trinidad Archives - Strategic Reliability Solutions Ltd

Critical Condition Monitoring Tests for Compressor Oils

To ensure these oils remain healthy (and not contaminated or degraded), a few basic tests can be performed on all compressors, regardless of type (reciprocating, screw, refrigerant, etc.). These include:

Viscosity – this is key as some of the gases can easily affect the viscosity, which (if decreased) will not provide adequate separation for the interacting surfaces and cause wear. Generally, a ±10% limit is used (though OEMs may use different values).
Acid Number – if this begins increasing, then we have an accumulation of acids in the oil, which can be because of contamination. For most compressors, a 0.2 mg KOH/g increase is the warning limit, but for refrigeration compressors, the limit is tighter at +0.1 mg KOH/g. Always check with your OEM for these limits.
Water content – changes by OEM and refrigerant type, as the different gases will have varied tolerances.
Wear metals – these values will vary as per OEM, as well, since they are all designed with different types of metals. Users should look for trends or significant increases in these values to indicate wear.

Critical Condition Monitoring Tests for Compressor Oils

Some specialty tests for compressors include:

MPC (Membrane Patch Colorimetry) – this helps to measure if there is any potential for the oil to form varnish. Given the high temperatures these types of equipment endure and the potential for contamination, the oil is at risk of forming varnish. While limits will vary by OEM, some general guidelines to follow are 0-20 Normal, 20-30 Warning, >30 Action required
RULER® (Remaining Useful Life Evaluation Routine) – this quantifies the remaining level of antioxidants in the oil. When oxidation occurs, the antioxidants get depleted. As such, by monitoring antioxidant levels, one can easily determine whether oxidation is happening in the oil. The general rule of thumb is that if the level falls below 25%, there are not enough antioxidants to keep the oil healthy and prevent degradation.
Air Release (DIN ISO 9120) – measures the ability of the oil to allow air to escape and not keep the air in the oil. If air bubbles remain in the oil, this can be devastating, as it can lead to micropitting, cavitation, or increased oxidation. Users can trend the values; if they increase, it indicates that the air is taking longer to be released, which means it is staying in the oil and in the system longer.
Particle Count – this can identify if there are any contaminants in the system. These oils must be kept clean, and OEMs typically specify target cleanliness levels.

Compressors are critical equipment, and we must understand how they work and the lubricant specifications required. Monitoring their health can also help us avoid unnecessary downtime and keep our facilities running.

References

Mang, T., & Dresel, W. (2007). Lubricants and Lubrication. Weinheim: WILEY-VCH Verlag GmbH & Co. KGaA.
Totten, G. E. (2006). Handbook of Lubrication and Tribology – Volume 1 Application and Maintenance – Second Edition. Boca Raton: CRC Press.
Shell Lubricants. (2025, November 08). The Shell Corena range. Retrieved from Shell Lubricants Compressor Oils: https://www.shell.com/business-customers/lubricants-for-business/products/shell-corena-compressor-oils/_jcr_content/root/main/containersection-0/simple_1354779491/promo_1484925192/links/item0.stream/1759302155345/17be2a9a74057f321bb209128933f68f8b88ca70/s
ExxonMobil. (2025, November 08). Refrigeration Lubricant Selection for Industrial Systems. Retrieved from ExxonMobil Lubricants: https://www.mobil.com/lubricants/-/media/project/wep/mobil/mobil-row-us-1/new-pdf/refrigeration-lubricant-selection-for-industrial-systems.pdf
Chevron Lubricants. (2025, November 08). Optimizing compressor performance and equipment life through best lubrication practices Chevron. Retrieved from Chevron Lubricants: https://www.chevronlubricants.com/content/dam/external/industrial/en_us/sales-material/all-other/Whitepaper_CompressorOils.pdf

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Refrigeration Lubricants

For industrial refrigeration systems, there are a couple of essential pieces of information to consider before selecting the most suitable oil. The user must know the refrigerant in use, the evaporator type (dry or wet; carryover < 15%), the evaporator temperature, the compressor type, and the outlet temperature.

