Oil Analysis Document
Following please find the results of your oil analysis. The analytical test results and diagnostic comments have peen performed by State of the Art equipment, which incorporates the latest technological advancements in the oil analysis industry.
Your analysis incorporates three different tests. The first part of your report examines the units oil for wear metals, measured in parts per million. Wear by friction between moving parts, abrasion or corrosion. The second part of your analysis inspects the oil for contaminants such as fuel, water, sodium, potassium, glycol, dirt (silicon) and soot (diesels) or nitration (gas). The third checks your oil for its ability to lubricate and protect your unit properly (oxidation, viscosity, SAE and TBN (TBN for diesels only).
Following you will also find an explanation (Understanding Your Report) of how to read and understand your analysis. If you have any questions regarding your results, please call The Motor Check Lab at the above number.
UNDERSTANDING YOUR REPORT
You don't have to interpret the test results - just read your diagnostic comment!
The analytical test results and diagnostic comments/recommendations have been performed by state of the art equipment, which incorporates the latest technological advancements in the oil analysis industry.
The tests include emission and infrared spectroscopy to monitor engine or transmission internal wear rates as well as the physical properties of the oil and the oils condition/serviceability.
We test for 9 elements: 6 wear metals, and 3 contaminant metals. The wear metals are minute particles of metal suspended in the oil, which are formed by friction between moving parts, abrasions, or corrosion. Energizing these metals in the OSA II produces a measurement in parts per million (ppm). These ppm results are scientifically matched against known engine or transmission wear patterns and reported in the diagnostic comment section depending on the severity of the situation and on the following wear information for engines, transmissions.
Our condemning limits are dependant on the engine or transmission make, total number of miles/hours on the system (or since overhaul) and the total number of miles/hours since the last oil change.
Aluminum: pistons, bearings, housing, thrust washers, bushings
Chromium: compression rings, low friction bearings, liners, chromate cooling system
Copper: bearings, bushings thrust washers, oil cooler, and clutches, oil additive.
Iron: crankshaft, valve train, cylinders, gears, pistons, liner, and bearings
Lead: bearings, contaminant from leaded gasoline (automotive only)
Tin: piston skirts, bearings, and bushings
Contaminant metals are detected primarily through problems with the air intake system (Silica dirt) or because of coolant leaks (potassium, Sodium and sometimes Silicone are typical additives in water treatment chemicals.) These metals are also measured in ppm and evaluated on content and severity.
Silicon: the most common cause of system wear and indicates the presence of dirt, seal material, or a silicon based oil or coolant additive.
Potassium: a common coolant additive that is an indication of a cooling system problem. Also in salt-water (marine only).
Sodium: oil additive constituent, coolant additive, environmental contaminant or salt-water (marine only).
This section contains the physical data of your oil analysis and is explained as follows:
Water: measured in % volume, can be an indication of condensation due to a cold running system, a cooling system lead, or outside contamination (severe at great than 1%).
Glycol: measured in % volume, is in the formulation of most commercial antifreeze. Its than 0.2%
Fuel Dilution: measured in % volume, can indicate faulty combustion, rich air/fuel mixture when present at between 2% and less than 5%. An injector problem or internal fuel line leak is typically indicated when fuel is detected at high levels. Result is accurate within +/- 2% for diesel engines and with +/- 1 to 1 1/2 % for gasoline engines.
Oxidation: measured in absorbance units, is the result of oxygen in the air reacting with the oil at elevated temperatures, and is a normal process at the oil ages. If an engine is operated continuously at high temperatures for extended periods, or if a drain interval is over extended then values great than 25 may be observed and an oil change is normally recommended. This test is accurate within +/- 4 absorption units.
Nitration: (Applicable for Gasoline Engines Only): nitration products are formed during the fuel combustion process. The products are often corrosive and can accelerate oil deterioration.
Soot: (Diesel Engines Only); measured in absorbance units, is a normal combustion by-product of diesel fuel and appears as a contaminant in the oil causing an increase in the oil's viscosity (thickening of the oil). Higher than normal readings can indicate an improper air/fuel ratio, defective air intakes, faulty injectors or blow-by. Soot can cause deposits, oxidation, and can also degrade oil additives. The accuracy range of this test is +/- .2 to .3 absorbance units.
Viscosity: This calculated measurement is an indication of the oil's ability to flow and lubricate the moving parts of the engine or transmission. It's an indication if the oil is too thick or too thin. As an approximate guide, a 15W40 weight diesel engine oil, the Viscosity should be between 12.5 and 16.3. An 10W30 weight automotive oil's viscosity should be between 9.3 and 12.5. This calculated viscosity is accurate within +/- 1.5cSt.
Total Base Number (TBN): is a calculated measurement of the oil's alkaline reserve (additive) package of the oil that is capable of neutralizing acidic contaminants, primarily formed by the adsorption of combustion gases and the aging of the oil. Combustion by-products are the source of the strongest acids, therefore, over-extended oil drain intervals, insufficient additive package, or overheating are causes for a low TBN. Typically, when the TBN is below 3, it is an indication that the oil is no longer serviceable and should be scheduled for an oil change.
ACCURANCY OF RECOMMENADATION IS DEPENDENT ON REPRESENTATIVE OIL SAMEPLES AND COMPLETELY CORRECT DATA ON BOTH UNIT AND OIL. THIS ANALYSIS IS INTEDED AS AN AID IN PREDICTING MECHANICAL WEAR. NO GUARANTEE, EXPERESSED OR IMPLIED, IS MADE AGAINST FAILURE OF THIS COMPONENT. MOTOR CHECK (MC ANALYTICAL INC.) LIABLILITY IN ANY CASE IS LIMITED TO THE COST OF THE REPORED ANALYSIS.
