Lessons from the Oil

Analysis of used engine, transmission, and hydraulic oils can yield invaluable diagnostic data to help predict and avoid mechanical failures.

Text and photographs staple of any good yard’s mainte- and analysis. It’s unlikely they would A nance schedule for each boat make such an investment unless it by Steve D’Antonio in its care is to change the oil and offered a tangible return. fi lters based on use or regular seasonal The diagnostic information that fl uid service. As a result, boat owners analysis can provide includes abnor- already spend hundreds if not thou- malities such as excessive bearing sands of dollars on engine and wear, failed or clogged air fi lters, fuel- hydraulic oil and fi lter changes every injection system malfunctions, fuel year. But most of that used oil is dilution, increased lubricant acidity, unceremoniously disposed of along incorrect oil weight, glycol/coolant with a wealth of information that contamination, diminished corrosion could be extracted from it at modest resistance, leaking heat exchangers, expense by participation in an oil- analysis program. Commonly referred to as predictive and condition-based maintenance, studying fl uid drained from engines, generators, transmissions, hydraulic stabilizers, thrusters, and steering and cooling systems can frequently help identify problems in mechanical com- Above—This magnetic drain plug and ponents. Modifying maintenance pro- the slurry of metal and oil it has tocols based on the results of oil A after a catastrophic captured clearly signal the demise of tests can prevent catastrophic failures. meltdown; the aluminum at the top a transmission. Predictive maintenance Commercial industries from manufac- of the , once molten, is now informed by a comprehensive oil analysis turing and mining to oil drilling and solidi ed. Regular oil analysis would program could alert owners and service transportation, as well as military likely have revealed, among other crews to problems long before they and research institutions, spend millions things, elevated levels of aluminum reach this critical stage. of dollars annually on oil sampling and iron that preceded the failure.

62 PROFESSIONAL BOATBUILDER and failed head . In short, the analyst with less-valuable information, or lubricity, impairing its perfor- information gleaned from regular and makes determining the cause of a mance as a lubricant. By applying analysis of engine, generator, and problem more challenging and less elemental and spectroscopic analysis, transmission gear oil, as well as certain. That said, a single sample a laboratory can determine how much hydraulic and cooling system fluids, is and the report it generates are still of any particular contaminant is in a easily obtained and too valuable to valuable. This is particularly true of lubricant sample. An inductively cou- forgo. pre-purchase surveys and trouble- pled plasma (ICP) test can isolate and shooting in instances when no analysis identify 24 metals likely to be found Oil-Analysis Basics has been carried out over the life of in engine, transmission, or hydraulic Tribology is the science of interact- the vessel. oil. The presence of some of these ing surfaces in relative motion, includ- For the owner, captain, or service metals even in a single test can indi- ing the study of lubrication, friction, yard responsible for the long-term cate excessive wear and impending and wear. Tribological wear occurs as care of a modern boat, establishing a failures (see chart on page 69). High a result of relative motion, which is regular oil-analysis program allows levels of aluminum, for instance, precisely what takes place within the the application of CBM rather than a could be from scuffing or internally lubricated portions of all scheduled maintenance program. This broken thrust washers, while high marine internal-combustion engines, approach is beneficial for virtually any copper content may indicate exces- generators, transmissions, and hydrau- engine, gear, or hydraulic system; and sive valve-guide or shell-bearing lic systems, including stabilizers, if an engine or hydraulic system uti- wear, or slipping clutches. thrusters, windlasses, cranes, steering lizes bypass filtration, which allows it Other metal and mineral contami- units, and transmissions. to operate under an extended oil nants are introduced from outside the Oil analysis has been around about change regimen, then oil analysis lubricated system. These typically half as long as mass-produced internal- becomes mandatory. (Bypass filtration include silicon dioxide and aluminum combustion engines. In the United systems, with filters as fine as 1 oxide (otherwise known as dust or States, credit for adopting this diagnos- micron, are added to engines to treat dirt), which can enter through dam- tic and maintenance tool goes to rail- a small portion, typically about 10%, aged air filters or breathers; roads in the early 1940s. On the of the lube oil for each full circuit the sodium, which may be either a lubri- strength of its usefulness in maintaining oil makes through the standard full- cant additive or a sign of seawater locomotives, oil analysis was embraced flow filter.) It must be specifically intrusion; and potassium, which is by the U.S. Navy in the 1950s to moni- tailored to detect the contaminants tor and prevent failures in then-new jet and potential failings peculiar to airplane engines exposed to the harsh extended oil drain intervals. More on conditions on aircraft carriers. Rolls this below. Royce, the British manu- The goal of establishing an oil- facturer, also adopted oil analysis as a analysis program is to be predictive, maintenance protocol at about the preventive, and proactive in ways that same time. simple scheduled-based maintenance Programs like these spawned a pro- doesn’t allow. However, this more cess known as condition-based main- technically sophisticated maintenance tenance (CBM), which augmented or protocol requires vigilance, commit- replaced rigidly scheduled mainte- ment, and a specialized understanding nance by providing service and to read the early warnings in regular repairs when analysis indicated they oil-testing data. were needed, rather than on an hourly or calendar-based system. Wear Metals, Additives, While a single sample may reveal and Contaminants some impending catastrophic fault— Contamination of engine, transmis- high levels of glycol, for instance, sion, or hydraulic oil with small often indicate a leaking head particles of metal, dust, soot, or or cracked head or block—more liquids alters the oil’s viscosity often, taking multiple samples over time reveals a gradual trend toward a problem looming far off in the future and allows plenty of opportunity for corrective action. Such trends are Top right—Aluminum from this most effectively identified by compar- severely scuffed piston was ing a used-oil sample with an unused deposited on the cylinder wall sample of the same brand, grade, and (right). Long before the weight of oil and with results from catastrophic failure required a previous used samples from the sub- complete engine rebuild, an oil ject mechanical system. A solitary analysis report could have sample, while undeniably advanta- identi ed the problem in time geous in its own right, supplies the to take corrective measures.