The refrigerant fluids are classified as per the ASHRAE classification (ANSI-ASHRAE Standard 34-2001):

R717 — Ammonia
R12 — Chlorofluorocarbon (CFC)
R22 — Hydrochlorofluorocarbon (HCFC)
R600a — Isobutane
R744 — Carbon dioxide (CO2)
R134a, R404a, R507 — Hydrofluorocarbons (HFC)

It should be noted that CFCs were banned under the Montreal Protocol (1989) due to their Ozone Depletion Potential, and HCFCs are being phased out due to their Global Warming Potential.

Chevron provides some general guidelines for selecting the appropriate refrigerant, as shown in the table below.5

(But you should always follow the guidelines of your OEM when selecting the appropriate lubricant.)

Table 1: Refrigerants and their associated lubricant technologies

ExxonMobil classifies its refrigeration lubricants based on refrigerant type, evaporator temperature, and compressor type (Piston, Screw, or Centrifugal). This is very helpful when determining the best-suited lubricant for your refrigerant compressor.

Check out the pdf here.

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Industry Standards for Compressor Oils

Some other classifications which users may see when dealing with compressor oils (even though some of these standards may be dated) include:

ISO 6743-3, which uses the following acronyms for associated compressors:

DAA, DAB, DAG to DAJ: Air compressors
DVA to DVF: Vacuum pumps
DGA to DGE: Gas compressors
DRA to DRG: Refrigeration compressors

In this standard, the “D” family includes detailed classifications of lubricants used in air, gas, and refrigeration compressors. The second letter usually indicates the type of compressor, and the third letter indicates the application severity or type, especially for gas or refrigeration compressors.

For instance;

DAJ represents:

D -> Compressor Lubricant

A -> Air compressor

J-> Lubricant drain cycles of >4000 hours

DVB represents:

D-> Compressor Lubricant

V->Vacuum pumps, Positive Displacement Vacuum pumps with oil lubricated compression chambers, Reciprocating and rotary drip feed, Rotary oil-flooded (vane and screw)

B-> Low vacuum for aggressive gas (10² to10^-1kPa or 10³ to 1 mbar)

DGD represents:

D-> Compressor Lubricant

G-> Positive displacement reciprocating and rotary compressors for all gases, Compressors for refrigeration circuits or heat pump circuits, together with air compressors, are excluded.

D-> Gases that react chemically with mineral oil, usually synthetic fluids, HCI, CI2, O2, and oxygen-enriched air at all pressures. CO₂ at pressures above 10³ kPa (10 bar) with O2- and oxygen-enriched air: mineral oils are prohibited, and very few synthetic fluids are compatible.

DRB represents:

D-> Compressor Lubricant

R-> Compressors, refrigeration systems

B-> Ammonia (NH3), Miscible, Polyalkylene glycol, Commercial and industrial refrigeration, For direct expansion evaporators; PAGs for open compressors and factory-built units.

Another standard which is also used in this industry is DIN 51506, which defines:

VB, VC: Uninhibited mineral oils (no oxidation inhibitors)
VBL: Mineral oil-based engine oil (additives that protect from corrosion and oxidation and air compressor temperatures up to 140°C)
VCL: Mineral oil-based engine oil (additives that protect from corrosion and oxidation and air compressor temperatures up to 160°C)
VDL: Inhibited oils with increased aging resistance (additives that protect from corrosion and oxidation and air compressor temperatures up to 220°C, recommended for compressors with 2-stage compression)

One more standard is DIN 52503, which has these classifications:

KAA: Not miscible with ammonia
KAB: Miscible with ammonia
KB: For carbon dioxide (CO2)
KC: For partly and fully halogenated fluorinated and chlorinated hydrocarbons (CFC, HCFC)
KD: For partly and fully fluorinated hydrocarbons (HFC, FC)
KE: For hydrocarbons (e.g., propane, isobutane)

These standards are referenced when discussing certain compressor oils, and their definitions are helpful for navigating acronyms.

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties

Types of Compressors and Oils

Compressors are integral to many of our operations. They are used to compress gas, increasing its pressure, and to power tools. They can also be used as vacuum pumps or blowers, but each application is different. As such, they require various types of lubrication, particularly for applications that use specific refrigerants and come into contact with the lubricant.

In all these applications, the functions of the oil remain largely the same: it must lubricate the surfaces, prevent wear and corrosion, maintain the required viscosity, and provide proper sealing.

In this article, we will dive into the various types of compressor oils and explain why they are suited to these applications. We will also discuss monitoring the health of these oils and the tests that should be performed to ensure your compressor oils remain healthy.

