ENGINE LUBRICATING OIL

Dr. B. B. Ale
Department of Mechanical Engineering
Pulchowk Campus, IOE
2006
 CONTENTS
• Types of wear
• Functions of lubricating oil in engine
• Types of lubricating oil
• Additives
• Oil supply systems; full flow, bypass flow
• Engine oil change, change interval
• Problems associated with lubricants
• Viscosity, viscosity index, viscosity grading (no)
• API engine oil service category
• Handling of engine oil
ENGINE LUBRICATION
 TYPES OF SLIDING FRICTION

• Dry friction: there are many

points in contact

• Semi-fluid friction: exists few

points of contact

• Fluid friction: metal slide on oil

film without touching other
metal
 LUBRICATING OIL FUNCTIONS
• Friction Control -- Separates moving surfaces
• Wear Control -- Reduces abrasive wear
• Corrosion Control -- Protects surfaces from corrosive
substances
• Temperature Control -- Absorbs and transfers heat
• Contamination Control -- Transports particles and other
contaminants to filters / separators
 NINE FUNCTIONS OF AN ENGINE OIL
The automobile industry is the major user of lubricants.
Engine designs have been continually improved to reduce
weight, increase fuel economy, increase power output, and at
the same time meet environmental emission guidelines.
Research is ongoing to formulate lubricants to meet the
demands of the redesigned engines. In general, a lubricant
must perform nine functions for the efficient operation of the
engine.
 #1. PERMIT EASY STARTING
Engine oil must be thin enough when first starting the engine
to allow for sufficient cranking speed. The oil must then be
able to flow immediately to lubricate vital engine components.
Most of the engine wear occurs at start-up before the oil can
reach all the engine parts. As the engine is heated, the oil
must not become too thin and be unable to provide adequate
engine lubrication. The viscosity of the oil is the measure of
this resistance to flow.
 #2. LUBRICATE AND PREVENT WEAR
• The engine is now started, and the oil is being circulated by the oil
pump to the engine parts. The oil must now prevent the metal-to-
metal contact that will result in wear to the moving parts.
• Full-film lubrication occurs when the moving surfaces are
continuously separated by a film of oil. The viscosity of the oil must
remain high enough to prevent metal-to-metal contact. Wear will only
occur if the surface is scratched by particles thicker then the oil film.
Crankshaft bearings, connecting rods, camshaft, and piston pins
normally operate with full-film lubrication.
• In some conditions, it is impossible to maintain a continuous oil film
between the moving parts. Intermittent metal-to-metal contact occurs
because of high spots on sliding surfaces, during engine starting, and
in new or rebuilt engines. Lubrication under these conditions is
referred to as boundary lubrication. This lubrication is accomplished
by the additive package in the oil.
 #3. REDUCE FRICTION
• Under full-film lubrication conditions, the film of oil prevents
metal-to-metal contact. The viscosity of the oil should be
high enough to maintain the film. A delicate balance must
be maintained. If the viscosity is higher then required, the
engine must overcome the excess fluid friction.
• It is important to note that the viscosity of the oil changes
as it becomes contaminated. Dirt, oxidation and sludge will
increase the viscosity of the oil while fuel dilution will
reduce the viscosity. This is the reason why the oil must be
changed as per the schedule in the owners manual.
 #4. PROTECT AGAINST RUST AND CORROSION
• Under perfect conditions, fuel burns to form carbon dioxide and water.
For each gallon of fuel burned, a gallon or more of water is produced.
Most of this water should escape as a vapor out of the exhaust, but
some does condense on the cylinder walls. Also, water passes by the
piston rings and becomes trapped in the crankcase. This is more of a
problem in cold weather before the engine is warm.
• In addition to water, other corrosive combustion gases also get past the
rings, and are dissolved in the crankcase oil. Add to this the acids
formed by the normal oxidation of oil, and the potential for rust and
corrosive engine deposits become significant.
• Corrosion inhibitors are part of the additive package to protect non-
ferrous metals by coating them, and forming a barrier between the parts
and the acids. Also, rust inhibitors are added to the oil to protect
iron/steel surfaces from oxygen attack by forming a protective screen.
 #5. KEEP ENGINE PARTS CLEAN
• For a variety of reasons, a gasoline or diesel engine does not burn all the fuel
completely. Some of the partially burned gasoline or diesel fuel undergoes complex
chemical changes during combustion, and under some conditions forms soot or
carbon. Most of the partially burned fuel escapes in the form of soot through the
exhaust, but part escapes past the rings into the crankcase. This combines with
water to form sludge, and varnish deposits on engine parts. Sludge buildup may
clog oil passages which reduces oil flow. Varnish buildup interferes with the proper
clearances, restricts oil circulation, and causes vital engine parts to stick and
malfunction.