JUNE/JULY 2013 63 The tan deposit on this symptoms of oxidation and nitration, valve is the result of two chemical changes detrimental to coolant leaking into the oil quality. Both these molecular-level cylinder. Oil analysis deteriorations are caused by age and alerted the user to operating conditions. the presence of glycol Oxidation is accelerated by exces- before symptoms sive engine heat (if an engine over- more serious than heats, its oil and coolant should be some coolant loss changed as soon as possible). manifested. Oxidation can increase oil viscosity and impair the performance of oil additives intended to maintain an acid- neutralizing reserve. A drop in the either a coolant additive (indicat- are fouled or not properly matched to total base number (TBN) indicates ing a coolant leak into the oil) or an their engines; restricted air filters; increased acidity and that the oil is airborne contaminant. excessive back-pressure, a common “worn out.” The oxidation rate of oil Multi-source metals include molyb- result of improperly designed exhaust doubles with every 18°F (10.8°C) denum, antimony, manganese, lith- systems; and worn piston rings, which increase in temperature. Typical ideal ium, and boron, some of which are facilitate the entry of soot into the engine-oil temperatures range from additives found in lube oil and crankcase. 180°F to 220°F (82°C to 104°C). hydraulic fluid, while others are Similarly, diesel fuel in the lube oil Nitration is an indication of exces- coolant inhibitors or alloying agents can wreak havoc by reducing oil vis- sive blowby, which is typically caused with other metals. Metals that are cosity. Its presence in a sample sug- by worn piston rings, cylinder walls, commonly added to lube oil to gests a malfunctioning injector or or both. It’s also an indication of the enhance or fortify its properties injectors; a leaking presence of nitric acid, which pro- include magnesium, a detergent/ shaft seal; a leaking low-pressure lift motes oxidation. Increased nitration dispersant; calcium, also a detergent; pump; excessive cool running, which elevates the oil’s total acid number barium, typically an additive found in turn is caused by chronic under- (TAN) too, while the TBN will conse- in synthetic lubes; and phosphorus loading; or a high-pressure fuel-line quently drop. Tellingly, a disparity and zinc, antiwear additives in zinc leak on engines whose injectors are between nitration and oxidation levels dialkyldithiophosphate (ZDDP). located beneath the valve cover. often indicates a problem with the air- ICP is capable of measuring all Water contamination in a sample is to-fuel ratio caused by faults in the these metals in parts per million likely from condensation, often caused fuel-delivery system, , or (ppm), provided the particles are by excessive idling or cool running; . smaller than 8 to 10 microns (a grain a restricted crankcase-ventilation sys- of salt is about 60 microns). Other tem; overly high bilgewater; or deck Sludge and Varnish methods I’ll discuss later are available leaks. Glycol from engine coolant is Some not-so-subtle symptoms of oil to quantify and qualify larger metal often an indication of a failed head contamination are the presence of the particles. gasket, a leaking turbocharger gasket, residues sludge and its older variant, While wear and multi-source metals or cracked head or block. In high varnish. Sometimes called gum, resid, may cause a lubricant to become enough concentrations, water and/or lacquer, or tar, this phenomenon is somewhat abrasive, dust or dirt mixed glycol mixed with oil will create a caused by the slow accumulation of with oil can form a grinding com- thick, cream-colored, milkshake-like solid particles and moisture contami- pound of sorts that will slowly abrade mixture that is not easily removed from nants in the oil and can damage bearings and other polished surfaces. the engine. Oil analysis pays divi- internal-combustion engines and Laboratories rely on a process known dends in the early stages of contam- hydraulic systems. By-products of oxi- as Fourier transform infrared spectros- ination when it’s not visible to the dation include acids, ketones, and copy (FTIR) to measure, as a percent- naked eye. Once this occurs, the oil aldehydes, which eventually form age of volume, contaminants such and filter must be changed multiple polymers and other dense com- as soot, oxidation, and nitration by- times in short succession to flush out pounds that may reach a high enough products, glycol, fuel, and water. the congealed contamination. In concentration within the oil to cause Identifying the presence and quantity extreme cases, the of these substances in used oil can engine may require tell a knowledgeable technician a lot disassembly to remove about the system the sample was the contamination. taken from. Take soot for instance. All The same FTIR test- diesel engines produce it, but soot is ing technique can detect abrasive, and if enough accumulates, it can cause oil to thicken, which starves bearings and other surfaces The amber coloration on of lubrication. Possible causes of this ’s rough increased soot include over-fueling, surfaces is evidence of which frequently occurs when props varnish accumulation.