Types of Compressors

Essentially, there are two main types of compressors: Displacement and Dynamic. For displacement compressors, gas is drawn into a chamber, compressed, and expelled by a reciprocating piston. On the other hand, for dynamic compressors, turbine wheels accelerate a medium, which is then abruptly accelerated.¹

Positive displacement compressors include Reciprocating and Rotating compressors. These can be further subdivided as shown in Figure 1. For Dynamic (Turbo) compressors, these are further subdivided into Centrifugal, Axial, and Mixed types (also shown in Figure 1).

Figure 1: Types of compressors

Depending on the type of compressor, the required lubricant will vary. For example, positive-displacement compressors use rolling or sliding motion and include bearing and sealing components within the compression chamber. On the other hand, dynamic compressors use hydrodynamic journal and thrust bearings, or rolling-element bearings, to support the main shaft, which is isolated from the compression chamber.

Working pressures, temperatures, and the type of gas being compressed also play a significant role in determining the appropriate lubricant.²

As with most applications, there can be a dry-sump or a wet-sump. Wet sumps are typically seen in reciprocating and rotary screw compressors. In a wet sump, the gas usually contacts the oil, lowering its viscosity. This is where it is essential to note the gas’s solubility in the system oil. Natural gas and other hydrocarbons are more soluble in mineral oils and PAOs than in PAGs and diesters. Thus, PAGs may be preferred in some cases to avoid lubricant failure.

Compressor Oils

Most of the major global lubricant OEMs have classified their oils based on:

Rotary vane and screw air compressor oils
Reciprocating (piston) air compressor oils
Refrigeration compressor oils

As seen below in Figure 2, Shell Lubricants³ has a line of lubricants, particularly for air compressors, which are further classified into mineral oils, PAOs, and PAGs for Rotary vane and screw air compressors or Reciprocating (piston) air compressors.

Figure 2: Shell Lubricants for Air Compressors

In reciprocating air compressors, cylinder design dictates the lubrication type, as this is the most severe application. Compressing the gas usually results in high temperatures, which can easily lead to oxidation. The compressed gas must be free of contaminants, as contaminants can accelerate oxidation. Typically, for reciprocating air compressors, mineral oils or PAO- or di-ester-based lubricants in the ISO VG 68 to 150 range are preferred.

Rotary vane compressors can experience pressure extremes as the vanes slide to compress the gas, and oil is continuously injected into the compressor chambers. Typically, ISO VG 68-150 oils are used in this application.

Figure 3: Reciprocating Piston vs Screw Compressor Lubricant Needs

For screw compressors, the oil must perform several functions, including lubricating the meshing rotors and the plain and roller bearings that form part of the geared coupling. ISO VG 46 mineral oils are usually used in these compressors, but the viscosity can be increased to ISO VG 68 or to synthetic PAO or PAG lubricants at higher ambient temperatures. Similarly, Group III base oils of these viscosities can be used in this area. Most screw compressor oils contain mild EP/AW performance additives and require an FZG failure load≥10.

Ideally, reciprocating piston compressors will use higher viscosities (ISO VG 100-150) with extremely low carbon residue and no or mild EP/AW additives. Conversely, screw compressors will use lower viscosities (ISO VG 46 or 68) with excellent oxidation stability and mild/high AW/EP additives1, as shown in Figure 3.

Find out more in the full article, "Compressor Oil, Types, Applications and Performance Drivers" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

Sensors vs Traditional Oil Analysis

In this age of AI, it seems that everyone is moving towards sensors and online data. Oil analysis sensors aren’t far behind in this revolution. There are mid-infrared sensors that have been engineered to relate their findings to those of regular oil tests (developed by Spectrolytic). While sensors are the way of the future, the fundamental concept remains the same. What are we doing with the data, and what data are we trending?

Sensors deliver speed, but proven lab methods still set the benchmark for accuracy.

Traditional oil analysis labs trend data, albeit the frequency of the data points is not as high as that of an online sensor. Hence, subtle/instant changes may not be readily noticed or detected. The methods used in these labs have been tried and tested over the years (and approved by various standards committees) to reflect conditions that the oil is facing in the field.

On the other hand, in the sensor world, not many of them (with the few exceptions) correlate exactly to what is being seen in the field. Hence, some lab tests, especially for the specialty tests such as RULER, MPC, and TOST (mainly for turbines), still need to be done by the lab. This is a great opportunity for traditional labs and sensor companies to collaborate and provide customers with collated data.

