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MACKDIESEL AND NATURAL GAS

ENGINE OILANALYSIS JANUARY 2007

ENGINE 3-301

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MACK DIESEL AND NATURALGAS ENGINE OIL ANALYSIS

JANUARY 2007(REVISED — SUPERSEDES ISSUE DATED OCTOBER2002)

© MACK TRUCKS, INC. 20073-301

1

Engine Oil Analysis

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TABLE OF CONTENTS

Page iii

TABLE OF CONTENTS

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TABLE OF CONTENTSINTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

ENGINE OIL ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9ENGINE OIL ANALYSIS — MONITORING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Oil Analysis Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Oil Analysis Test Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11Drawing an Oil Sample . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12Sample Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Sample Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

INTERPRETING OIL ANALYSIS RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Wear Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14Oil Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18Total Base Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

Natural Gas Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20MaxiGard/2 Oil Service Guidelines — MACK Diesel and Natural Gas Engines . . . . . . . . . . . . 20Trend Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

QUICK REFERENCE GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

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INTRODUCTION

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INTRODUCTION

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INTRODUCTION

SAFETY INFORMATION

Advisory Labels

Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this

manual. Information accented by one of these signal words must be observed to minimize the risk ofpersonal injury to service personnel, or the possibility of improper service methods which may damagethe vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas ofprocedural importance and provide suggestions for ease of repair. The following definitions indicate theuse of these advisory labels as they appear throughout the manual:

Danger indicates an unsafe practice that could result in death or seriouspersonal injury. Serious personal injury is considered to be permanent injuryfrom which full recovery is NOT expected, resulting in a change in life style.

Warning indicates an unsafe practice that could result in personal injury.Personal injury means that the injury is of a temporary nature and that fullrecovery is expected.

Caution indicates an unsafe practice that could result in damage to the product.

Note indicates a procedure, practice, or condition that must be followed in order forthe vehicle or component to function in the manner intended.

A helpful suggestion that will make it quicker and/or easier to perform a procedure,while possibly reducing service cost.

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Service Procedures and Tool Usage

Anyone using a service procedure or tool not recommended in this manual must first satisfy himselfthoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.Individuals deviating in any manner from the instructions provided assume all risks of consequentialpersonal injury or damage to equipment involved.

Also note that particular service procedures may require the use of a special tool(s) designed for aspecific purpose. These special tools must be used in the manner described, whenever specified in theinstructions.

1. Before starting a vehicle, always be seated in the driver’s seat, place thetransmission in neutral, apply the parking brakes, and push in the clutchpedal. Failure to follow these instructions could produce unexpectedvehicle movement, which can result in serious personal injury or death.

2. Before working on a vehicle, place the transmission in neutral, set theparking brakes, and block the wheels. Failure to follow these instructionscould produce unexpected vehicle movement, which can result in seriouspersonal injury or death.

Engine-driven components such as Power Take-Off (PTO) units, fans and fanbelts, driveshafts and other related rotating assemblies, can be verydangerous. Do not work on or service engine-driven components unless theengine is shut down. Always keep body parts and loose clothing out of rangeof these powerful components to prevent serious personal injury. Be aware ofPTO engagement or nonengagement status. Always disengage the PTO whennot in use.

Do not work under a vehicle that is supported only by a hydraulic jack. Thehydraulic jack could fail suddenly and unexpectedly, resulting in severepersonal injury or death. Always use jackstands of adequate capacity tosupport the weight of the vehicle.

Before towing the vehicle, place the transmission in neutral and lift the rear wheelsoff the ground, or disconnect the driveline to avoid damage to the transmissionduring towing.

REMEMBER,SAFETY . . . IS NO ACCIDENT!

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INTRODUCTIONMack Trucks, Inc. cannot anticipate everypossible occurrence that may involve a potentialhazard. Accidents can be avoided by recognizingpotentially hazardous situations and takingnecessary precautions. Performing serviceprocedures correctly is critical to technician safety

and safe, reliable vehicle operation.The following list of general shop safety practicescan help technicians avoid potentially hazardoussituations and reduce the risk of personal injury.DO NOT perform any services, maintenanceprocedures or lubrications until this manual hasbeen read and understood.

Perform all service work on a flat, levelsurface. Block wheels to prevent vehiclefrom rolling.

DO NOT wear loose-fitting or torn clothing.

Remove any jewelry before servicingvehicle.

ALWAYS wear safety glasses and protectiveshoes. Avoid injury by being aware of sharpcorners and jagged edges.

Use hoists or jacks to lift or move heavyobjects.

NEVER run engine indoors unless exhaustfumes are adequately vented to the outside.

Be aware of hot surfaces. Allow engine to

cool sufficiently before performing anyservice or tests in the vicinity of the engine.

Keep work area clean and orderly. Clean upany spilled oil, grease, fuel, hydraulic fluid,etc.

Only use tools that are in good condition,and always use accurately calibrated torquewrenches to tighten all fasteners to specifiedtorques. In instances where proceduresrequire the use of special tools which aredesigned for a specific purpose, use only inthe manner described in the instructions.

Do not store natural gas powered vehiclesindoors for an extended period of time(overnight) without first removing the fuel.

Never smoke around a natural gas poweredvehicle.

