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871623
lubricant Performance and Turbochargers
Analysis for Alternate Fuel Tests
Mariusz Ziejewski
Mechanical Engineering Dept.
North Dakota State Univ.
Fargo, ND
International Off-Highway &Powerplant
Congress &Exposition
Milwaukee. Wisconsin
September 14-17, 1987
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Copyright 1987 Society of Automotive Engineers,lnc.
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871623
lubricant Performance and Turbochargers
Analysis for Alternate Fuel Tests
Mariusz Ziejewski
Mechanical Engineering Dept.
North Dakota State Univ.
Fargo, ND
ABSTFACT
Five T31 turbochargers used on a
direct-injected diesel engine were tested as
part of a plant fuel evaluation program. The
engine was tested on the 20D-hour durability
cycle proposed by the Engine Hanufacturer's
Association (EMA). Part of the evaluation was
an investigation of premature carbon and lacquer
deposits, and wear within the turbocharger due
to oil deterioration from the hybrid fuels.
The lubricant viscosities for all tested
fuels, except the rnicroemulsion, were within
normal limits. A sudden increase in lubricating
oj.l viscosity for the microemulsion Has
observed. At the same time, higher blow-by and
increased lubricating oil consumption was noted.
All turbochargers displayed journal bearing
wear but no rubs or unusual seal leakage was
formed. The turbine shafts shO\led various
degrees of hot shutdown and high tecperature
operation for different fuels. The turbine
wheels and housings varied in color from a soft
gray to dark black. Varying amounts of varnish
buildup on the turbine shaft, the thrust
bearing, and the thrust collar for the different
fuels were observed.
INTRODUCTION
The world petroleum situation of the past
several years has focused attention on the need
for development of alternate fuels.
The use of plant oil as alternate fuels in
internal combustion engines has been studied
extensively in recent years (1,2,3,4,5).
Vegetable oil fuels used in direct-
injection engines introduce a number of
problems, the origins of which can be traced
back to the high viscosity and the poly-
unsaturated nature of the oils. The severe
engine contamination problems experienced with
unmodified plant oil fuels have been only
paptially overcome by modified plant oil such as
blends with diesel fuel or esters.
A part of a vegetable fuel evaluation
program conducted by North Dakota State
University was an investigation of premature
carbon deposits, lacquer deposits, and wear
within the turbocharger due to lubricant
deterioration from hybrid fuels.
Behavior with regard to oil viscosity, oil
consumption, and blowby is an important factor
when developing internal combustion engines.
Those relations can be significantly influenced
by heavy contamination of the lUbricating oil.
In addition to engine related influences, oil
viscosity, oil consumption, and blowby may also
be dependent on one another. For this reason,
oil viscosity, oil consumption, and blowby were
analyzed jointly.
One of the engine components connected to
the lubrication circuit of the engine and very
sensitive to the quality of the lubricant is the
turbocharger. Severe conditions leading to
deposit formation and the turbocharger bearing
failure are caused during the operation and
shutdown when the turbocharger is exposed to
relatively high temperatures.
FUELS AND LUBRICATING OIL PROPERTIES AND
CHARACTERISTICS
The fuels utilized in this project were D-2
diesel control fuel (Phillips Reference Fuel), a
25-75 blend (v/v) of alkali- refined sunflower
oil and diesel fuel, a 25-75 blend (v/v) of high
oleic safflower oil and diesel fuel, a non-ionic
sunflower oil-aqueous ethanol microemulsion and
a methyl e5ter of sunflower oil. The sunflower
oil used in the fuels was an alkali-refined and
winterized grade. The microemulsion was formed
by mixing 8 parts (vol) of sunflower oil, 2
parts (vol) of 190 proof ethanol and 5 parts
(vol) of 1-butanol. It remained a homogeneous
single-phase system down to 15
0
C. The sunflower
oil was transesterified into the methyl ester of
sunflower oil. The high oleic safflower oil
01487191/87/09141623$02.50
Copyright 1987 Society of Automotive Engineers, Inc.
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2
871623
600
..... ........ .....
.....-
used for the blend formation represented an oil
which had a fair degree of saturation (Iodine
value =92) and yet was a liquid at normal
ambient conditions (Pour point: 20C). In
contrast, the sunflower oil was polyunsaturated
(Iodine value =133). The fatty acid
distributions of the two oils are reported in
Table 1.
Table 1
Fatty Acid Distribution of Tested Plant Oils
Fatty Acid Abbrev. SunfloNer Safflm>ler
Palmitic c16:0 6.0 5.2
Stearic C18:0 4.2 2.. 2
Oleic C18: 1 18.7 76.3
Linoleic C18:2 69.3 16.2
Linolenic C18:3 0.3
Arachidic C20:0 0.4
Eicosenoic C20: 1 0.1
Behenic C22:0 1.0
500
Q
0
400
UJ
0:
:J
I-