Moving Towards Sustainable Maintenance

While this article explicitly discusses extending the oil drain intervals for your assets, it underscores the importance of working alongside maintenance and condition monitoring to achieve these results. There is no clear cookie-cutter routine to achieve this, as each fleet of assets will be different and require varying levels of complexity for analysis. One thing is clear, though: we need to move towards sustainable maintenance.

Performing maintenance in the traditional way of just waiting for the appointed interval may be costing us increased labor and parts. However, by working alongside maintenance and condition monitoring, we can get more value from our assets and even increase our ROIs. Sustainable maintenance is the way forward for most asset owners as we move into a new era of maintenance.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

How do you set oil-analysis limits for diesel fleets?

What Baselines should you use?

Global oil suppliers have baseline or tolerance limits that are used when providing guidelines to customers about their equipment. The limits for a gearbox will differ from those of an engine. For instance, an iron content level of 3000ppm is normal for an automatic transmission gearbox but highly irregular for a diesel engine! Hence, it is important to know the limits associated with the application.

Some labs have also developed their own set of limits based on years of collecting hundreds of samples and liaising with their customers in the field. OEMs have also developed their own sets of limits (usually displayed in their manuals) based on their testing in the lab and on the field.

Setting Oil Analysis Limits for Diesel Fleets

Knowing your own “normal” is more valuable than any generic industry limit.

Ideally, when developing your target levels, you should trend your data and find out what “normal” looks like for your equipment. In some cases, what is normal for your environment may be abnormal in a different environment. But it is important to note when normal varies from standard operating tolerances. This is where you would want to work together with your oil supplier, lab, and OEM to develop tolerances that align with your equipment.

Depending on your maintenance program, you can also adjust the tolerance accordingly. If you are aware that maintenance may not act on a threshold limit right away, it may be a good idea to add some padding to those limits. This ensures that the equipment does not suffer by pushing it to the limits.

What are the Oil Analysis Limits for Diesel Fleets?

Let’s explore how to set the limits for a diesel engine fleet of trucks.

Here is a step by step guide on developing an oil analysis program for diesel fleets.

First, let’s categorize the trucks into critical, semi-critical, and non-critical.

The critical ones are those that, if they break down, there is no replacement; the downtime hurts us financially and can delay the project. These need to be available 24/7.

The semi-critical ones are those that still have an impact on the operation if they break down, but it’s not quite as disastrous. These can be trucks that are not on tight deadlines, can afford to have some leniency or delays with their workload.

The non-critical trucks are those that can be easily swapped out for another truck without causing any delay or impact to the project, but they are still important.

Now that these are categorized, we need to find out what types of engines are being used and what the recommended diesel engine oils are for these units. Typically, most operators have mixed fleets. Thus, one may see a wide age/mileage gap in the engines. This gives us an idea of the reliability of the engines, which can impact the setting of the tolerance limits.

Since it’s a diesel engine fleet, it would be worthwhile to consider the type of fuel being used for this fleet. With diesel engines, there are varying levels of sulphur in the fuel, which can impact the oil drain intervals as well.

For this fleet, we may need to establish varying oil drain intervals to ensure maximum reliability, based on the categories outlined by their criticality. Before adopting set oil drain intervals, it is important to execute a pilot project with the fleet to anticipate any rollout challenges for the future. We will discuss these in more detail in the case study section.

Real-World Results from a Diesel Fleet Oil Analysis Program

Fleet: Mixed long-haul trucks of various ages/mileages

Predominant oil: Mineral 15w40 Diesel engine oil (CI4 spec)

Regular Oil Drain Interval: 3000km (based on best practice over time)

Approach: An engine asset list was first compiled for every truck in the fleet. This follows the table below:

Table 1: Sample of Engine Asset listing for Mixed long-haul fleet

It’s important to have a column for comments as this can capture some data that we may not be aware of, such as a recent engine overhaul done to the unit, or the driver has regularly lost power over the past few weeks, or the driver tops up the oil every time he gets back to the yard.

These little details may not be captured in the CMMS (if one exists) or the maintenance logs, but they are crucial in determining whether we can safely extend the oil drain intervals or not. For units that require special attention or are under warranty, these may have to be excluded until more favorable conditions exist.