• Straight mineral oils have a very limited ability to keep these contaminants from
forming sludge within the engine. Detergents are part of the additive package to
clean-up existing deposits in the engine, as well as disperse insoluble matter into
the oil. Dispersants are also part of the additive package. Both detergents and
dispersants attach themselves to contaminated particles and hold them in
suspension. The suspended particles are so finely divided that they can pass
harmlessly between the mating surfaces, and through the oil filter. This
contamination is removed when the oil is changed. Another good reason for your
scheduled oil change!
 #6. MINIMIZE COMBUSTION CHAMBER DEPOSITS
• Some oil must reach the area of the top of the piston ring in
order to lubricate the rings and the cylinder walls. It is
important that the oil prevent excessive combustion
deposits. Combustion deposits act as a heat barrier and as
a result pistons, rings, spark plugs, and valves are not
properly cooled. We all know about carbon fouled spark
plugs.
• The motor oil must accomplish two things in preventing
excessive combustion deposits:
– The oil must keep the rings free so as to reduce the amount of oil
reaching the combustion chamber.
– The portion of the oil reaching the combustion chamber must
burn as clean as possible.
 #7. COOL ENGINE PARTS
• The cooling system performs about 60% of the cooling job
of the engine. It cools the upper part of the engine including
the cylinder heads, cylinder walls, and valves. The
crankshaft, the main and connecting rod bearings, the
timing gears, the pistons and other components in the
lower engine are cooled as the oil flows around the parts.
• What is critical is the continuous circulation of large
quantities of oil. If oil passages are allowed to become
clogged, the flow is restricted, and the parts are not cooled
properly. Another good reason to change your oil on a
regular basis, and check the oil level!
 #8. SEAL COMBUSTION PRESSURES
• The surfaces of the piston rings, ring grooves, and cylinder walls are
not completely smooth. This would become evident under a
microscope as small hills and valleys. For this reason, the rings can
never prevent high combustion and compression pressures from
escaping into the low pressure area of the crankcase. This would
result in a reduction of engine power and efficiency. Motor oil fills in
the hills and valleys and greatly improves the seal. Because the oil
film is only about 0.025 mm thick, it cannot compensate for excessive
wear of the rings, ring grooves, or cylinder walls. In a new or rebuilt
engine, oil consumption will be relatively high until these surfaces
have been smoothed out enough to allow the oil to form a good seal.
 #9. ENGINE OIL MUST BE NON-FOAMING
• Because of the rapidly moving parts in an engine, oil is
constantly being mixed with air. This produces foam, which
is a lot of air bubbles which may or may not readily
collapse. These air bubbles normally rise to the surface and
break, but water and other contaminants slow this process.
• Foam is not a good conductor of heat, and will impair the
cooling of the engine parts. Also, foam does not have the
ability to carry much of a load, which would result in
excessive engine wear.
• Foam depressant additives are used in the manufacture of
automotive lubricants, to reduce the amount of foaming.
LUBRICATING OIL CAN BE:
• Mineral oil
• Synthetic oil
• Vegetable oil

Lubricating oil (mineral oil) is made from two

parts
• BASE OIL -- To lubricate moving parts.
• ADDITIVES -- To protect the base oil from contamination.
The following diagram is a graphical representation of the process from
base stock to the finished product.
 ENGINE LUBRICANTS
The performance of engine lubricants is judged
on their ability to reduce friction, resist oxidation,
minimize deposit formation, and prevent
corrosion and wear. To meet these functional
requirements, engine lubricants must be
supplemented with additives, as follows:

• Antiwear additives • Viscosity modifiers

• Viscosity modifiers
• Pour point depressants
• Antifoam agents
• Friction modifiers
• Antioxidants
• Dispersants
• Detergents
• Antirust additives
• Bearing corrosion
inhibitors
OIL SUPPLY SYSTEM IN ENGINE
Engine Lubrication System

Splash lubrication

Pressure lubrication

Grease lubrication
FOUR CYCLE ENGINE CHARACTERISTICS
FOUR STROKE ENGINES LASTS LONGER THAN TWO STROKE ENGINES. The lack of
a dedicated lubrication system means that the parts of a two-stroke engine wear a lot
faster.

FOUR STROKE ENGINES DON’T BURN OIL IN COMBUSTION CHAMBER. Two-stroke

oil is expensive, and you need about 4 ounces of it per gallon of gas. You would burn
about a gallon of oil every 1,000 miles if you used a two-stroke engine in a car.

FOUR STROKE ENGINES ARE MORE FUEL EFFICIENT. Two-stroke engines do not
use fuel efficiently, so you would get fewer miles per gallon.

FOUR STROKE ENGINES ARE CLEANER. Two-stroke engines produce a lot of

pollution

INVERTED FLIGHTS MAY NOT BE EASY IN FOUR STROKE ENGINES. Two-stroke

engines can work in any orientation, which can be important in acrobatic flights. A
standard four-stroke engine may have problems with oil flow unless it is upright, and
solving this problem can add complexity to the engine.
 WHY IS OIL CHANGED?

The need to change oil is because the base oil gets

contaminated. Base oil does not break down. The
additives get depleted from picking up all the
contamination.
 WHY CHANGE THE ENGINE OIL?
• In any engine oil the detergent-dispersant, anti-wear,
oxidation, and rust and corrosion additives eventually
become depleted, and the oil loses much of its ability to
prevent deposits from accumulating on critical engine parts.
• Depletion of anti-wear additives may result in wear of
close-tolerance engine parts.
• Additionally, contaminants can alter the viscosity of the oil,
preventing proper lubrication: soot, dirt, sludge, and
oxidation products can make the oil too thick; conversely,
dilution with unburned fuel may make the oil too thin
 WHY OIL NEEDS TO BE CHANGED?
• Regardless of what type of oil you use (conventional, synthetic or synthetic blend), all
motor oils eventually wear out and have to be changed (actually, it's the additives that
wear out more so than the oil). As the miles add up, motor oil loses viscosity and gets
dirty. The oil no longer has the same viscosity range it had when it was new, and it
contains a lot of gunk (moisture and acids from combustion blowby, soot, dirt and
particles of metal from normal wear). You can't really tell much about the condition of the
oil by its appearance alone because most oil turns dark brown or black after a few
hundred miles of use.
• The oil filter will trap most of the solid contaminants, and the Positive Crankcase
Ventilation (PCV) system will siphon off most of the moisture and blowby vapors, if the
engine gets hot enough and runs long enough to boil the contaminants out of the oil.
Even so, after several thousand miles of driving many of the essential additives in the oil
that control viscosity, oxidation, wear and corrosion are badly depleted. At this point, the
oil begins to break down and provides much less lubrication and protection than when it
was new.
• If the oil is not changed, the oil may start to gel or form engine-damaging varnish and
sludge deposits. Eventually this can cause your engine to fail! Oil sludge can damage
engine bearings, piston rings, cylinder walls, valve guides and lifters.
WHY CHANGE THE ENGINE OIL?
• Piston rings are spring-loaded for a tight fit
against the cylinder walls.
• The compression rings prevent the escape of
combustion gases into the crankcase and
help maintain combustion chamber pressure.
• The oil-control ring restricts oil movement
from the crankcase past the piston.
• Hard, baked-on deposits formed from
contaminants in the oil may cause the rings to
stick and lose their sealing ability, resulting in
rapid oil deterioration and increased oil
consumption.
• Deposit formation on piston rings can be
minimized with regular oil changes.
 OIL DRAIN INTERVALS IN PASSENGER CARS
• Engine manufacturer recommendations are the
best guide to proper oil drain intervals.
• Most engine manufacturers recommend shorter-
than-normal oil drain intervals for engines in severe
service.
• For passenger cars, severe service is defined as
operation under one or more of the following
conditions:
• Towing a trailer—pulling a trailer forces the engine to work harder
and run hotter, thus accelerating oil oxidation and thickening and
the formation of high-temperature deposits. [Change interval:
5000km]
• Short trips in cold weather—trips of less than 10 miles,
particularly in cold weather, do not allow the engine to warm up to
proper temperatures for efficient performance. Cold-engine
operation requires a rich air-fuel mixture, which leads to the
formation of excessive combustion byproducts that promote sludge
buildup in the oil. Cold-engine operation also results in dilution of
the oil with water that condenses in the engine; this occurs because
oil temperatures are too low for these materials to be vaporized and
purged from the crankcase. The presence of water in the oil can
lead to engine rust. [Change interval: 5000km]
• Extended idling and stop-and-go driving—usually
associated with heavy traffic, these conditions require
richer air-fuel mixtures than would be needed at
sustained higher speeds. This accelerates the
production of combustion byproducts that form sludge
and other deposits. [Change interval: 5000km]
• Driving in dusty areas—excessive dust in the air
can rapidly clog air and oil filters, causing poor fuel
economy, which increases the amount of combustion
byproducts that contaminate the oil. [Change interval:
5000km]
• Turbocharged Engines—turbo-charging a passenger car gasoline
engine increases its nominal horsepower output and correspondingly
increases severity of operation. This promotes oxidation and deposit
formation. Even after the engine is turned off, heat in the
turbocharger bearings, which are normally cooled by a combination
of coolant and engine oil flow, "cooks" the oil, causing further
oxidation. Therefore, shorter drain intervals are generally
recommended for these engines. [Change interval: 5000km]

