happening inside the motor.

NOTE: For simplicity, this article refers mainly to engine oil analysis, but all of the vehicle's fluids, (transmission, coolant, differential, etc.), will assuredly benefit from a professional analysis.

That's where oil analysis comes in. It helps the owner know when it's time to change the oil and filters. But equally importantly, analysis sometimes says that those components need to be changed more often. Regular oil analysis is an even better safety net than frequent oil changes.

What sort of nasty things will an oil analysis discover?

Analysis will reveal:

THE CONDITION OF THE OIL

The viscosity of the oil is determined and the level of oxidation. If the analysis is performed in a laboratory setting, the chemical additives are determined, but those chemicals' lifespan cannot be forecast.

As reported previously, oil can become too thick to flow properly when it becomes saturated with soot or when high temperatures make it oxidize. On the reverse side, oil can thin out if it has been exposed to extreme heat or if there are leaks of raw fuel or coolant into the engine.

Oil thinning can also be caused by bad injectors that fail to atomize the fuel properly or by excessive cold weather idling. Thin oil won't produce a thick enough oil film on engine parts to protect them from wear.

Oil analysis will show if the viscosity of the oil has changed up or down one viscosity grade, meaning it's time for to change the fluid. The analysis will even tell you just why the oil has gotten thick or thin.

CONTAMINATION

The presence of foreign matter and chemicals in the oil test sample can reveal a variety of problem areas:

Silica indicates that dust/dirt is being ingested into the engine.

Potassium, sodium, glycol-coolant components indicate a coolant leak.

Diesel fuel indicates an injector or return-line problem.

The presence of high levels of combustion by-products such as soot, sulphation and nitration may indicate a number of problems including blow-by, overloaded operations, a too-rich fuel-air mixture and other issues.

Water can come from a faulty crankcase ventilation system, damaged head, block, coolant jacket, oil cooler, heat exchanger, etc.

WEAR

Particles or traces of a variety of metals can determine engine wear and even help to pinpoint the location of that wear, such as:

Iron Possible sources: cylinders, crankshafts, valve-train, piston pins, clutch, some pistons, rings, gears, bearings, liners, shafts, camshafts, pumps, cylinder bores, rods

Chromium Possible sources: rings, some roller-taper bearings, liners, exhaust valves, coolant, rods, spools and gears

Copper Possible sources: bearings, thrust washers, bushings, oil coolers, oil additives, cam bushings, valve-train bushings, governor and oil pump

Aluminum Possible sources: pistons, bearings, blower/turbocharger, pump vanes, thrust washers/bearings, oil-pump bushings and housings

Silver Possible sources: wrist pin bushings, anti-friction bearings, silver solder

Copper Possible sources: bearings, thrust washers, bushings, oil coolers, oil additives, cam bushings, valve-train bushings, governor and oil pump

Other metals Possible sources: nickel (alloy from gear plating, valve guides and ring lands, shafts, anti-friction bearings); lead (bearings, oil additives); and tin (bearings, piston plating, bushings)

Additional properties discovered in the oil analysis would include:

Total Base Number (TBN)

In short, a total base number measures the amount of active additive left in a sample of oil. Awareness of the TBN is useful for owners who want to extend their oil usage beyond the normal range.

By comparing the TBN of used oil to the TBN of the same oil in virgin condition, the user can determine how much reserve additive the oil has left to neutralize acids. The lower the TBN reading, the less active additive the oil has left.

Oil's function is to lubricate, clean, and cool the engine. Additives are added to the oil to enhance those functions. If the oil becomes too acidic, it will corrode the engine. A good TBN result, meaning plenty of active additive is left in the oil, is usually in the 6.0 to 14.0 range (depending on whether the oil is for gas or diesel engines). A low test result, meaning very little additive is left, is down around 2.

The TBN is one of two "neutralization number" tests run on oils. The TAN (total acid number), which is used for hydraulic oils, is the other. The TBN measures the total basedity of an engine oil; that is, how much base (as in, a base vs. an acid) additive is in the oil to offset the deleterious effects of acids coming into the oil from combustion and other sources.

However, the TBN is not the only factor to consider when determining how long an oil can be used. If wear accumulations and insolubles in the oil build up and become abrasive, we would recommend changing out the oil, no matter how high the TBN reading.

The number one killers

According to the experts, one of the most frequent causes of diesel engine failure is antifreeze contamination of the oil. There are several ways coolant can get into the oil - head seals, pin holes in wet liners, injector cups on some types of engines, and the oil cooler.