Based on the fleet (15 trucks), they were categorized into three main groups:

Critical – these units were being used every day on projects that had tight deadlines. They were often unavailable to return to the yard for maintenance or oil changes, as each hour away from the job affected the project deadline.

Semi-critical – these units were utilized by various customers at distant locations and often spent most of their time at the customer site (due to the distance). Hence, basic maintenance was usually performed at the customer’s site, causing minimal disruption to the operation.

Non-Critical – these units are often deployed in situations where extra assistance is required, or they are the standby units if one of the critical units is in trouble.

Even though they had these three groupings, the engine types and mileages were very varied. Hence, a matrix was formed for this fleet.

Table 2: Criticality Matrix – Long-haul fleet

The majority of the fleet falls within the 20-100,000km range, spanning across the critical, semi-critical, and non-critical categories.

A pilot test was done on the following:

3 of the critical units within the 20-100,000km range
1 semi-critical unit in the >100,000km range
1 non-critical unit in the > 100,000km range

Since the typical oil drain interval was 3,000km, we took samples at 1500, 2000, 2500, and then again at 3000km. Based on the trend observed from the first 3 samples, we had a fair indication of the condition of the oil before it got to 3000km.

None of the samples showed any unusual signs of wear, excessive additive depletion, or ingress of contaminants. For these samples, we kept a close eye on maintaining the following parameters:

Table 3: Suggested Parameters to monitor for fleet

Samples were then taken at 3500, 4000, 4500, 5000, 5500 & 6000km. Then, another set of samples was taken at 6500, 7000, 7500, and 8000km once the oil analysis values were still within range. The aim was to at least double the oil drain interval for this fleet.

Intervals of 500km were used as a cautionary value to allow enough time for any anomalies to be caught. The critical engines got to these values faster than the semi-critical and non-critical units.

All of the critical units easily got to 9000km without any of the oil analysis values entering the warning zones. However, the semi-critical unit, which had exceeded 100,000km, only made it to 8,500 km before the TBN and fuel dilution values entered the warning zone. The non-critical unit, which exceeded 100,000km, also reached 9,000 km without any issues.

Since the owner wanted to be on the side of caution (and allow some wiggle room between the intervals for trucks which could not get maintenance done at the specified interval), they chose to change the oils across the fleet at the 7500km mark but keep the oil analysis program where they perform samples at 4000 & 7000km.

They will now work alongside oil analysis, and for some trucks, where they believe they can have an even longer interval, they will extend it accordingly.

What does this mean?

These engines take approximately 44 quarts or roughly 42 liters of oil and are changed every 3000km or roughly 2 months (critical units) with an average of 3 hours downtime for the oil change.

Hence, one unit undergoes approximately six oil changes per year:

An average of about 3 hours x 6 times = 18 hours downtime
An average of 42 liters x 6 times = 252 liters changed per year
Thus, for six critical units that would be:
Downtime => 18 hours x 6 units = 108 hours
Oil consumption = 252 liters x 6 units = 1,512 liters

The new oil drain interval of 7500km resulted in a 2.5-fold increase in the interval.

This means that the new interval would be every 5 months instead of every 2 months.

Thus, these six units would only do oil changes twice for the year.

New downtime = 3 hours x 2 times/year x 6 units = 36 hours / year

New oil consumption = 42 liters x 2 times/year x 6 units = 504 liters

The following table summarizes the changes.

Table 4: Comparison with extended oil drain interval (ODI)

This is just for part of the fleet, and a dollar value has not been assigned to these, but clearly, there are lots of benefits to extending the oil drain interval through guided oil analysis.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

Which parameters should you track in oil analysis?

Every type of equipment will have different tests that should be performed to monitor its health. We will break down a few common types and the associated basic and some specific oil analysis tests that should be performed.

Here are the key parameters you should track — and why each matters.

Diesel/Gasoline Engines (can be further broken down into on-road, stationary, aviation, landfill, and marine)

These are some Basic (monthly tests) and why they matter.

Gearboxes (can be broken down into industrial or automotive). These are the tests and why they matter.

Hydraulics

These are the tests for hydraulics and why they matter.

Turbines and Compressors

Here is a list of tests and why they matter for turbines and compressors.