64 PROFESSIONAL BOATBUILDER Left—Buildup of thick sludge like this can contribute to a host of mechanical problems, from clogged crankcase ventilation systems to bearing failures. Right—While not as scienti c as lab testing, dissecting oil lters on the workbench can reveal signi cant accumulation of wear metals as well as sludge and varnish. sludge and varnish formation. (minimum of 50 hours run time) at surfaces as well. Therefore, running Varnish, the older hardened vari- the fill cap, preferably when it’s an engine in a chronically under- ant, is a tough, adherent oxide that warm. Does it have a pungent, burnt, loaded and thus “cool” oil state— can be caused by several conditions: or sulfurous smell, often indicative of an all-too-common scenario for high localized temperatures such as intense heat? A few hours after an oil many sailing and displacement those found around ; change, compare it to a sample of power vessels—creates an environ- localized cylinder overheating caused warm but lightly used oil. ment conducive to sludge formation by cooling system deposits and block- Perform a blotter test by placing a and accumulation. ages; exposure to certain metals such few drops of oil on blotter paper as iron and copper; oxidation; and air (available from lab suppliers) or on Lab Analysis entrainment. high-cotton-content (25% or greater) Knowing how much different infor- Sludge, a softer grease-like variant, stationary. Let the sample soak for a mation can be hidden away in engine often forms first. It tends to remain few hours. If the drop has formed and hydraulic oil, let’s consider next suspended in oil, floating around the a well-defined, darker center with a just what tests you should ask the lab engine and accumulating in low lighter outer periphery, then the oil to run. areas such as oil pans and horizontal may contain excess carbon or oxide Viscosity Testing. Viscosity has cylinder-block-reinforcement web- insolubles, otherwise known as been described as oil’s most impor- bing. As more particles accumulate sludge and varnish. tant physical characteristic. At the within the oil, its viscosity often If you suspect that an engine or most basic level, any change in increases until it can no longer sup- hydraulic system is plagued by var- viscosity is cause for concern. port the volume of suspended solids, nish or sludge, a lab can confirm this. Depending upon the application, at which point the oil is said to FTIR and an ultracentrifuge, which viscosity should be tested for at “throw sludge” thick enough to block separates the varnish and sludge from either 40°C or 100°C (104°F or oil passages. Varnish also may inhibit oil the oil under 35,000 g’s, can provide 212°F). Typically, internal-combustion flow, but because it’s harder it can act some definitive diagnosis of the engines have their oil’s viscosity as an abrasive when drawn into bear- problem. If an engine is suffering checked at 100°C, which closely ings and bushings, and can ruin the from sludge or varnish formation, approximates normal operating control, check, and spool valves in test results may reveal the immedi- conditions. Lighter-weight fluids, such hydraulic systems. ate cause or suggest that you may as those in hydraulic systems, are usu- Several tests for sludge and varnish have to review an owner’s or crew’s ally tested at 40°C. can be performed without the services operating habits. Machinery that exhibits a tendency of a lab. Start with a visual test. Does In addition to accumulating on to increase or decrease its oil’s the area under the valve cover or the horizontal surfaces, underside of the oil fill cap look suspended sludge and brown and sludgy? With the excep- would-be varnish particles tion of a thin film of oil, there should are often attracted to cool be nothing that can be wiped or scraped off. Likewise, periodic exami- nation of the inside of used oil filters Provide a sample of new oil should reveal dirty oil but no brown, (left) of the same brand and resinous deposits. (Cut open filters on type as the used oil (right) a lathe to minimize the likelihood that submitted for laboratory excess metal shavings from a saw testing. This benchmark will be introduced into the sample.) allows technicians to draw Next, use your nose to test “old” oil meaningful comparisons.