300
0:
UJ
a..
:2
UJ
I-
200
100
o
APPARATUS AND PROCEDURE
PERCENT DISTILLED
Fi6ure 1. Distillation Curves of Test Fuels
i ' i I ill" iii I Iii II iii iii Ii I I i II ( I " I Ii i"" II I I II
o 20 40 80 100
1001 SUllFLOWER OIL
_ _- METHYLESTER
MICROEMULSION
LEGEND:
C DIESEL FUEL
-0- 25-75 SAFFLOWER OIL BUoNO
.+..... " ..... _. 25 75 SUNFLOWER Oil BLEND
+- -,-- 1001 SAFFLOWER Oil
The lubricating oil used throughout the
test was a commercially available 10H-30 grade
oil.
Table 2
Test Fuel Properties
No additives were used in any of the fuels.
Samples of the test fuels were analyzed using
ASTM standard procedures. The cetane numbers of
the tested fuels, except D-2 diesel control
fuel, were determined by a modification of the
ASTM D613 procedure (6).
Table 2 and Figure 1 show several impol'tant
properties of the fuels which influenced engine
performance and durability. Compared to the
reference diesel fuel, viscosities of the tested
fuels were noticeably higher. The API gravities
and heating values were lower. The distillation
characteristics were significantly different.
1>.. 2: Ti>O .."Iblr. A poln, at lb"C,\ At 2"C ,hupl ... I"to t"" ph .
Tit<! I"w l.y .. _29 C, ,h. "pPot (p,n' '0 ,.Il"w) 10,., w 'lIl
.. e.
A four-cylinder Allis-Chalmers diesel
engine was selected for its typical design,
relatively small size, and low fuel consumption.
Engine and fuel injection system specifications
are presented in Table 3. An assembly section
of the turbocharger, with parts identified, used
in this investigation is shown in Figures 2A and
2B. The engine was installed on a laboratory
dynamometer test stand equipped with appropriate
accessories for controlling speed, load and
other operating conditions. Prior to the
testing on each fuel, the engine was completed
disassembled, all critical parts were ceasured,
and the engine was rebuilt in strict accordance
\"lith manufactuer's specifi.cations, folloHed by a
break-in period and injection pump calibration
on D-2 diesel control fuel (7). At the
conclusion of each test, the engine and the
turbocharger were disassembled and the critical
parts were inspected for wear and deposits.
Several critical parts of the turbocharger Here
inspected, namely: compressor housing,
compressor wheel, thrust bearing, thrust collar,
,I-/}
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871623 3
Table 3
Engine and Fuel Injection System Specifications
center housing, journal bearings, shroud,
turbine shaft, turbine wheel, and turbine
housing.
During the test the ambient air, intake
fuel, and coolant outlet temperature were
stabilized within the limits suggested by SAE
standards (8).
1
1
1
1
1
1
1
1
1
4
2
1
1
1
4
2
6
1
3
6
1
Qty. per
Turbo Description
Housing-Compressor
Locknut
vfueel-Compressor
Backplate Assembly
Ring-Seal
Center Housing Assembly
Shroud-llheel
Hheel Assembly-Turbine
Ring-Piston
Ring-Retaining
Bearing
Bearing - Thrust
Collar-Thrust
Ring-Piston
Bolt 116 x 1 x .55" LO.
Lockplate
Bolt 118 x 1.25 x .39" LO.
Housing-Turbine
Clamp
Bolt H8 x 1.25 x .63" LO.
Ring-Clamp
Item
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
74.6 kW @ 2400 rpm
Specification
98.43 mm/107.95 mm
14.5: 1
Direct injection. high swirl, tonoidal
combustion chll!llber
All is
4331, turbocharged and intcrcooled
cycle
Description
Bore/Stroke
Compression ratio
H/Ul.imum output
Engine Hodel
Typo
Combustion system
Hanufacturer
Maximum torque
Stlltic Injection timing
329.5 Nm @ 1800 rpm
18 degrees BTDe
Figure 2B. Turbocharger Parts Identification
Figure 2A. Assembly Section of the Turbocharger
Hydraulic speed advance
Injection nozzle
Nozzle opening pressure
Nozzle assembly
High pressure fuel lines