Oil analysis will not only detect this common engine killer at trace levels, but it will often point to the location of lost seal integrity. When antifreeze contamination reaches 0.3 to 0.4%, a level far below visible detection, the engine's parts begin to wear poorly, usually at the lower end first. By the time a mechanic sees discolored oil, the problem has very likely progressed beyond a point of economical repair.

Fuel dilution problems run a close second as an engine killer. Commonly, injectors and fuel pump problems can dump serious levels of fuel into the oil sump (much of which gets cooked back out), which is rarely detected by any means other than oil analysis.

Fuel dilution affects the oil's ability to function properly, but it also attacks the friction bearings. Left undetected, a fuel system problem can cause catastrophic engine failure.

The history of the science

Since it would seem that oil analysis is a necessary ingredient of preventive engine maintenance, the next question is: Who does oil analysis and how much does it cost?

The first use of used oil analysis dates back to the early 1940s by the railway companies in the Western United States. Prompted by the purchase of a fleet of new locomotives, technicians used simple spectrographic equipment and physical tests to monitor locomotive engines. As steam locomotives gave yield to diesel locomotives, oil analysis practices by railways caught on.

Due to the success of oil analysis in the railways, the US Navy used spectrometric techniques to monitor jet engines on their aircraft in the mid 1950's. Around this time, Rolls Royce was also experimenting with oil analysis for their jet turbines. Oil analysis began to spread and programs were developed by the US Army and Air Force throughout the 1950s and early 1960s.

Commercial oil analysis laboratories first appeared on the scene in the early 1960s with more companies offering this service over the ensuing decades.

The laboratories

Some of the large, national engine oil manufacturers offer oil analysis combined with technical advice as an integral part of the marketing program for their premium engine oils. Unfortunately for the owner/operator, unless one has an account with a major oil company distributor, the small o/o cannot participate in their oil analysis program.

The independent laboratories available to the expediting or trucking owner/operator offer a complete range of services for testing and analyzing the owner's oil samples. There are different levels of analysis at different price levels.

A standard oil analysis kit comes with a sample bottles, forms, labels and courier paperwork. The cost includes all analysis and their report. Some labs say that if they receive the sample by 10 am, it's processed and shipped out the same day; others require 24-48 hours before it's returned.

In some cases, the wait for the analysis report could be a matter of weeks. The reports are usually faxed or e-mailed, but in the event an emergency situation is discovered by the analysis; the customer is called by phone.

The testing procedures listed on some of the oil analysis labs' web sites is heavy on the technical detail, listing equipment like plaso-spectrometer, viscometer, BioRad infrared analyzer, etc. For those without a degree in chemistry, the reports are written in easier-to-understand plain language.

A speedier oil analysis solution

In a survey of expediting owner/operators for this article, it was discovered that a number of them have become regular customers of the Indiana-based Speedco oil and lubrication outlets. In addition to using Speedco's regular oil change services, the owners are also using the company's oil analysis service as well.

Ben and Melanie Easters use Speedco's service when it's oil change time for their Volvo, and Ben tells us, "We get the oil analysis every second or third change. It gives us an idea of how the engine is doing; it's just part of keeping up the maintenance on the truck. We get a full report after about ten minutes."

Jim Dudley is a Vice President and one of the founders of Speedco. He confirms what Ben Easters says about the speed of the analysis: "Our customers can roll in and get their oil analysis report by the time the regular service is complete. Speedco has offered this service in all of our locations for 3 to 4 years now."

"We know drivers need service in a hurry, but also know they want information on the condition of their engine quickly as well. It's our commitment to offer them these types of solutions."

"Throughout our chain of 32 locations, about 11% of our customers are requesting an oil analysis."

Pat Smythia is the owner of Freedom Express and has 8 trucks leased with Panther II. Her fleet is a mixture of Class 7 and Class 8 units, and she keeps a tight rein on the oil change intervals: 10,000 - 12,000 miles.

Pat says, "Because of the convenience of their locations, our drivers usually use Speedco for the oil changes. I feel that the oil analysis service tells us if we're doing things right and it helps give me control over the fleet's maintenance."

"We often use it once or twice a year for the older trucks in the fleet, particularly when they get close to the end of their warranty."."

Jim Dudley of Speedco elaborates on the value of analysis: "As the truck owner, your livelihood depends upon that vehicle. If you spend only $14.99 per analysis, and it alerts you to a engine problem that would cause unscheduled downtime or allows you to avoid a more costly repair, I would say that's money well spent."