JUNE/JULY 2013 65 Water contamination from common process in engines equipped a faulty with bypass filtration systems, which sent this engine to an enable extended oil-change intervals. early grave. Traces of Labs nearly always request so-called water and/or sodium in make-up oil quantities with the oil the crankcase oil of an samples sent for testing; thus a record engine with a closed cool- must be kept of all additions. ing system are frequently Uncorrected high acid content can caused by exhaust-system corrode and pit bearings and polished defects. surfaces such as lobes, lifters, and bearing journals. Your oil analysis report should indicate TAN and TBN viscosity is often suffering from con- results in sulfuric acid. Nitric acid, a readings. Ideally, the TBN of a new taminants such as soot, sludge, or fuel by-product of nitrogen oxides pro- sample of the same brand, grade, dilution—problems that will usually duced in diesel combustion, can also and weight of oil will be shown for show up in the elemental analysis. raise lube oil’s acid level. The total comparative purposes. If the report Because increased wear can occur acid number (TAN) is a measure of indicates excessive acidity, your oil- rapidly if viscosity is off-spec, it is accumulated acid, while the total base change interval may need to be short- important that these results be acted number (TBN) is a measure of the ened, or some other problem may upon immediately. strength of additives in crankcase oils be present. Acid Testing. Acid formation is designed to neutralize accumulated Ferrography. As the name sug- common in internal-combustion acid. As acid is produced, the oil’s gests, this test process is a measure of engine lubricants, particularly those in base stock additive is consumed, so ferrous metal content, although other diesel engines. That’s because the sul- when the TBN and TAN approach the metals and materials are captured fur in diesel fuel eventually makes its same figure, it’s time for an oil in the process. The primary types of way into the lubricating oil, where, change. ferrography are analytical (AF), and when mixed with the water from It’s also possible to “sweeten” the direct read (DR). AF is a qualitative ordinary condensation in the pres- oil by adding a quantity of new oil to rather than quantitative analysis of ence of the combustion process, restore its TBN. This is a particularly wear metals. Using a strong magnetic