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INTRODUCTION

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CONVERSION CHARTConversion Units Multiply By:

Length Calculations

Inches (in) to Millimeters (mm) 25.40

Inches (in) to Centimeters (cm) 2.540Feet (ft) to Centimeters (cm) 30.48

Feet (ft) to Meters (m) 0.3048

Yards (yd) to Centimeters (cm) 91.44

Yards (yd) to Meters (m) 0.9144

Miles to Kilometers (km) 1.609

Millimeters (mm) to Inches (in) 0.03937

Centimeters (cm) to Inches (in) 0.3937

Centimeters (cm) to Feet (ft) 0.0328

Centimeters (cm) to Yards (yd) 0.0109

Meters (m) to Feet (ft) 3.281Meters (m) to Yards (yd) 1.094

Kilometers (km) to Miles 0.6214

Area Calculations

Square Inches (sq-in) to Square Millimeters (sq-mm) 645.2

Square Inches (sq-in) to Square Centimeters (sq-cm) 6.452

Square Feet (sq-ft) to Square Centimeters (sq-cm) 929.0

Square Feet (sq-ft) to Square Meters (sq-m) 0.0929

Square Yards (sq-yd) to Square Meters (sq-m) 0.8361

Square Miles (sq-miles) to Square Kilometers (sq-km) 2.590

Square Millimeters (sq-mm) to Square Inches (sq-in) 0.00155Square Centimeters (sq-cm) to Square Inches (sq-in) 0.155

Square Centimeters (sq-cm) to Square Feet (sq-ft) 0.001076

Square Meters (sq-m) to Square Feet (sq-ft) 10.76

Square Meters (sq-m) to Square Yards (sq-yd) 1.196

Square Kilometers (sq-km) to Square Miles (sq-miles) 0.3861

Volume Calculations

Cubic Inches (cu-in) to Cubic Centimeters (cu-cm) 16.387

Cubic Inches (cu-in) to Liters (L) 0.01639

Quarts (qt) to Liters (L) 0.9464

Gallons (gal) to Liters (L) 3.7854

Cubic Yards (cu-yd) to Cubic Meters (cu-m) 0.7646

Cubic Centimeters (cu-cm) to Cubic Inches (cu-in) 0.06102

Liters (L) to Cubic Inches (cu-in) 61.024

Liters (L) to Quarts (qt) 1.0567

Liters (L) to Gallons (gal) 0.2642

Cubic Meters (cu-m) to Cubic Yards (cu-yd) 1.308

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INTRODUCTION

Weight Calculations

Ounces (oz) to Grams (g) 28.5714

Pounds (lb) to Kilograms (kg) 0.4536

Pounds (lb) to Short Tons (US tons) 0.0005

Pounds (lb) to Metric Tons (t) 0.00045

Short Tons (US tons) to Pounds (lb) 2000

Short Tons (US tons) to Kilograms (kg) 907.18486

Short Tons (US tons) to Metric Tons (t) 0.90718

Grams (g) to Ounces (oz) 0.035

Kilograms (kg) to Pounds (lb) 2.205

Kilograms (kg) to Short Tons (US tons) 0.001102

Kilograms (kg) to Metric Tons (t) 0.001

Metric Tons (t) to Pounds (lb) 2205

Metric Tons (t) to Short Tons (US tons) 1.1023

Metric Tons (t) to Kilograms (kg) 1000

Force Calculations

Ounces Force (ozf) to Newtons (N) 0.2780

Pounds Force (lbf) to Newtons (N) 4.448

Pounds Force (lbf) to Kilograms Force (kgf) 0.456

Kilograms Force (kgf) to Pounds Force (lbf) 2.2046

Kilograms Force (kgf) to Newtons (N) 9.807

Newtons (N) to Kilograms Force (kgf) 0.10196

Newtons (N) to Ounces Force (ozf) 3.597

Newtons (N) to Pounds Force (lbf) 0.2248

Torque Calculations

Pound Inches (lb-in) to Newton Meters (N m) 0.11298

Pound Feet (lb-ft) to Newton Meters (N m) 1.3558

Pound Feet (lb-ft) to Kilograms Force per Meter (kgfm) 0.13825

Newton Meters (N m) to Pound Inches (lb-in) 8.851

Newton Meters (N m) to Pound Feet (lb-ft) 0.7376

Newton Meters (N m) to Kilograms Force per Meter (kgfm) 0.10197

Kilograms Force per Meter (kgfm) to Pound Feet (lb-ft) 7.233

Kilograms Force per Meter (kgfm) to Newton Meters (N m) 9.807

Radiator Specific Heat Dissipation Calculations

British Thermal Unit per Hour (BTU/hr) to Kilowatt per Degree Celsius (kW/ ° C) 0.000293

Kilowatt per Degree Celsius (kW/ ° C) to British Thermal Unit per Hour (BTU/hr) 3414.43

Temperature Calculations

Degrees Fahrenheit ( ° F) to Degrees Celsius ( ° C) ( ° F − 32) x 0.556

Degrees Celsius ( ° C) to Degrees Fahrenheit ( ° F) (1.8 x ° C) + 32

Conversion Units Multiply By:

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INTRODUCTION

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Pressure Calculations

Atmospheres (atm) to Bars (bar) 1.01325

Atmospheres (atm) to Kilopascals (kPa) 101.325

Bars (bar) to Atmospheres (atm) 0.98692

Bars (bar) to Kilopascals (kPa) 100

Bar (bar) to Pounds per Square Inch (psi) 14.5037

Inches of Mercury (in Hg) to Kilopascals (kPa) 3.377

Inches of Water (in H 2O) to Kilopascals (kPa) 0.2491

Pounds per Square Inch (psi) to Kilopascals (kPa) 6.895

Pounds per Square Inch (psi) to Bar (bar) 0.06895

Kilopascals (kPa) to Atmospheres (atm) 0.00987

Kilopascals (kPa) to Inches of Mercury (in Hg) 0.29612

Kilopascals (kPa) to Inches of Water (in H 2O) 4.01445

Kilopascals (kPa) to Pounds per Square Inch (psi) 0.145

Power Calculations

Horsepower (hp) to Kilowatts (kW) 0.74627

Kilowatts (kW) to Horsepower (hp) 1.34

Fuel Performance Calculations

Miles per Gallon (mile/gal) to Kilometers per Liter (km/L) 0.4251

Kilometers per Liter (km/L) to Miles per Gallon (mile/gal) 2.352

Velocity Calculations

Miles per Hour (mile/hr) to Kilometers per Hour (km/hr) 1.609

Kilometers per Hour (km/hr) to Miles per Hour (mile/hr) 0.6214

Volume Flow Calculations

Cubic Feet per Minute (cu-ft/min) to Liters per Minute (L/min) 28.32

Liters per Minute (L/min) to Cubic Feet per Minute (cu-ft/min) 0.03531

Conversion Units Multiply By:

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NOTES

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ENGINE OIL ANALYSIS

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ENGINE OIL ANALYSIS

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ENGINE OIL ANALYSIS

ENGINE OIL ANALYSIS — MONITORING PROCEDURES1

Figure 1 — Oil Analysis System

The condition of the oil in an engine greatlyaffects engine operations. Engine oil not onlyprovides a lubricating film between moving parts,it also suspends and conveys (to the oil filters)dirt, wear particles and other harmfulcontaminants which can be detrimental to theengine. Whereas the oil filtration system removesthe largest contaminants, particles that are smallenough to pass through the filter system remainin the lube oil until drained at the appropriatedrain interval. A small sample of the oil should beroutinely analyzed to monitor overall conditions.

Engine oil analysis is an important diagnostic andpreventive maintenance tool which is useful formaintaining engine performance and ensuringdurability. Monitoring the lube oil through theMaxiGard ® /2 oil analysis program can provideinsights to wear rates, lubricant conditions andthe presence of harmful contaminants. Monitoringthese conditions allows for corrective actions tobe taken before serious engine damage occurs.

Oil analysis consists of a series of laboratorytests conducted on the engine lubricant. Mosttests reveal conditions of the engine, while othersindicate the condition of the lubricant. MackTrucks, Inc. does not advocate extending lube oilservices beyond the recommended drainintervals. However, with proper testing,MaxiGard/2 can be applied to ensure thelubricant being used is providing adequateprotection for the duration of the service interval.Regularly scheduled oil sampling isrecommended.

The oil should be changed immediately whencontamination is present in concentrationsexceeding the MaxiGard/2 warning limits.

The following information is provided to assistyou in applying oil analysis results and obtainingmaximum benefit from MaxiGard/2 analyses.

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Oil Analysis Monitoring

Each MACK engine is unique, so oil analysisreports will vary from engine to engine. Likewise,since MACK engines are completely differentfrom other manufacturers’ engines,recommendations and guidelines used for othermanufacturers’ engines must never be used to

judge the performance of a MACK engine.

Engines are used and applied for different typesof service and operate under varying conditions,speeds, loads and environments. Thus, oilanalysis results obtained for an engine used in anoff-road construction chassis would not becomparable to results obtained for an engineused in a line-haul tractor.

Oil analysis, in itself, does not measure wear.However, oil samples monitored regularlythrough the MaxiGard/2 program can monitor theoil conditions and reveal patterns of wear. Aslevels begin to deviate from patterns or trendsobserved in previous reports, investigations as topossible causes should be initiated. This is whyregular sampling is recommended. The mosteffective oil analysis programs begin when theengine is new.

MaxiGard/2 may reveal that shorter drainintervals are required due to operating orenvironmental conditions. However, oil and filterchange intervals must never be extended beyondthe MACK recommended service intervals.Always adhere to the oil and filter changeintervals established by Mack Trucks, Inc.

A single oil analysis report is not an absoluteindicator of engine condition. Specific values canbe misleading and the validity of the sample orcondition must be confirmed. An engine should

not be disassembled based solely upon an oilanalysis report! Your MaxiGard/2 report willinclude detailed recommendations providing adescription of any abnormal properties, possiblecauses and recommended diagnostics orcorrective action. Discuss the report with yourMaxiGard/2 laboratory, seeking suggestions andrecommendations, prior to making any decisionregarding major inspections or repairs.

Unless imminent failure is indicated, retestingshould be performed at half intervals untilconditions have returned to normal. It issometimes helpful to examine data from acomparable engine being used in a similarapplication to determine how normal conditions

should appear.

Be cautious of disassembling any componentssolely on the basis of an oil analysis report.

Imminent engine failures can only be determinedthrough a continuous oil analysis program. This iswhy Mack Trucks, Inc. offers the MaxiGard/2 oilanalysis program. Changes or deviations frombaseline data can be applied to interpreting the

extent of wear or corrosion. Confirmation of theneed for an engine overhaul should be based onoperational or diagnostic data (for example,increasing oil consumption and crankcasepressure) and physical inspection of components.

It should never be concluded that an engine isworn out based on a single measurement thatexceeds the warning level. Elevated levels reflectthe need for diagnostics and conditionevaluations, not an engine teardown.

Oil Analysis Test Kits

MaxiGard ® /2 oil analysis test kits are availablethrough the MACK Parts System. The differencesbetween the types of kits outlined in the followingchart are the type of oil sampling containerprovided, and whether or not the kit includes theTotal Base Number (TBN) test.

To be of any significant value for cooled EGRengines such as MACK MP7 or ASET™ AC, testresults must include the TBN.Unless the engine is equipped with an oilsampling valve, the bellows-type samplingcontainer is recommended for drawing samples.For the most accurate test results, refer to theprocedure outlined under the heading“DRAWING AN OIL SAMPLE” in this manual.

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ENGINE OIL ANALYSIS

Analysts, Inc. Southeastern laboratory locationadministers the MaxiGard ® /2 Oil AnalysisProgram for Mack Trucks, Inc. For additionalinformation, contact Analysts, Inc. at the followingaddress:

Analysts, Inc.

