Tagged: lubrication

Synthetic vs Mineral

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Should I use a synthetic oil in my equipment or just stick to mineral?

Check with your OEM first.

There are some OEMs that require a synthetic to be used but others that prefer mineral oils.

Typically, a synthetic oil (in industrial applications) tends to have longer operating hours compared to that of a mineral oil.

As such, lots of companies prefer to use synthetic oils as it leads to cost savings in the long term.

However, there are times when mineral oils are more cost effective.

For instance, if the component has to undergo maintenance (where the oil has to be drained) every 500 hours then it would not make sense to have a more expensive oil that lasts for 2000hours.

Before choosing whether mineral or synthetic, we need to do a cost benefit analysis of using both and then make an informed decision. If we can see savings by switching to a synthetic (such as energy, fuel or manpower savings) then this is definitely the way to go.

Mixing viscosities

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Can I mix different viscosities of oils to get the viscosity that I want?

It can be done but this is not an ideal situation.

There are times when the only available viscosity is an ISO 46 (on a rig) but the equipment requires an ISO 68 and the new stock will not be delivered in time to avoid shutdown. Can the ISO 46 be used instead?

An ISO 46 oil is lighter in viscosity than an ISO 68 however, for most oils, there is a chart that depicts the viscosity of the oil at operating temperature. In these cases, one can consult this chart and determine if the viscosity at operating temperature will still fall within operating limits.

If we mix an ISO 46 with an ISO 68 oil we cannot be certain of where the new viscosity will fall especially if we do not know the ratios that are being used. There is a viscosity calculator that can help guide this decision available at: https://www.widman.biz/English/Calculators/Mixtures.html

This can be used as a guide and the actual values of the oil should be verified via oil analysis.

 

While this situation is not ideal, we need to remember that compatibility is also key.

As such, we should stick with the same line of lubricants that we being used. Typically, lubricant suppliers have the same formulation but change the viscosities for lubricants of the same line.

TBN decrease

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The TBN has dropped significantly, can I still use the oil?

The TBN (Total Base Number) is usually seen in diesel engines. Most modern (smaller) diesel engines have TBNs within the range of 9-15 (especially if they are using ULSD).

The TBN gets depleted when the acids in the oil start to increase.

Typically, higher sulphur levels in the fuel produce more acids. As such, as the sulphur level increases, so does the TBN level.

For instance, in power plants that use larger (older) diesel engines that require HSFO (High Sulphur Fuel Oil, 3.5% sulphur), the TBN of the lubricant can be as much as 50. Here are the different types of fuel and their sulphur ratings:

  • HFSO (High Sulphur Fuel Oil): 3.5%
  • LSFO (Low Sulphur Fuel Oil): 1.0%
  • ULSFO (Ultra Low Sulphur Fuel Oil): 0.1%

 

With IMO 2020, the cap has been placed on sulphur in fuel to 0.5% for marine vessels. While this cap has not yet been translated to land applications, due to the demand for HSFO declining there may be a shift to ULSFO in land based applications in the not so distant future.

 

Ideally, if your TBN level gets depleted by 50% then there is a cause for concern and the oil should be changed or topped up with new oil (depending on which is more convenient).

If your TBN levels get to 50% in a very short time, you may want to investigate the reasons behind the value dropping so significantly in such a short time (perhaps fuel dilution or thermal cracking?).

Always investigate the reasons behind unexpected results as these will continue to impact your lubricant in the future.

Mixing oils

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Can I mix hydraulic oils with engine oils?

Oils should never be mixed!

Every oil is designed with its application in mind. As such, they are blended with varying concentrations and types of additives. For instance, a typical engine oil has at least 30% additives while a turbine oil may have only 1% additive.

Hydraulic oils are designed for applications where power has to be transmitted through the lubricant. On the other hand, engine oils are designed to withstand varying temperatures (gasoline engines have a different temperature range compared to diesel engines. Diesel engines generally run at higher temperatures than gasoline engines).

Always pay particular attention to what the OEM recommends. Usually, the OEM will recommend that a lubricant meets a particular global standard (API SN or CK4). These standards were developed to ensure the best performance of an engine and should be adhered to when choosing lubricants.

Multigrade vs Monograde

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Why use multigrade instead of monograde oils?

A monograde oil does not provide the same level of protection on start-up as a multigrade oil.

With the multigrade oil, it is designed to reduce the time it takes to get from the bottom of the sump to the top of the engine (this is indicated by the number in front of the “w”).

However, the monograde oils have not been adapted for this type of technology. Thus, it takes longer to get to the top of the engine and to all the components compared to a multigrade oil.