• Diesel Engines—recommended oil drain intervals are generally

shorter for diesel engines than for passenger car gasoline engines.
The diesel combustion process results in the formation of large
quantities of soot (carbon particles), which contaminates the oil and
diminishes its anti-wear properties. If soot levels are allowed to build
up, severe wear can occur. [Change interval: 5000km]
 CHANGING THE OIL FILTER
• The oil filter should be changed in accordance with
engine manufacturer recommendations.
• In gasoline passenger cars, this is normally at every
other oil change or, in severe service, at every
change.
• In diesel passenger cars, the oil filter should be
changed with every oil change to help eliminate the
soot buildup that is inherent in diesel engine
operation.
Change the oil only when the engine
is warm
 KEEPING THE PCV VALVE CLEAN
• Many cars are equipped with a PCV (positive crankcase
ventilation) system, which re-circulates blow-by gases from the
crankcase back to the intake system for combustion. A clogged
PCV system or stuck PCV valve can increase contaminant
buildup in the oil, thereby accelerating oil deterioration.
• These problems can largely be avoided by periodically
inspecting and cleaning the PCV system and replacing the PCV
valve. If the car is used extensively for short trips with frequent
idling, the PCV system may require more frequent servicing.
High quality engine oils can reduce deposit formation in the
system and extend cleaning intervals.
A TYPICAL CLOSED PCV SYSTEM ON A V-TYPE ENGINE
 CHECKING THE OIL LEVEL