3075 Corners North Court, N.W.Norcross, GA 30091-5000Tel: 800-241-6315Fax: 770-448-5918

Or visit their website at www.analystsinc.com

Drawing an Oil Sample

To ensure the validity of an oil sample, there arecertain procedures that must be followed whendrawing engine oil samples. Regardless of thesampling procedure you use, the following rulesshould be followed:

1. Be consistent. Always sample in the samemanner and from the same point. Keep thesampling frequencies as uniform as

possible.2. The engine sampled should be brought to

operating temperature or run for at leastfifteen (15) minutes prior to sampling. Someof the contaminants of interest in used oilanalysis are insoluble in the lubricant andtend to settle out when an engine is inactive.Operating the system will mix thesecontaminants evenly and ensure that thesample is representative.

3. Never take an oil sample just after an oilchange or after a large amount of makeupoil has been added. The dilution from the“clean oil” may hide any serious conditionsthat might exist.

4. Use a clean, dry container. Wheneverpossible, use the containers supplied byyour MaxiGard/2 laboratory.

There are three (3) approved methods for takingoil samples.

1. SYPHON METHOD

The syphon method is most typicallyaccomplished through the dipstick tube to obtaina sample. Allow a few minutes for the dipsticktube to cool to ensure against possibly meltingthe plastic tubing.

It is extremely important to replace the hose ofthe bellows-type squeeze container or syphongun before each sample is taken. This is done sosamples will not be cross contaminated.

One must also be careful when taking the sampleto be sure that the hose or tube is not taking asample from the bottom of the oil pan wherefall-out and gummed materials accumulate. Asample from this area will not give arepresentative sample of the engine or oil quality.

A good practice is to insert the hose or tube intothe sump the same length as the dipstick. Thiswill draw the sample from mid-sump and ensureaccurate and consistent samples.

Kit Part No. Usage Sampling Container Oil Analysis Tests

4549-PMXBB Mandatory for MACK MP7,MP8 and ASET™ AC (cooledEGR) engines, andrecommended for all otherengines (E6, E7, E9,

E-Tech™ and ASET™AI/AMI engines)

Bellows Type Spectrochemical, LEM (todetermine soot levels), fueldilution, viscosity and acidneutralization (known asTBN)

4549-PMXBJ Jar Type Spectrochemical, LEM (todetermine soot levels), fueldilution, viscosity and acidneutralization (known asTBN)

4549-PMXAB Can be used for E6, E7, E9,E-Tech™ and ASET™AI/AMI engines. NOTacceptable for MACK MP7,MP8 or ASET™ AC engines.

Bellows Type Spectrochemical, LEM (todetermine soot levels), fueldilution, water and viscosity

4549-PMXAJ Jar Type Spectrochemical, LEM (todetermine soot levels), fueldilution, water and viscosity

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ENGINE OIL ANALYSIS

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2. OIL GALLEY (PRESSURE VALVE) METHOD

This method is the most accurate means ofobtaining a lubricant sample. The sampling valveis usually placed on the outside of the engineblock or in a low pressure oil line.

Analysts, Inc., provider of the MaxiGard/2services, furnishes a Quick Sampling System(QSS) valve ideal for this sampling method. Thevalve is pressure closed and insertion of asampling tube allows oil flow to a samplecontainer. Engine shut-down is not required forthis method.

3. DRAIN PLUG METHOD

Using this method, the sample is drawn from thedrain plug located on the bottom of the oil pan.The sample should be drawn after the engine hasbeen warmed up to operating temperature. Afterthe drain plug has been removed, approximatelyone (1) quart of oil should be allowed to drainbefore taking the sample. This allows forexcessive dirt and debris to be washed awayfrom the drain plug area.

Extreme caution should be used whenremoving an oil pan plug. Engine oil will beextremely hot!

Sample Frequencies

Mack Trucks, Inc. recommends routinescheduled use of the MaxiGard/2 oil analysisservice. The sampling frequency should coincidewith other routine maintenance, most typically inconjunction with each oil and filter change.

Sample Information

Accurate and meaningful interpretation of theanalysis results is dependent upon receivingcomplete and detailed information regarding theengine and lubricant sampled. The MaxiGard/2program provides sample information formsdesigned such that the user can easily provide allof the appropriate information.

ENGINE INFORMATION

The designs, metallurgies and components ofMACK engines may differ in different models, ordifferent vintages, of MACK engines. Theoperating application and conditions are also ofgreat importance to the oil analysis.

1. Provide the chassis model and serialnumber.

2. Provide the complete specific engine modeland serial number.

OIL INFORMATION

As discussed in more detail later in this manual,many of the analysis results must be compared tothe properties of the lube oil in service foraccurate and meaningful analyses.

1. Provide the complete oil manufacturer’sname, full brand name and viscosity grade.

COOLANT INFORMATION

The MaxiGard/2 program monitors for thepresence of coolant contamination.

1. Provide the manufacturer and brand nameof the antifreeze in service.

2. Provide the manufacturer, brand name andform (liquid or dry filter) of supplementalcoolant additives used.

OPERATING INFORMATIONOil analysis only measures the levels of wearmetals, contaminants and oil properties. Themeaningful application of the measurements is inrelationship to time. Rates and trends cannot bedetermined unless proper operating informationis provided with each oil sample.

1. Provide the operating miles and hours onthe oil at the time the sample was drawn.

2. Provide the operating time since new or lastmajor overhaul.

3. Provide the amount of make-up oil addedsince the last oil change.

Samples submitted without proper operating dataare of limited value. Rates and acceptability ofwear metals levels cannot be determined withoutcomplete information.