66 PROFESSIONAL BOATBUILDER field, ferrous particles are captured as small transmissions, which have a fiber, dirt, water, bacteria, etc. The and placed on slides for analysis high tolerance for large particles. test results are expressed in a two- or under a microscope to determine Particle Counting. Any particles three-digit system (using ISO Standard whether they are metallic; their alloy that make their way into lubricating 4406) that measures and then codifies composition; heat treatment; size; and hydraulic oils typically break particles of 5 and 15 microns (the color; shape; and, if possible, where down until they reach the working two-code count) or particles of 4, 6, they originated within the equipment. clearances of the machinery, where and 14 microns (the three-number The test analyzes a digital image of they are then capable of doing the count) per milliliter of lubricant. each particle, and is ideally suited to most damage. For instance, a single Particle counting has some limita- those larger than approximately 5 38-micron particle, which is slightly tions because it relies on fluid clarity. microns. Because the metal is visible, smaller than can be detected by the Opaque lubricants such as used its size and composition can be deter- naked eye, may break down into diesel-engine-oil must be heavily mined as well as the type of wear— hundreds of 5-micron particles, with a diluted for testing, which often makes rubbing, sliding, cutting, galling, spall- consequent eight-fold increase in the results suspect. Hydraulic systems, ing, etc.—it creates or is created by. potentially destructive surface area. on the other hand, benefit greatly Direct-read ferrography is a quanti- Additionally, smaller particles tend to from particle counting, as the type of tative analysis of ferrous particles in remain in suspension in the oil col- contamination it identifies often an oil sample, providing a ratio of umn for longer periods, attracting causes the greatest amount of wear. large particles (larger than 5 microns) more water and expending more of to small particles (smaller than 5 the oil’s additive package in neutraliz- Interpreting the Data microns). If the number of large parti- ing their oxidative effects. These dam- So you’ve got all these raw data cles is greater, then AF should be per- aging smaller particles are the target from test results, but how do you formed. But if the numbers in the of bypass filtration. make sense of them? A good test lab ratio are close, or the smaller particles An accurate particle count from an will tell you how much contamination are more numerous, then spectro- oil test can tell you how many of each or wear metal is a problem, and even graphic or ICP analysis should be particle size are present in whatever the sources of those contaminants. applied. DR is most useful in analyz- system you are testing. The test quan- If lab technicians are comparing your ing lubricants in unfiltered, geared (as tifies all particles, whether they are oil to a new sample of the same oil, opposed to hydraulic) systems such large or small, metallic, nonmetallic, as they should be if you supply a

When Visibility is Critical, Trust Speich Photo courtesy of Safehaven Marine.

Speich windshield wiper and washer systems are ruggedly built for reliable performance in the demanding marine environment. Now available exclusively in the U.S. through AER Marine Supply.

Speich designed and patented the rst Clear View screens in 1938.

AER Marine Supply Davie, Florida USA Toll Free: 1-888-423-2664 • www.aersupply.com