Most wear occurs on start-up. Before we start the car on a morning, all of the oil is at the bottom of the sump, so it takes some time to get to the top and the other components. However, once we start the engine, all the parts will begin moving. If they are moving without any lubrication, then a significant amount of wear will occur!

Typically, when driving, we start the car, go to our destination and stop. Then come back and start the car again. During this time, the oil would have drained back to the bottom of the sump and now has to get back to the top. Before it gets to the components, these are still moving without lubrication, inducing wear! If we think of the number of times that we start and stop for the day (or for the month!), we will realize the amount of wear that we put our engines through.

Hence, this is one of the main reasons, that we choose multigrades over monogrades.

That “w”!

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What does the “w” stand for in multigrade oils?

The “w” stands for winter.

Let’s go back a bit. We weren’t always as advanced in lubricant technology as we are today. For instance, if we left an ice tray filled with water on the table, what would happen? It would remain in that state of water. Now, if we placed that in the freezer, the water would turn into ice.

Similarly, before we advanced lubrication technology, there was one oil to be used for the Summer and one for the Winter. During the summer, the temperatures were higher and during the winter the temperatures were lower.

The “w” helps us to understand that this is the measurement related to how an oil flows at a cold temperature (or on start-up). It does not mean that you can only use an oil with a “w” in countries that experience winter!

The lower the number is in front of the “w”, the faster the oil flows on start-up. When we start our cars on a morning, all of the oil is at the bottom of the sump. It will take some time before the oil gets from the bottom to the top of the engine.

However, all of the parts in the engine are moving before they get the oil. Thus, it is critical to get the oil to them in the shortest time possible. The lower the number in front of the “w”, the faster the oil takes to get to the top of the engine (this will reduce the amount of wear that occurs).

Quick Tip: Zero (0) does not mean that there is no protection on start up, it means that it will get to the components faster than all the other grades (like a 0w20).

 

What about the number after the “w”?

This is the number that represents the viscosity of the oil at operating temperature. When the engine begins operating this is the viscosity that flows through all of the lines and components continuously. As we mentioned in an earlier post, the value has decreased in recent times (some going as low as 0w16!) due to the lines being thinner, which is ideal for lower viscosities.

Recommended oil – Automotive

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What type of oil should I use in my car?

Always follow what the OEM recommends! A quick google search can help you find the required lubricant if you don’t have the owner’s manual.

Most modern vehicles use lighter weight oils compared to older vehicles. Let’s think about cars back in 1950. They were larger, with big engines. With a big engine, it would mean that the lines carrying the oil would be larger. Thus, a heavier oil (50 weight) would be the most appropriate.

Now, fast forward to cars today. The engines are smaller, (albeit with a lot more horsepower as well!). If the size of the engine has changed, then the size of the lines carrying the lubricant will change as well. These lines will get smaller. If the lines are smaller, then the liquid that has to flow through them, should be lighter (thinner).

We can use an analogy of a straw trying to pull up molasses.

With a large straw, we could pull up the molasses faster than with a thinner straw. This is similar to the older cars, they would have thicker “straws” (lines) that would have allowed them to adequately pump the lubricant.

In the newer cars, the straw has gotten thinner, so it can’t pull up the molasses anymore. If we tried to pull up water instead, it would definitely flow faster than the molasses and not have as much strain on the person pulling up the water (pump in the engine). Hence, lighter oils are used in modern cars.

Most recommendations can be found by contacting the OEM or even doing a bit of Google searching with the year of manufacture for the car and of course the model.

Additives and their properties

Properties of Additives in Lubricants

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Each lubricant has a varying percentage of additives as not all lubricants are created equally. Lubricants are designed based on their application or use within the industry. For instance, an engine oil is typically composed of 30% additives, 70% base oil while turbine oils comprise 1% additives and 99% base oil.

Therefore, particular attention must be paid to getting the additive compositions to be just right for the application and ensuring that the additives can perform their functions.

Each additive has a particular function and is used as per the application of the lubricant. We have adapted the following from Analysts Inc – Basic Oil Analysis which describes the purpose of some of the most commonly used additives in lubricants.

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ICML 55 – the revolution in the lubrication sector

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What is ICML 55?

ICML 55 is revolutionizing the lubrication industry! It is so exciting to be around at this time when it has started its implementation. For those who aren’t aware of ICML 55, here are a couple of notes on it.

ICML 55 was born out of ISO 55000 which speaks to Asset Management. From this standard, 3 standards were developed to guide the lubrication industry since no previous standards existed within the lubrication industry.

  • ICML 55.1 - Requirements for the Optimized Lubrication of Mechanical Physical Assets
  • ICML 55.2 - Guideline for the Optimized Lubrication of Mechanical Physical Assets
  • ICML 55.3 - Auditors' Standard Practice and Policies Manual

ICML 55.1 has already been completed, while 55.2 should be done at the end of this year and 55.3 scheduled for 2020.