We did not dive into Electrical oils, heat transfer oil, circulating oils, metalworking fluids, or seal oils, but these will have similar type tests and some special tests as well.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

What are the risks of pushing oil drain intervals beyond manufacturer limits?

Pushing drain intervals can lead to increased wear, contamination buildup, reduced lubricant efficacy and much more. There is always a danger in pushing limits; that’s why limits exist. They serve as guardrails to ensure that things remain within the standard envelope. As it applies to oil analysis, there are some dangers if the limits are not addressed.

Typically, maintenance intervals are determined by the number of hours worked or the mileage of equipment. These guidelines were developed by OEMs (Original Equipment Manufacturers) based on lab and, in some cases, field tests. Usually, these limits are set with some tolerance for “marginal error,” where the oil may not be changed exactly at the specified interval. However, nobody states what those margins are or what tolerance limits can be used.

Dangers of Pushing the Limits with Oil Drain Intervals

In these cases, the oil, whether it has reached the end of its useful life or not, is changed in an attempt to protect the equipment from failing in the future. Hence, OEMs always recommend staying within the limits, as those are what they can guarantee / warranty. Pushing the limits may mean getting in a bit of trouble with your OEM, and they may void your warranty. However, if the benefits outweigh their concerns, then it may be time to push those limits.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

What are the safety and environmental benefits of extending oil drain intervals?

Apart from the financial benefit of extending the oil drain interval, there are also safety and environmental benefits. If these pieces of equipment are in high-risk areas, then the humans involved in changing the oil would be placed at risk during these times.

If the oil drain interval is extended, then the humans performing these operations will have reduced hours spent in these high-risk areas. As such, it will limit the number of risk-hours and possibly lower the LTI (Loss Time Injuries) or occurrence of any such safety incidents.

Fewer oil changes mean fewer hours in hazardous zones – and fewer chances for accidents.

Safety and Environmental Advantages of Extending Oil Drain Intervals

Every time the oil is drained from the sump, it must be disposed of safely. Typically, worksites have a dedicated area in which the used oil is stored until it is collected by a disposal provider. Some providers may charge based on the volume they collect or the frequency at which they service their customers. However, the oil must still be disposed. With longer oil drain intervals, there is a reduced volume of used oil collected by these suppliers.

Additionally, longer oil drain intervals also impact the consumption of new oil for these systems. Therefore, equipment owners would likely see a decline in the volumes of oil purchased. This also translates to a saving on the environment as resources used to create new oil are also now reduced, or rather, the demand may be reduced overall.

Another benefit of extended oil drain intervals is that the equipment is available for a longer time. This can become critical in some jobs where the equipment is needed 24/7 or even for an emergency. The availability of equipment can also translate into the potential saving of a life (depending on the equipment).

Overall, there are financial, safety, and environmental benefits to extending the oil drain interval for equipment.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Oil Properties / Used Oil Analysis

How much money can you save by extending oil drain intervals?

Before diving further into the condition monitoring aspect, we need to answer the question, “Are there any real benefits to extending the oil drain interval of a piece of equipment?” The answer depends on the criticality of the equipment and the cost associated with its downtime.

Financial Gains from Extended Oil Drain Intervals

For critical equipment where maintenance downtime hampers production or availability, extending oil drain intervals offers tremendous financial benefits. For every oil drain interval, there are associated costs such as manual labor, cost of supplies (filters, new charge of oil), and disposal of used oil, to name just a few.

Every unnecessary oil change wastes labor, materials, and money that could be invested in reliability.

Depending on the size of the sump, costs can escalate, particularly if cleaning is required before the new oil charge is placed into the equipment. Different types of applications will advise the draining of the sump and refilling with new oil, while others recommend that the sump be flushed or manually cleaned before the new oil is administered.

Additionally, if the used oil becomes heavily contaminated during use, the sump and entire system would need to be cleaned thoroughly before new oil is used.

Find out more in the full article, "How to extend oil Drain Intervals Safely using Condition Monitoring" featured in Precision Lubrication Magazine by Sanya Mathura, CEO & Founder of Strategic Reliability Solutions Ltd.

Tagged: trinidad

Types of Compressors

Compressor Oils

Moving Towards Sustainable Maintenance

What Baselines should you use?

What are the Oil Analysis Limits for Diesel Fleets?

Real-World Results from a Diesel Fleet Oil Analysis Program

Financial Gains from Extended Oil Drain Intervals