JUNE/JULY 2013 67 reference sample, and they know the other contaminants revealed by an free of common dust and exterior par- amount of time the lubricant has been analysis report are as important as the ticles may be contaminated with run in the engine, gear, or hydraulic quantities in which they appear. For material from deteriorating insulation system, then the rest is relatively instance, 10–30 ppm of copper per and shedding. But silicon is easy—meaning, it is critical that the 100 or more hours of lube time is nor- also found in coolant; so if it shows lubricant time is accurately conveyed mal, but more could indicate bearing up in a report without other wear to the lab. For instance, a report of wear or an oil cooler that is passivat- metals or perhaps with copper from a “50 ppm silicon” (50 parts per million ing, or “shedding,” copper into the oil heat exchanger core, it does not sug- of silicon or dust/dirt) may be consid- as a result of high acidity. Copper and gest an air- problem but rather ered just a “cautionary” level for a lead, on the other hand, almost a closed-cooling-system leak into the hydraulic system with 500 hours of always indicate bearing wear, because engine’s lube oil. In addition, silicon lubricant time, or it may raise a huge they are both found in and is sometimes employed as an anti- red “severe” flag for fluid with just 25 shell bearings. If gly- foaming agent in lube and gear oil, hours of lubricant time. Engine oil col (coolant) is also present in the test where, far from being harmful, it is with 100 hours of lube time and results, the combination could indi- actually desirable (foaming causes 10–30 ppm of silicon isn’t terribly cate lead solder and copper-core low oil pressure, excessive wear, and unusual; if the lube time were just 40 material emanating from a heat transmission slippage problems). hours, then there’s likely a problem. exchanger and head-gasket leak. Again, the better test labs will include Or if a copper reading of 10–30 ppm Likewise, silver and tin are bearing in their synopsis of the results some isn’t unusually high for 100 or more materials, but both may also be com- diagnostics based on the contaminant hours of lube time, it would raise ponents in engine- and oil-cooling combinations found in their analysis. concerns for just 25 hours. (Note that systems. new engines nearly always generate An increase in silicon (dirt), iron, Creating an high levels of bearing-wear metals, chrome, and aluminum is a classic Oil-Analysis Program copper, lead, tin, for the first few oil case of a failed air filter, which allows When picking your test lab, you analyses; these should settle down to dirt to enter the engine, where it have more than 200 to choose from “normal” levels within a few hundred grinds away the cylinder walls (iron), in the U.S. alone. While a bit daunt- hours.) rings (chrome), and (alumi- ing, the high number is beneficial, as The combinations of metals and num). Even tidy enginerooms kept in this instance competition has

No kid ever dressed up as an accountant for Halloween. What did YOU want to be?

Programs for high school Accredited graduates, adult Institution learners and veterans

Fulfill your childhood dreams with a career in the Marine Industry. Work on engines, become a boat builder or design tomorrow’s yachts.

Choose your program, choose your career. We’ll get you there. The Landing School ® Educating Future Leaders for the Marine Industry

* Accredited by the Accrediting Commission of Career Schools and Colleges (ACCSC)

207.985.7976, [email protected] www.landingschool.edu

68 PROFESSIONAL BOATBUILDER All too frequently, samples are sent to labs with less-than-complete data. Depending upon what’s missing, the report’s results are questionable at best. To see examples of full oil analysis reports, visit the magazine’s website, www.proboat.com.

can be useful for comparison, it also flags numbers that exceed established warning parameters and/or require action by the operator. When I review the report, my eye is immediately drawn to those marked or highlighted provided the consumer with better include a graphic representation of entries. service and higher quality products. the current and previous analyses it Once you’ve reviewed the report Factors to consider when choosing a has carried out? At the very least, for and the analyst’s written recommen- lab include the company’s familiarity trend analysis it should include the dations, it is important that you can with the marine industry as well as results, whether shown graphically or call the lab for consultation. If you likely turnaround time for test numerically, of at least the three most can’t rely on the lab for meaningful results—it should take a week or less recent analyses. interpretation of its analysis, unless to receive e-mailed results. Many labs Many labs provide a guide to read- you are a trained tribologist, its value will call or text you if the results ing their particular style of oil-analysis to you is limited. indicate urgent actions are required. reports. Ideally, the report should As with most services, you get what Before making a decision, review a include indicators that will catch your you pay for from oil-analysis labs. If you sample report, often available on the attention, such as “normal,” “alert,” or are going to recommend that your candidate’s website. Is it clear, read- “critical.” The lab I use not only customers analyze the oil from able, and understandable? Does it includes results from new lube, which engines, gears, hydraulic systems, and

Boats Are Built Without Standards

But We Don’t Recommend It

CERTIFICATION CLASSES GOING ON NOW! Boat Schools SIGN UP AT WWW.ABYCINC.ORG List Your Programs With Our New Online Service WoodenBoat is launching a new, free “Training with ABYC ensures increased pro tability listing program for boat schools. through better trained and more ef cient employees while also ensuring better safety and service.” Simply go to www.woodenboat.com/boatschools and follow the instructions in the FAQ. Cory Armstrong, Armstrong Marine Inc. 10-year member Readers are welcome to join the site at any time to search for programs of interest to them. It may take a Since 1954 few months for this service to be complete. WoodenBoat Publications Annapolis, MD • 410-990-4460 • [email protected] 41 WoodenBoat Lane, Brooklin, Maine 04616 Receive an education voucher for being one of the 207-359-4651 www.woodenboat.com rst 20 who call AND register