These are exciting times!

Here’s the official press release:

https://info.lubecouncil.org/2019/04/04/icml-introduces-icml-55-asset-management-standards-mle-engineer-certification/

While ICML 55.1 was only launched in April of this year (2019), it is a standard that the lubrication industry has been in need of for several years. It addresses the “Requirements for the Optimized Lubrication of Mechanical Physical Assets”.

What exactly are the assets covered? Here they are:

  • Rotating & Reciprocating Machines, Powertrains, Hydraulic Systems and lubricated subcomponents
  • Assets with lubricants that reduce friction, wear, corrosion, heat generation or facilitate transfer of energy
  • Finished products from API categories I-V
  • Non Machinery support assets (Personnel, policies, procedures, storage facilities and management)
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There are also fluids and assets which are NOT covered:

  • Fuels, coolants, metal-working fluids, pastes, fogging agents, preservative fluids, coating materials, heat-transfer fluids, brake fluids, cosmetic lubricants
  • Solid lubricants (e.g., powders and surface treatments used as coating rather than to reduce friction between surfaces in motion)
  • Additives independent of the finished lubricant
  • Electrical transformer oils and anti-seize compounds
  • Fluids and materials derived from a petroleum or petroleum-like base
  • Fluids that do not serve a lubrication function
Photo Credit: https://info.lubecouncil.org/icml-55-standards/
Photo Credit: https://info.lubecouncil.org/icml-55-standards/

ICML 55.1 speaks to the “Requirements for the Optimized Lubrication of Mechanical Physical Assets” it also describes and defines 12 interrelated areas that can be incorporated in a lubrication program. This has never been officially documented before, nor has any standard been published as a guideline for lubrication programs.

The 12 areas are outlined below:

  1. SKILLS: Job Task, Training, and Competency
  2. MACHINE: Machine Lubrication and Condition Monitoring Readiness
  3. LUBRICANT: Lubricant System Design and Selection
  4. LUBRICATION: Planned and Corrective Maintenance Tasks
  5. TOOLS: Lubrication Support Facilities and Tools
  6. INSPECTION: Machine and Lubricant Inspection
  7. LUBRICANT ANALYSIS: Condition Monitoring and Lubrication Analysis
  8. TROUBLESHOOT: Fault/Failure Troubleshooting and RCA
  9. WASTE: Lubricant Waste Handling and Management
  10. ENERGY: Energy Conservation and Environmental Impact
  11. RECLAIM: Oil Reclamation and System Decontamination
  12. MANAGEMENT: Program Management and Metrics

As per ICML's website, here's a list of people that the new standard can benefit:

Photo Credit: https://info.lubecouncil.org/icml-55-standards/

 

Check out the ICML 55 standards today and apply it to your organization!

Used Oil Analysis Tips

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“When should an oil sample really be taken?”

In used oil analysis, oil samples can be taken at any time, but one should always consider the insight that they are trying to gain before testing the sample. This is crucial in deciding the type of tests and the intervals at which they should be performed.

 

For instance, if we are testing the quality of the oil or we want to compare a fresh batch to a used one, then we can take a sample directly from the drum.

If we are trying to decide the rate at which the additives are being depleted or wear being accumulated then we can take a sample at different operating hours to trend the data. This method can work if we are trying to determine the most appropriate run time for a lubricant in particular conditions.

However, if we are trying to track the health of the components on a regular basis as part of our PM program then taking a sample at the end of the scheduled maintenance interval is desired.

Taking an oil sample from a component is like performing a blood test by the doctor. It helps us to understand what’s really happening. It can show us if there is excessive wear, contamination or lubricant degradation which allows us to identify its “health”. However, the correct tests need to be carried out to determine these conditions.

There must be a reason behind taking the oil sample, not just a random act. When trying to establish a trend regarding a particular aspect of the oil, this should guide your choice of tests otherwise we can end up paying for tests that do not add value.

Always ensure sound reasoning behind testing rather than just checking the box!

While taking an oil sample at the end of the scheduled operating hours is very convenient, is it truly efficient?

When a piece of equipment is scheduled for maintenance, it is usually taken out of service for a couple of hours to perform the assigned
maintenance tasks.

However, if an oil sample is taken a couple days in advance of the scheduled maintenance, then when the results return the maintenance team can be on the lookout for issues highlighted by the results.

For instance, if the value for iron was significant or rising then they can perform inspections for areas which may cause this type of wear and address this challenge while the equipment is offline.

The graphic on the side can be used as a quick guide to determining when to take a sample.

Remember to always evaluate the reason behind establishing the sampling frequency before scheduling sampling.

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