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ENGINE OIL ANALYSIS

INTERPRETING OIL ANALYSISRESULTSWhen the oil sample testing has been completedand analyzed, a report listing the test results andsome general recommendations and suggestionswill be issued.

Your MaxiGard/2 report will include detailedrecommendations providing a description of anyabnormal properties, including possible causes,and recommended diagnostics or correctiveaction.

Your MaxiGard/2 oil samples will be tested for the

following:Wear metals

Silica (dirt, dust, sand)

Coolant

Fuel dilution

Soot

Water

Viscosity

Total Base Number (mandatory for cooled

EGR engines and recommended for allother engines)

Because of the many variables involved in oilanalysis (such as sampling procedures, operatingconditions, environment and oil filtration systems,etc.), it is not possible to establish absolute levelsor limits to all properties and contaminants.

The following information concerning wear metals,oil characteristics and contamination is intended toprovide helpful guidelines to aid in understandingand interpreting oil analysis reports. A table, whichgives approximate levels of allowances and whataction is to be taken, is provided on “MACKTRUCKS, INC. MAXIGARD/2 OIL SERVICEGUIDELINES” on page 21.

The levels in the Table of Guidelines must not betaken as an absolute indication of enginecondition.

Wear Metals

Engine oil analysis reports, such as theMaxiGard/2 program, provide valuable datarelating to the amount of wear that may beoccurring within an engine. The type and amountof wear metals generated will give clues as towhich components may be showing signs ofwear.

Wear metals are typically high while an engine isnew and following a rebuild. However, followinginitial break-in (usually after the second draininterval), wear levels and contaminants shouldlevel off to consistent values. When levels of wearmetals begin to deviate from established trends(typically requires three uncontaminated oilsamples), an investigation into the cause shouldbe performed.

IRON2

Figure 2 — Cylinder and Valve Train

Oil samples showing high iron levels indicate thatexcessive amounts of cylinder or valve train wearmay be occurring.

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ALUMINUM AND CHROMIUM3

Figure 3 — Piston and Piston Rings

Pistons used in engines prior to the MACK MPseries contain aluminum, and the piston ringsused in all MACK engines are plated withchromium. If an oil sample from an earlier MACKengine (E6, E7, E9, E-Tech™, Eco-Tech™ orASET™) reveals excessive levels of aluminumand/or chrome, the pistons and rings should bechecked for signs of scuffing and abnormal orexcessive wear. Abnormal piston scuffing andpiston/piston ring wear in a MACK MP engine(MP7, MP8, etc.), will be indicated by excessivelevels of iron and chrome.

COPPER (ONLY)

Prior to the year 2000, MACK engines utilized abundle-type oil cooler. With the bundle-type oilcooler, elevated levels of copper without leadbeing present are normal. These characteristicsare generally attributed to the engine oil cooler.The inner bundle of the oil cooler, which is madeof copper, reacts with the engine oil andeventually forms a thin, dull-brownish layer ofoxidation. Once the oxide coating developscompletely, the engine oil no longer reacts withthe oil cooler tubing and copper levels in the oilsamples will decrease and stabilize.

4

Figure 4 — Bundle-Type Oil Cooler

The plate-type oil cooler, which is used on allMACK engines manufactured after the year 2000,is made of stainless steel, and copper foil is usedin the brazing process to bond the variouscomponents of the cooler together. Becauseconsiderably less copper is used in theconstruction of the plate-type oil cooler, initiallevels of copper will not be as high as enginesequipped with the bundle-type oil cooler.5

Figure 5 — Plate-Type Oil Cooler

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ENGINE OIL ANALYSIS

Changing the brand of oil in service or increasedoperating temperatures could affect the oxidecoating within the cooler tubing and temporarycopper increases may be experienced. Highcopper levels only relate to bearing wear whenaccompanied by high levels of lead.

LEAD AND COPPER6

Figure 6 — Bearing Material

Engine bearings are composed of a copper-leadalloy bonded to a steel backing, with a tin orlead-tin overlay plated over the copper-lead

bearing material. Cam bearings, turbochargerbearings, air compressor bearings and thrustwashers are also made of copper alloys. Highcopper levels only relate to bearing wear whenaccompanied by high levels of lead.

Readings of 50 PPM or more lead combined with50 PPM or more copper beyond break-in periodsare considered significant. Bearing wear isindicated if these values are obtained in two ormore consecutive samples.

NICKEL

Nickel is alloyed with iron to produce thehigh-strength steel used in the manufacture ofcamshafts, steel roller lifters, valve stems andvalve guides. Oil samples showing high nickellevels indicate that camshaft, steel lifter rollers,valve stem and/or valve guide wear may beoccurring.

Oil Contamination

The major solid contaminants found in engine oilsare soot, silicon (dirt) and wear metals. Thesecontaminants make up the greatest percentage ofthe total solids found in diesel engine lube oil.However, their presence and levels do notcorrelate with the amount of wear an engine mayexhibit.

SOOT7

Figure 7 — Soot Production in the Engine

Soot is a very fine carbon particle producedduring the combustion process. The presence ofsoot is what makes the oil black. High-qualitydiesel engine oils contain dispersant additivesthat will hold a normal level of soot particles insuspension and not allow them to “agglomerate”(clump together). Agglomerated soot formationsmay result in viscosity increase, sludging, filter

plugging, hardened deposits and acceleratedwear (particularly in the valve train area).

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Accurate soot measurement is essential. Anaccurate, cost-effective method of determiningthe percentage of soot in an engine oil has notalways been available. However, Analysts, Inc.,Mack’s approved oil analysis laboratory andprovider of the MaxiGard/2 program, provides

soot measurements by Light ExtinctionMeasurement (LEM). Specifications for themaximum allowable soot levels are given in the“MACK TRUCKS, INC. MAXIGARD/2 OILSERVICE GUIDELINES” on page 21 for E6, E7,E9, E-Tech™, ASET™ and MP engine models.