JUNE/JULY 2013 69 generators once or twice a year, or transmissions) will benefit from a ferrography), and DR ferrography. you intend to take advantage of the similar analysis frequency of every Basic hydraulic-system analysis program for your own equipment, 150 hours of use, or seasonally. includes ICP, water, viscosity (at why skimp by selecting a lab based Many labs offer “basic” and 40°C), TAN, and oxidation tests. solely on its low-bidder status? “advanced” analysis for engines as well While many labs consider particle Choose a lab as you would choose as gears and hydraulic equipment. The counting to be in the advanced a medical specialist, based on his differences are subtle but important. hydraulic test package, based on the or her abilities, reputation, and Basic engine-oil analysis typically value of the information it provides, service rather than on geographic includes ICP (checking for metal con- I’d consider it essential. convenience or cost. tent), viscosity (checked at 100°C), as well as fuel, soot, and water content. Sampling Test Frequency The advanced version of this test Be sure to follow the lab’s sampling How often should oil analysis be should provide the additional informa- procedures to the letter. Strong evi- carried out? The answer depends on tion you’d want if running this boat at dence supports the theory that many how the vessel and its equipment are extended drain intervals, and include anomalous oil-analysis results are operated. My preference is to test TBN (measuring the base neutralizing caused by poor sampling procedures. propulsion-engine, generator, and additive condition), oxidation, and Here are a few tips to avoid errone- gear oil with every oil change, which nitration. ous results: will typically be somewhere between Analysis of gear oil from geared, as 100 and 250 hours. If the boat is fitted opposed to hydraulic, transmissions, • Observe absolute cleanliness. Don’t with a bypass oil-filtration system as well as V drives, falls into similar open the sample bottle until you are enabling extended drain intervals of categories. Basic includes ICP, water, ready to add oil into it. Seal the bottle hundreds of hours, oil analyses viscosity (measured at 40°C), and immediately once the oil has been should be carried out with greater fre- TAN (measuring for acid buildup). added. quency. Consult your lab for its rec- The advanced version would also • Take samples when the equipment ommendations and discuss the type include oxidation, particle quantification is in its normal operating state, i.e., hot of testing this particular propulsion- (also know as PQ or ferrous density, and having just been run under load engine lube oil should undergo. which uses a magnetic field to create (this includes hydraulic systems). Hydraulic systems (including hydraulic an index that correlates with DR • Don’t draw samples from the top

DON’T TRUST A TARP...

TRUST PREMIUM SHRINK WRAP PROTECTION!

Ask us about our Pre-Season Shrink Wrap Specials today! GENERATION II The Gen II offers exclusive features that make it the premier shaft seal on the market with the culmination of more than a quarter century of experience in shaft seal design. Rated “Best” by PowerBoat Reports. Toll Free - (800) 968-5147 Email - [email protected] 1 800 940 7325 - www.dr-shrink.com www.LASDROP.com Web Made in USA