The crankcase oil level should be

checked regularly. This should be
done even with a car that consumes
very little oil, since a sudden leak in a
gasket, oil line, filter, or seal could
result in rapid oil loss. If the engine is
warm, first allow the oil to drain back
into the oil pan. If the engine is cold,
check the oil before starting the
engine.
Always maintain the crankcase oil
level between the "Add" and "Full"
marks on the dipstick.
 • If the level of lubricant in the sump is too high
HIGH-LOW LEVEL OF
or too low, excessive heat will be generated
LUBRICANTS accelerating the degradation of the oil and
shortening the life of the bearing (Figure).
• When the level of oil is too high, churning
occurs, which is similar to the result of using
an eggbeater when air is whipped into the oil.
This, along with the induced heat, increases
the oxidation rate, shortening the effective life
of the oil.
• When the oil level is too low, contact is
insufficient to lubricate (provide oil film) the
bearing or gear, and to act as a heat sink to
carry away the normal levels of heat
generated by the bearing.
 HOW A FUEL-ECONOMY OIL WORKS
A fuel-economy oil works by reducing the friction
between moving engine parts that wastefully
consumes fuel energy. There are two means of
accomplishing this goal:
• reducing the viscosity of the oil to decrease fluid
friction and
• using friction-reducing additives (friction modifiers)
in the oil.
 PROBLEMS ASSOCIATED WITH LUBRICANTS

• Most problems associated with engine lubricants

are related to lubricant decomposition and the entry
of combustion byproducts into the crankcase.
• The major causes of engine malfunction due to
lubricant quality are deposit formation,
contamination, oil thickening, oil consumption, ring
sticking, corrosion, and wear.
 DEPOSIT FORMATION
The two main sources of lubricant contamination are
blow-by from the combustion chamber, and gases and
volatiles from the crankcase that are vented into the
intake manifold as an antipollution measure. The
various gases interact with one another and the
lubricant to form soot, carbon, lacquer, varnish, and
sludge.
 SOOT
Soot particles are hydrocarbon fragments partially
stripped of hydrogen atoms. They also contain an
appreciable amount of oxygen and sulfur. Soot
particles are strongly attracted to one another and to
polar compounds in the oil. Soot tends to form
aggregates, which have a soft and flaky texture, and is
commonly found in the combustion chamber.
 CARBON DEPOSITS
Carbon deposits are hard and result from the
carbonization of the liquid lubricating oil and fuel on
hot surfaces. These deposits have a lower carbon
content than soot and usually contain oily material and
ash. They are commonly found on the piston top lands
and crowns, in piston ring grooves, and on valve
stems.
 LACQUER AND VARNISH
• Lacquer and varnish form when oxygenated products in
the lubricant are exposed to high temperatures. Lacquer is
often derived from the lubricant and is generally water
soluble. It is commonly found on pistons and cylinder walls
and in the combustion chamber.
• Varnish, on the other hand, is fuel related and is acetone
soluble. It is commonly found on valve lifters, piston rings,
and positive crankcase ventilation valves.
 SLUDGE
Sludge is caused by lubricant oxidation, oxidation and
combustion products in the blow-by gas, and the
accumulation of combustion water and dirt. It can vary in
consistency from that of mayonnaise to a baked deposit. Low-
temperature sludge, most prevalent in gasoline engines, is
watery in appearance and forms below 95°C. High-
temperature sludge is more common in diesel engines and
forms above 120°C.
 OIL THICKENING
Oil thickening can result from lubricant oxidation, the
accumulation of insolubles, and soot. Viscosity
increases due to:

– Polymerization of oxygenated products

– Suspension of fuel-derived insolubles in the bulk
lubricant
 RING STICKING
The major cause of ring sticking is the formation of
deposits in the piston grooves, resulting in the loss of
an oil seal. This not only increases the potential for
blow-by gases in the crankcase but also leads to poor
heat transfer from the piston to the cylinder wall.
Resultant thermal expansion of the pistons can lead to
loss of compression and engine seizure.
 CORROSION AND WEAR
Diesel fuel with high sulfur content causes piston ring
and cylinder wear. Corrosive wear is more commonly
associated with combustion and oxidation products; it
results from the attack of sulfur acids or organic acids
on iron surfaces. This kind of wear is controlled by
using lubricants with a base reserve.
 OIL CONSUMPTION
• Oil consumption is related mainly to the lubricant that travels past
piston rings and valves, and burns in the combustion chamber. The
extent of lubricant consumption depends on a number of equipment
and lubricant related factors, including viscosity, volatility and seal-
swell characteristics.
• A certain minimum amount of oil is required to properly lubricate the
cylinder walls and pistons. High oil consumption, however, indicates
a problem such as cylinder wear, bore polishing, stuck piston rings or
out of square grooves. These conditions increase the amount of
blow-by gases entering the crankcase.
• Lubricant volatility is another important factor responsible for oil
consumption. Lighter base oils can leak past the piston rings more
readily and be burned.
 EXCESSIVE OIL CONSUMPTION
• New engine (before 20,000 km)
• Piston rings are sticking
• Cylinder walls are worn
• The valve guides are leaking
• Engine oil becomes too hot
• Too thin oil is used
• The various gaskets or seals are damaged