In order to compare the soot results from oilanalysis reports to MACK specifications, the sootmust have been measured using either the LEMor Thermogravimetric Analysis (TGA) method.

SILICON8

Figure 8 — Silicon Entry through Faulty Air IntakeSystem

Silicon is measured as a representation of dust,dirt or sand (Alumina-silicate) contamination. If ananalysis report shows high levels of silicon

contamination, the air intake system should bechecked for cracks, leaks, faulty air filterelements or air filter elements that do not seat orseal properly. Silicon can also enter through theoil fill tube, but this is unlikely.

There are many forms of silica that are measuredas silicon in lube oil analysis, including siliconeanti-foaming additives blended into engine oils.To determine the actual level of contamination,new oils must be measured and the level presentin the new oil must be subtracted from the used

oil (silicon) level. The acceptability level in thetable “MACK TRUCKS, INC. MAXIGARD/2 OILSERVICE GUIDELINES” on page 21 is to beapplied to the corrected level.

Not all silicon is “dirt”. Other sources includegreases, sealants and silicates (antifreezes).Consult with your MaxiGard/2 laboratory.

WATER/COOLANT

Water is not generally found in engine oil samplesbecause it evaporates due to engine operatingtemperatures. However, evaporated enginecoolant leaves behind a residue of the coolantand/or water treatment additives.

There are many forms and combinations ofcoolant additives, including sodium, boron,potassium, phosphate and molybdate. Theelement common to engine coolants is sodium.Sodium contamination could be an indication of acoolant leak and should prompt an investigationof the cooling system.

Sodium is also present in various levels in newoils. As discussed with silicon earlier, sodiumlevels must be monitored in new oils andsubtracted from the used oil results beforecomparing to the table levels on “MACKTRUCKS, INC. MAXIGARD/2 OIL SERVICEGUIDELINES” on page 21.

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ENGINE OIL ANALYSISFUEL DILUTION9

Figure 9 — Unit Injector — MP Engines

In any diesel engine, low levels of fuel will bepresent in the engine oil. These normal levels willnot cause any significant reduction in oil viscosity.However, if two consecutive oil analysis reportshave confirmed fuel dilution exceeding 3% and 12.4 centistokes (cSt) or less viscosity, evaluation

of operating modes and investigation of the fuelinjection system are warranted.

Engine operating conditions which can result infuel dilution include excessive idling (particularlyin cold weather), and cold weather starts andwarm-up. Oil samples should not be obtainedimmediately following these conditions.

When abnormal levels of fuel are present and theoperating modes are not considered a possiblecause, checking the injection nozzles is the firstrecommended practice.

When investigating fuel dilution on an ASET™ orE-Tech™ engine, also check for a dislodgedsupply pump seal or a cut electronic unit pump(EUP) O-ring, as either of these conditions willallow a large amount of fuel into the crankcase.Additionally, if a unit pump has been removedwithout draining the fuel gallery, approximately

1 quart of fuel will leak into the crankcase. Forproper unit pump removal, refer to the applicableengine service manual.10

Figure 10 — Electronic Unit Pump — E-Tech™ andASET™ Engines

ViscosityViscosity, which is a measurement of an oil’sresistance to flow (in relation to time) at a giventemperature, is a very important property of anengine oil. The most accurate and acceptedmethod of measuring engine oil viscosity is theKinematic Viscosity test, measured at 100 ° C forengine oils. At 100 ° C (212 ° F) the oil’s viscosity istested at a temperature that relates to engineoperating conditions. Viscosity results arereported in centistokes (cSt).

To establish acceptable, alert and maximumchanges in viscosity, you must first know theviscosity of the new oil. The viscosity of an SAE40 (single or multi-grade) oil at 100 ° C can rangefrom 12.5 to 16.2 cSt. MACK specificationheavy-duty diesel engine oils are typically around15.5 cSt when new.

Single viscosity grade oils are not recommendedfor use in MACK engines. Multi-viscosity oils aremandatory for 1994 and later engines, and arerecommended for earlier engines.

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DECREASE IN VISCOSITY

A primary cause of viscosity decrease is fueldilution. As a general rule, it requires 5.0% fuelcontamination to decrease the viscosity one SAEgrade (approximately 4 cSt). Such a severereduction would warrant investigating the fuelinjection system.

Another possible cause of viscosity decrease isthe shearing of viscosity improver (VI) additives inmulti-grade oils.

INCREASE IN VISCOSITY

Although a gradual increase in viscosity isexpected during the service interval, severechanges are a reliable indicator of an engine orlubricant problem. Viscosity increases throughservice intervals vary with different lubricants andservice applications.

There are several factors which can contribute toincreases in viscosity. One cause is oil oxidationwhich occurs when the oil is subjected to aprolonged period of high operating temperatures.If oxidation is considered to be occurring, thecooling system should be checked for propercoolant level, antifreeze:water mixture, and/or dirtor scale build-up (detailed coolant analysis is alsoavailable through Mack Trucks, Inc. MaxiGard/2analysis program).

Another possible cause for viscosity increase iscoolant leaking into the crankcase. The oil willreact to the presence of water and glycol. If theleak is severe enough, the oil can thicken to theconsistency of grease.

However, the most common cause of oilthickening or sludging in heavy duty dieselengines is high levels of combustion soot in theoil. The type of service, type of oil being used,drain intervals and various engine conditions canall be factors in soot related oil thickening.