Dudley adds, "This falls in the category of predictive and preventive maintenance for your truck. For example, if you don't know that you have a fuel leak or anti-freeze leak in your engine, you're talking major money for repairs."

"I would caution however, that if you only have one oil analysis done, it will only give you a picture of that moment in your engine's life. Oil analysis should be done on a regular basis, to establish a trend and your engine's wear patterns."

Glen and Janice Rice are the owners of the "Lil' Deuce Coupe", a customized Volvo straight truck featured in several articles on Expediters Online.com.

Glen is a believer in oil analysis: "It identifies problems in advance; all you have to do is look at the numbers and read the charts. At this point in the truck's life, with 50,000 miles on the odometer, I'm having the oil analyzed every 4th change."

"The Speedco system seems to be a fairly complete analysis. Right now, I'm using an interval of 12,500 miles but I've been told I could extend that to 25,000. Because we use a generator instead of idling, they've found no soot contamination in the analysis."."

Ms. Joy Jennings Loper is the Senior Account Executive of Global Technovations, the distributor of the MotorCheck On-Site Analyzer (OSA), the diagnostic equipment found in Speedco oil change facilities. She is a 26-year veteran of the oil analysis business, who has represented 3 different oil diagnostic laboratories in that time period.

She is one of the principals in the development of the OSA, first seeing the prototype, "when it was still in the drawing board stage back in '94."

The OSA has an interesting history: It was developed by Carlton Joyce, a professor of spectroscopy at McGill University in Canada. After moving into the private sector, he started an analysis lab in the Atlanta area and developed the OSA after years of experience in the oil diagnostic business.

"Professor Joyce saw the benefit and need for on-site analysis for the owner/operator," says Ms. Loper, "and he was able to build the analysis database through those years in the lab. After hundreds of thousands of diagnostic evaluations, he already had the statistical data necessary for development of the On-site analyzer."

Ms. Loper continues, "Obviously, the main advantage that the OSA has over any other oil diagnostic process is speed. The equipment can completely analyze the customer's oil sample in around 5 minutes, instead of the days or even weeks required by some testing labs. Of course, our system eliminates the need for the customer to take the oil sample himself and package it for shipment to the lab."

"Another distinct advantage of the MotorCheck on-site analyzer is that it provides more complete testing than many labs; for example, most lab testing for the trucking industry does not include analysis of the Total Base Number. MotorCheck does it as part of our test package. In addition, our test reports are more repeatable/reproduce able."

"For Speedco customers, the customer has the immediate test results where and when he needs it - on the road."

Some companies who are using the MotorCheck on-site analysis system include:

Speedco Cummins Daimler Chrysler Flying J Ford Freightliner General Motors Jiffy Lube

Scott Hancock is an owner/operator leased with Express-1 and he tells us that he uses Speedco's oil change service, "whenever my location permits, and I use the oil analysis service every third oil change.

Scott says that the analysis is a good way for to forecast whether repairs are coming upon his 2001 Freightliner Century Class "D" unit. His truck has 245,000 miles on the clock and the reports so far indicate it's "squeaky clean."

"The analysis is the closest thing to a crystal ball," Scott tells us. "I'm doing the oil changes every 15,000-20,000 miles now, and I use Lucas Oil stabilizer at every change. I ran the Lucas product in my racecars and I believe in it. If I didn't use it, I would probably change the oil more frequently."

Scott adds, "With the Speedco oil analysis, the report will show a little table that illustrates what chemical levels are normal or abnormal. If there is a high level of chemicals in the sample, the report will give causes. It's very easy to read for anyone with a small amount of mechanical knowledge."

George McDonald, owner/operator of a Western Star says that oil diagnosis, "is a good idea, and I should probably do it more. It lets you spot trouble before it happens."

"There are some T/A's who will give you a free analysis kit with complete change with Delvac, but you have to sample it yourself and send it in."

"At Speedco, I can get in and out of there in a half hour with a change and oil analysis."."

Another benefit

Oil analysis can enhance the truck's value at trade-in/sale time. Dan Tilley, Expediting Truck Specialist at Freightliner of Knoxville says, "If there is a recent, certified oil-analysis available, with no negative findings,it definitely adds value to the truck."

"Of course, it would be best if it were in the form of an analysis history, which gives the background of the truck."

Associate Editor Lisa Brooks contributed to this article.

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