An oil consumption of 1 liter per 1000 km or 100 liters

of fuel can be regarded as normal.
 EXAMPLE PARTICLE COUNT

Count Larger than size per ml

Size (microns)
ISO 4406:87
R2/R5/R15 ISO "OLD"
1 1752
Standard
R4/R6/R14 ISO "New" 2 1396
Standard
"New Standard Is More 5 517
Severe When It Comes to
Cleanliness" 10 144

15 55

20 25

Comparison Of Clean And Dirty

Oil From An ISO Reading: 50 1.3

• Clean: 14/12/10
• Dirty: 21/17/14 75 0.27

100 0.08
 DISPERSANCY IS CRUCIAL FOR ENGINE OILS
• Coolant contamination, overextended oil drain, water
contamination, high blowby, long idling, high elevation, and
exhaust gas recirculation can all cause loss of dispersancy
in motor oils. This loss can cause engine deposits, sludge,
impaired lubrication and oil flow.

• Clean Oil = Reliable Machinery = Less Downtime = Lower

Production Costs = Better Bottom Line.
 QUOTES OF THE MONTH ARCHIVE
"The biggest factor [when adding to or changing oil] is
dirt being put in with new oil. If you don't wipe off the
filler spout or you allow the lid to stand open, you run
the risk of contaminating the oil or fluid right there and
then. Just because you've poured in new oil doesn't
mean you're home scot-free. You need to be careful
about grit and dust during transfer."
 VISCOSITY
• Viscosity is the property of a fluid that causes it to resist
flow, which mechanically is the ratio of shear stress to
shear rate
• The viscosity of oils is dependent upon temperature,
pressure, and shear rate. Viscosity decreases as
temperature increases because the molecules vibrate more
and interact less.
• Conversely, the viscosity of oil increases as temperature
decreases and can become grease-like at very low
temperatures.
 SAE GRADING OF ENGINE OIL