The following are the first areas to addressshould oil thickening occur:

1. Use the most current specification engineoils and MACK-approved filters

2. Monitor oil conditions by performing regular

oil analyses. The MaxiGard®

/2 oil analysistest kits are available with and withoutinclusion of the TBN test. Using a test kitwhich includes TBN is highly recommendedfor all engine models and mandatory forcooled EGR engines such as MACK MP orASET™ AC engines. Review the oil analysisreport results and recommendations as soonas the report is received.

3. Verify that the oil drain intervals are withinthe allowable mileage and/or hour limits, andthat the appropriate interval (hours or miles)is being used based upon vehicle vocation.Certain chassis vocations may requireservice intervals more frequent than themaximum allowed intervals. If soot and/orviscosity are at or near the maximumallowable levels, adjust the service intervalas required to maintain soot and viscositylevels within allowable limits.

4. Inspect the charge air cooler for signs ofcracks and/or leakage. If leakage issuspected, pressure test the charge aircooler and verify that the leak-down rate iswithin allowable limits.

5. Determine that there is no over-fuelingcaused by a malfunctioning or incorrectinjection nozzle.

6. Analyze the vehicle/engine operatingconditions, ambient temperatures and oiltemperatures experienced during everydayoperation. Oil thickening can result fromoxidation degradation of the oil if subject toprolonged operation at very hightemperatures (exceeding 270 ° F [132 ° C] oiltemperature).

7. Verify that glycol in the oil is not the rootcause of the increase in viscosity. (Coolantloss with no visible signs of an externalcoolant leak combined with a highconcentration of glycol on the analysis reportis an indication that coolant is leaking intothe crankcase.)

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ENGINE OIL ANALYSIS

Total Base NumberHeavy duty diesel engine oils include additivesthat neutralize acids formed during thecombustion process. The Total Base Number(TBN) is a measure of the alkaline reserve (acidneutralizing additives) in an engine oil. When theoil is new and unused, current heavy duty dieselengine oil will have an approximate TBN of 10.Used engine oils have a lower TBN as the acidneutralizing capability of the oil is depleted.

The TBN will normally deplete throughout theengine service interval due to acids formed(sulfur by-product and nitration) during thecombustion process. The TBN is also depleted byoil degradation due to oxidation.

Engine oils formulated to comply with MACKspecifications have sufficient TBN to maintainsafe levels throughout MACK-recommended oilservice intervals. Always use the most currentspecification MACK-approved oils and adhere tothe oil and filter change intervals established byMack Trucks, Inc.

Particularly with cooled EGR engines such as theMACK MP or ASET™ AC engines, it is importantthat the regular oil analysis program includes aTBN test using the ASTM D4739 (method fortesting TBN of used engine oil) test method. Foroil analysis tests performed on a cooled EGRengine, the minimum acceptable TBN is 3.0. Testresults must be reviewed on a timely basis and oildrain intervals adjusted so that oil and filterchanges are performed before TBN drops to 3.0.

Some severe operating conditions may causerapid depletion of an oil’s TBN. Monitoring theTBN is important in determining whether the oildrain interval, for the product in service, isappropriate or whether a shorter interval may benecessary.

Natural Gas Engine Oil

Natural gas engines require a low ash content,15W40 engine oil specifically formulated for usein these types of engines. Do not use diesel orautomotive engine oil in a natural gas engine.Natural gas engine oil specifications are listed inthe table below. Engine damage will result fromuse of improper oil.

MaxiGard/2 Oil ServiceGuidelines — MACK Diesel andNatural Gas Engines

With the exception of soot content and fueldilution, the oil service guidelines listed in thetable below also apply to MACK natural gasengines.

New Oil Specifications

SAE Viscosity 15W40

Sulfated Ash, % ASTM D874 0.4–0.6

TBN (Total Base Number)ASTM D2896 (method fortesting TBN of new engineoil)

4.5 minimum

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MACK TRUCKS, INC. MAXIGARD/2 OIL SERVICE GUIDELINES

1 Procedure defined by the American Society for Testing and Materials.2 Light Extinction Measurement or Thermogravimetric Analysis.3 Maximum increase above level present in the new oil.

4 Maximum with both lead and copper present. Significant if present for two or more consecutive non-break-in samples andcopper is determined not to be from oil cooler oxides.

5 Typically requires three uncontaminated samples to establish trendlines. Uncontaminated is defined as being free of dirt,water, antifreeze and/or fuel dilution.

6 Soot content and fuel dilution do not apply to natural gas engines.

MAXIMUM

A problem likely exists that requires closeconsideration, diagnostics and possiblecorrective action. The following procedures maybe initiated.

Resample immediately for verification.

Determine probable causes and take theappropriate corrective action.

Continue on one-half interval samples untilconditions return to Normal.

TEST/PROPERTY METHOD MAXIMUM

Viscosity, cSt (@ 100 ° C) ASTM D445 1 Increase: 8 cSt

(Change from new oil) Decrease: 3 cSt

Soot Content, % wt. 6 LEM or TGA 2 5.0 — ASET™

4.0 — E6, E7, E9 and E-Tech™3.0 — MP engines

Fuel Dilution, % vol. 6 ASTM D3524 3.0

Water, % vol. ASTM D1744 0.2

Total Base Number (TBN) ASTM D4739 Minimum: 3.0

Glycol (Coolant) ASTM D2982 Any Detectable

CONTAMINANTS: 3 Atomic Emission (AE) Above New Oil:

— Silicon, ppm by wt. 15 ppm

— Sodium, ppm by wt. 100 ppm

— Boron, ppm by wt. 50 ppm

— Potassium, ppm by wt. 50 ppmWEAR METALS, ppm by wt.: AE

— Nickel 10 ppm

— Iron 150 ppm

— Lead & Copper (both present) 50 ppm 4

Wear Metal Evaluations: AE 100% increase above trend (average)

— Trend Analysis 5

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ENGINE OIL ANALYSIS

Trend Analysis

Trend analysis is used instead of the “Alert” limitwhich had been used by Mack Trucks, Inc. in thepast. Trend analysis is a more meaningfulconcept than simply having an arbitrary “Alert”specification.