70 PROFESSIONAL BOATBUILDER specifically designed for count); and makeup oil (if 5 quarts of oil the purpose and perma- have been added during the lube nently plumbed to the oil’s lube time and the sump holds oil gallery. These valves only 4, the oil has essentially been allow oil to be drawn or changed, which will skew the results if bled while the engine is not taken into account). And when you running, ensuring a receive the report, avoid the temp- homogenous sample. tation to go directly to the results; They avoid the need for instead, ensure that all the data you vacuum pumps and provided have been transcribed tubing, thereby reduc- properly. ing the likelihood of In my experience, reports provided Taking good samples requires fastidious attention to detail sample contamination. by engine dealers’ labs are designed to avoid cross-contamination and cross-labeling. Many labs publish for professionals (although few deal- detailed “oil collection ers I’ve encountered can thoroughly instructions” and pro- analyze or explain report results), and or bottom of a sump or reservoir, vide inexpensive vacuum pumps to as a result are often less user-friendly. where contaminants may be concen- draw oil from a reservoir or sump. In Synopses, if provided, are less trated and thus produce results that will addition to sending an uncontami- detailed, results are typically not not represent the majority of the lubri- nated oil sample, provide the lab with e-mailed directly to you, and lab cant the machinery is using. all the written information they’ve analysts are not accessible to you for • If you are collecting oil during a requested, including: lube time; unit follow-up queries. For more information drain sequence, stop midway through time (the number of hours on the or clarification, you must go through the drain to take your sample. engine, gear, or hydraulic system); the dealer. If the analysis involves a application (marine propulsion potential warranty claim, it may be On vessels or engines/generators that engine, generator, hydraulic stabilizer, worthwhile to take double samples, experience high usage, and therefore etc.); sump capacity; filter micron reserving one set to send to an inde- require more frequent sampling, con- ratings (especially important for pendent lab of your choice. Whichever sider installing an oil-sampling valve hydraulic systems in analyzing particle route you take, I recommend that

Are You... a boatyard, boat builder or marine service/repair business? a company providing products or services to boatyards and boat builders? a member of ABBRA?

For 70 years, through member benefits such as the ABBRAGARD Insurance Program, the Annual Boatyard Business Conference, Webinars, Training & Certification and Advocacy we’ve served our members and let their needs be our driving force. We’re focused on what matters to you! Visit ABBRA.org now for more info and to join today!

JUNE/JULY 2013 71 when your yard adopts an oil-analysis Oil analysis is simply one of sev- and predictive maintenance, it will program, you provide precisely this eral tools available to the marine often enhance its value. A boat sort of training for one or more industry professional for identifying whose owner’s file includes several employees. Without the means to latent or insidious problems that, years’ worth of oil-analysis reports is interpret results meaningfully, you’ll if left unchecked, could lead to surely more valuable then one have recommended a service without serious and costly failures. Not only whose owner simply indicates that having the tools to help your custom- will an oil-analysis program pay divi- the oil was changed seasonally. At ers take full advantage of its benefits. dends for the vessel’s preventive a standard rate of $25 to $30 per analysis, this is some of the most affordable and reliable diagnostic information you can buy. In addition to benefiting your customers’ boats, oil analysis for the yard’s equipment and vessels will almost certainly improve reli- ability and minimize costly down- time, thereby reducing operating costs.

About the Author: For many years a full-service yard manager, Steve now works with boat builders and Left—Crankcase oil has a temperature sweet spot. When it runs cold, carbon and owners and others in the industry as varnish production increase; and when it runs too hot, it oxidizes and ages prematurely. “Steve D’Antonio Marine Consulting.” Oil samples are best taken when the equipment is hot and has just been operated He is the technical editor of under load. Right—For periodic sampling, the vacuum pump and dip tube approach, Professional BoatBuilder, and is shown here, works well; the proper collection procedures must be followed to avoid writing a book on marine systems, erroneous results. Oil sampling valves provide more consistent samples and reduce to be published by McGraw-Hill/ the likelihood of contamination. International Marine.

Our various TRAILER MOVERS allow you to move almost any AIRTUG® trailer less than 20,000 lbs into spaces virtually impossible with a tow vehicle! With individually designed attachments, we can move boat dollys around the shop with boats or molds on them. The Leading Manufacturer of Quality TRAILER [email protected] MOVERS & 1-800-972-5563 AIRCRAFT TUGS www.airtug.com since 1974

For a smoother, quieter running boat

• Soft engine mounts Isolate the engine from the hull. • Constant velocity drive shaft Absorbs engine vibrations. Allows offset and angles between engine and shaft. • Thrust bearing Stabilizes alignment. Reduces stress on •POD DRIVES the transmission and engine mounts. •WATER JETS Distributed by Mack Boring & Parts Co. •STERN DRIVES www.aquadriveusa.com •INBOARD PROP SHAFTS 908-964-5656

72 PROFESSIONAL BOATBUILDER