Synthetic oil SAE 15W-50

Viscosity grading

SAE 15W-50

SAE 50

SAE 5W-20

Fully-synthetic oil 5W-20

-50 0 50 100 150 200

Engine oil temperature ranges, ºC
 MULTI-GRADE OILS CAN OFFER SIGNIFICANT ADVANTAGES
OVER SINGLE-GRADE OILS.
• Multi-Grades in Heavy-Duty Engines—Multi-grade oils also provide important benefits
in heavy-duty diesel engines in over-the-road trucks and buses. Most manufacturers of
these engines approve the use of multi-grade oils. This is because multi-grade oils offer
significant advantages in improved oil consumption and fuel economy, faster cold-
starting and reduced bearing wear.
• Improved Oil Consumption—A multi-grade oil can provide lower oil consumption than
a single-grade oil in heavy-duty diesel engines. This is because the higher viscosity of a
multi-grade at the high ring-zone temperatures in diesel engines reduces the tendency
of the oil to leak past the piston rings and into the combustion chamber, where it would
be burned. Figure 1 depicts the slower decrease in viscosity with temperature for a
multi-grade oil compared with a single grade.
• Fuel Economy—A multi-grade oil offers fuel economy benefits due to its superior low-
temperature fluidity, which reduces energy-robbing fluid friction. For example, while an
SAE 10W-30 multi-grade oil and an SAE 30 single-grade oil both act like an SAE 30
grade at high temperatures, the multi-grade also exhibits the fluidity of an SAE 10W oil
at low temperatures. Additional fuel economy benefits derive from a multi-grade oil’s
superior ability to reduce oil shear friction losses over a broad temperature range, due to
the presence of the VI improver.
ENGINE OIL
VISCOSITY CHANGE
WITH
TEMPERATURE
 MULTI-GRADE OILS CAN OFFER SIGNIFICANT
ADVANTAGES OVER SINGLE-GRADE OILS.
• Easier Cold Starting—A multi-grade oil can provide easier cold
starting than a single-grade oil because the multi-grade is thinner at
cold temperatures and flows more quickly to engine parts. For
example, it has been demonstrated in cold room tests that an SAE
15W-40 oil can lower the minimum starting temperature of an engine
by as much as 3-4°C (5-7°F), compared with an SAE 30 grade oil.
• Reduced Bearing Wear—In many cases, a multi-grade oil may
reduce bearing wear. This was demonstrated in a field test using
trucks equipped with Cummins diesel engines. The test extended
over summer and winter operations. After 100,000 miles, the lower
connecting rod bearings had 80% less wear with an SAE 10W-30 oil
versus a straight SAE 30-grade, and 50% less wear after 200,000
miles.
 VISCOSITY INDEX (VI)
• VI is a commonly used expression of an oil's change of
viscosity with temperature. VI is based on two hypothetical
oils with arbitrarily assigned VI's of 0 and 100.
• The higher the viscosity index the smaller the relative
change in viscosity with temperature. Most industrial
mineral lubricating oils have a VI between 55 and 100, but
VI varies from 0 to "high VI" oils with VI up to 175.
• Viscosity-Temperature-VI relationship is shown in the
following table:
HIGH VISCOSITY INDEX
PAOs (polyalphaolephins ) have inherently
high viscosity indexes (VI) while
maintaining excellent low-temperature
performance. Both properties are critical in
protecting engines at temperature
extremes. Low temperatures can rob a
lubricant of its ability to reach critical parts,
while high temperatures can thin and break
down an oil, crippling its lubricating ability.

However, two different lubricants with the

same viscosity index may perform
dramatically differently at low
temperatures. Other factors shown on the
chart below need to be considered.
ENGINE OIL
VISCOSITY CHANGE
WITH
TEMPERATURE
 VISCOSITY-TEMPERATURE-VI RELATIONSHIP

Industrial Viscosity, Viscosity, Viscosity Viscosity-

oil cSt cSt index Temperature
ISOVG32 40oC 100oC coefficient

Machine 30.4 4.8 58 0.842

Oil
Turbine Oil 32.0 5.4 102 0.831

Hydraulic 30.4 6.1 154 0.799

Oil

A less arbitrary indication of the change in viscosity with temperature is the

viscosity temperature coefficient.
API ENGINE OIL SERVICE CATEGORY CHART FOR GASOLINE ENGINES

Category Status Service GOA Product

Introduced as a API Service Symbol in
EDO (Extended Duty Oil)
SJ Current 1996. For all automotive engines
Gasoline Engine Oil
presently in use.
For all model year 1996 and older
EDO (Extended Duty Oil)
SH Obsolete engines. Valid when preceded by
Gasoline Engine Oil
certain C categories.
EDO (Extended Duty Oil)
SG Obsolete For 1993 and older engines.
Gasoline Engine Oil
EDO (Extended Duty Oil)
SF Obsolete For 1988 and older engines.
Gasoline Engine Oil
EDO (Extended Duty Oil)
SE Obsolete For 1979 and older engines.
Gasoline Engine Oil
EDO (Extended Duty Oil)
SD Obsolete For 1971 and older engines.
Gasoline Engine Oil
EDO (Extended Duty Oil)
SC Obsolete For 1967 and older engines.
Gasoline Engine Oil
For older engines. Use only when
SB Obsolete specifically recommended by Non-Detergent Motor Oil
manufacturer.
For older engines; no performance
SA Obsolete requirement. use only when specifically Non-Detergent Motor Oil
recommended by the manufacturer.
API ENGINE OIL COMMERCIAL CATEGORY CHART FOR DIESEL ENGINE
Category Status Service GOA Product
Introduced December 1, 1988. For high-speed, four-stroke engines
designed to meet 1998 exhaust emission standards. CH-4 oils are
CH-4 Current specifically compounded for use with diesel fuels ranging in sulfur content
Super D Diesel Engine Oil
up to 0.5% weight. Can be used in place of CD, CE, CF-4, and CG-4 oils.