An example comparing two engines, each with3 oil samples, is shown below. This exampleassumes two identical engines in the same typeof service. In order to compare the trend analysissystem to the “Alert” limit system, anexample-only “Alert” limit of 100 ppm is used.

For trend analysis, the oil samples being

compared must have very similar miles andhours.

ENGINE 1

ENGINE 2

11

Figure 11 — Oil Analysis Results

The trend analysis shows that Engine 1 iswearing at an acceptably steady rate. Engine2 has had a dramatic increase in iron wear which the oil analysis report will bring to thecustomer’s attention for possible correctiveactions, even though the iron wear is still belowthe 150 ppm maximum established by MackTrucks, Inc. Refer to the MAXIGARD/2 OILSERVICE GUIDELINES chart shown in the tableon page 21.

Trend analysis considers changes in the Rate ofWear.

SAMPLE IRON EVALUATIONS

NUMBER PPM “ALERT” LIMITBY

TREND

1 95 Normal Normal

2 103 Abnormal Normal

3 107 Abnormal Normal

SAMPLE IRON EVALUATIONS

NUMBER PPM “ALERT” LIMITBY

TREND

1 26 Normal Normal

2 29 Normal Normal

3 92 Normal Abnormal

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QUICK REFERENCE GUIDEElement Possible Contaminant Sources

Iron (Fe) Indicates wear from piston rings, shafts, gears, valve train, cylinder liners andpistons

Chromium (Cr) Chromium contamination can come from certain components such as piston ringsand cylinder liners; Chromium is used as an additive in certain coolants

Nickel (Ni) Nickel is alloyed with iron to make high-strength steel; is a secondary indicator ofwear from certain bearings, shafts, valve stems and valve guides

Aluminum (Al) Indicator of certain bearing and bushing wear, some pistons

Lead (pB) Used as a bearing overlay material; indicates rod and main bearing wear

Copper (Cu) Wear from bearings, rocker arm bushings, wrist pin bushings and other bronze orbrass components; also used as an oil additive

Tin (Sn) Indicates bearing wear when tin or lead/tin overlay is used

Silver (Ag) Indicates bearing wear in bearings where silver is used, or a secondary indicator ofoil cooler problems when coolant is detected in sample

Molybdenum (Mo) Can be an indicator of piston ring or piston wear; Molybdenum is also used as an

additive in certain engine oilsTitanium (Ti) Alloy used in high quality steel for certain gears, bearings and turbocharger

components

Silicon (Si) Airborne dust and dirt contamination, usually indicates improper air cleaner service,defective air filter element and/or seals

Boron (B) Additive used in coolant and some engine oils

Sodium (Na) Additive used in coolant and some engine oils

Potassium (K) Additive used in coolant

Phosphorus (P) Antirust agent, also used as an extreme pressure additive for certain lubricants

Zinc (Zn) Antiwear, antioxidant, corrosion inhibitor, detergent, extreme pressure additive

Calcium (Ca) Detergent, dispersant, acid neutralizer

Magnesium (Mg) Dispersant, detergent, alloying metal

Barium (Ba) Corrosion inhibitor, detergent additive (toxic and expensive)

Antimony (Sb) Alloy used in bearing overlay, oil additive

Vanadium (V) Heavy fuel contaminant

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ENGINE OIL ANALYSIS

Physical Properties Explanation

Water Presence of water indicates contamination from an outside source, which caninclude condensation of atmospheric moisture, or internal cooling system leaks.Water is evaporated at engine operating temperatures, but the presence of watermay indicate internal cooling system leaks and low engine operating temperatures,or poor storage practices of new oil.

Fuel dilution, % volume Indicates the amount of unburned fuel present in the engine oil. Investigate causessuch as operating conditions (extended periods of engine idling), defective fuelinjectors, leaking unit (injector) pumps, fuel lines or incomplete combustion.

Total solids, % volume Indicates the quantity of fuel soot, sludge, varnish and other insoluble contaminants.Investigate sources of contamination such as extended oil drain intervals,environmental contamination (leaking air intake system or defective air filter),leaking or defective oil filters, wear debris, oxidation by-products.

Fuel soot, % weight (using LEMmethod)

Accurate measurement of dispersed fuel soot present in oil sample (LEM method isthe only soot measurement approved by Mack Trucks, Inc.); results indicatecombustion/operating efficiency of engine and effectiveness of dispersant additive.

Oxidation Measures overall breakdown of lubricant due to aging, operating conditions andengine overheating.

Nitration Measures build-up of acidic materials during normal service; can be an indication ofcylinder liner/compression ring blow-by.

Glycol Indicates engine oil contaminated with coolant, usually by cooling system internalleakage; water is generally not present because it evaporates at operatingtemperatures.

Viscosity, in centistokes (cSt) Measurement of the lubricant’s resistance to flow; changes in viscosity indicateimproper servicing, dilution or contamination and lubricant breakdown in service.

Total Acid Number (TAN) Measurement of the total amount of acidic product present in the engine oil; anincrease in TAN above new product indicates oil oxidation or contamination with anacidic product.

Total Base Number ([TBN] acidneutralization)

Measurement of the alkaline content present (or remaining) in the engine oil;decreases in TBN indicates reduced acid neutralizing capacity or a depleted additivepackage.

Particle count Measures particles present in a specific volume of sampled oil; indicates oilcleanliness and effectiveness of the filters.

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