Introduced in 1995. For high-speed, four-stroke using diesel fuels with

CG-4 Current less than 0.5% weight sulfur . Can be used in place of CD, CE, CF-4 oils.
Super D Diesel Engine Oil

Introduced in 1990. For high-speed, four-stroke, naturally aspirated and

CF-4 Current turbocharged engines. Can be used in place of CE oils.
Super D Diesel Engine Oil

Introduced in 1994. For severe duty, two-stroke-cycle engines. Can be

CF-2 Current used in place of CD-II oils.
Super D Diesel Engine Oil

Introduced in 1994. For off-road, indirect-injected and other diesel

CF Current engines including those using fuel with over 0.5% weight sulfur. Can be Super D Diesel Engine Oil
used in place of CD oils.

Introduced in 1987. For high-speed, four-stroke, naturally aspirated and

CE Obsolete turbocharged engines. Can be used in place of CC and CD oils.
Super D Diesel Engine Oil

CD-II Obsolete Introduced in 1987. for two-stroke engines. Super D Diesel Engine Oil

Introduced in 1955. For certain naturally aspirated and turbocharged

CD Obsolete engines.
Super D Diesel Engine Oil

CC Obsolete For engines introduced in 1961. Super D Diesel Engine Oil

CB Obsolete For moderate duty engines from 1949 to 1960. Non-Detergent Motor Oil

CA Obsolete For light duty engines (1940's and 1950's) Non-Detergent Motor Oil
Particle-induced
wear is greatest
when the
particle sizes
are in the same
range as the oil
film thickness
(Figure 2).
 CONSEQUENCES OF FAILURE
• Penalty if a Failure Occurs: Downtime, repair cost,
business interruption and other costs.
• Equipment Age: For most equipment, chances of failure
are greatest during break in and after major overhauls. The
risk also increases as a piece of equipment approaches the
end of its expected life. A good practice is to increase oil
sampling during these periods.
• Fluid Environment Severity: Operation conditions
influence the frequency and rate of machine failure. These
include loads, temperatures, speed, pressures, and
contaminant rate.
 STORAGE OF LUBRICANTS
• Lubricants should be stored in shade and not in
vertical position.
• It should be avoided with water contact or moisture
contact.
• The container should be well cleaned before use in
order to avoid dirt contaminations.
 HANDLING OF ENGINE OIL
• Engine oils have very low toxicity. Nevertheless, careless handling of
engine oil can be detrimental to health. Prolonged or repeated
contact with petroleum lubricants can plug sweat glands and hair
follicles and remove fats and oils from the skin. This could cause skin
irritation and dermatitis.
• Special care should be taken when handling used engine oil because
it contains contaminants that have been shown in laboratory tests to
cause skin cancer in mice. The mice developed skin cancer following
continuous exposure to used engine oil over the lifetime of the mice,
with no attempt made to remove the oil.
• The tests also showed that the same type of exposure to fresh,
unused engine oil did not cause skin cancer.
 EMPTY CONTAINERS!
• WARNING: "Empty" containers retain residue (liquid and/
or vapor) and can be dangerous.
• Do not pressurize, cut, weld, braze, drill, grind or expose
such containers to heat, flame, sparks or other sources of
ignition; they may explode and cause injury or death.
• Do not attempt to clean since residue is difficult to remove
and even a trace of remaining material constitutes an
explosive hazard.
• "Empty" drums should be completely drained, properly
bunged and promptly returned to a drum reconditioner.
 CONCLUSIONS
• Use the recommended grade of oil to your engine
• Carry out the lubricating system service in time
– Check the oil level
– Change the oil and oil filter
– Service the oil-pressure relief valve
– Service the oil pump and oil-pressure indictors
• Minimize the engine oil consumption
– Avoid engine high speed
– Minimize engine wear
• Avoid sludge formation as far as possible
– Use vehicle for long distance drive
– For short distance drive (<20km) either keep engine running for
longer period or use alternative means of transport