14 degrees advance between 1400 and
1600 rpm
Robert. Bosch, 21 Il:lIl nozzle and holder
assembly
27.3 MPa + n,
four orifices: 0.32 = diameter
Spray cone angle; 160 degrees
Sac length 1.1 =
Sac dilllllet.er ; 1.0 rnrn
1.83 = II} x 815.60 Il:lIl
@
18
The engine was tested for endurance on a
cycle recommended by the Alternative Fuels
Commit tee of the Engine Hanufacturer'" s
Association (EMA) (7). The test is intended for
research and development purposes and designed
to indicate durability problems in a reasonable
amount of test time. Successful completion of
the test is no assurance that the fuel will be
acceptable. However, the test will eliminate
some candidate fuels. This test cycle is shown
in Table 4. The three hour cycle was repeated
five times to accumulate a total of 15 hours of
engine operation. Average engine power was
about 70% of rated power. After 15 hours on the
cycle, the engine was shut down for 9 hours.
This procedure was repeated until 200 hours of
the test cycle had been accumulated.
Table 4
EHA Durability Test Cycle
Step Speed Torque POHer Duration (min.)
1 Rated Rated 60
2 85% Max 95% 60
3 90% 28% 25% 30
4 Low Idle 0 0

180
For data analysis
f
two time scales were
used: the EMA cycle hours and engine meter
hours. The engine meter time was always greater
than EHA cycle time due to additional time
required for performance readings, injection
line pressure readings, and necessary
calibrations.
A Simulator System was used to control the
engine test sequence which was recorded on
magnetic tape. Figure 3 presents a schematic of
the test control system. Three parameters were
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4
871623
7ll11.'!>
,
,
,
,w
Figure 5 indicates that for the 25-75
sunflower oil blend the lubricating oil
consumption from 0 to 105 hours of engine
operation was as low as 11.6 g/h, but between
105 and 150 hours it increased to 78.0 g/h even
though no outside leaks could be observed.
Excessive oil consumption in this case could
lead to the accelerated formation of deposits on
the turbine shafts, turbine, and compressor
journal bearings and other internal parts of the
turbochargers. The excessive residue in turn
affects the rate of the internal parts wear.
Schematic diagram of test
simulator system
AF 1 _jq...,."". '0 rIO""'"'"'
cc _"*"UOO", C",",'
II T_"..."."".1"0'""'.'
controlled in the tests: engine speed, engine
torque, and fuel injection pump throttle
position.

CONO,rIONU'
Figure 3.

TEST RESULTS
Lubricating oil consumption and
blow-by during the test with 25-75
high oleic saffloHer oil blend
test.
Lubricating oil consumption and
blow-by dur'ing the test with 25-75
sunflower oil blend.
l-lOURS OF ENGitiE OPERATlO,j
I I I I I I I I
--t':
I, 30 _5 50 9<J lOS ';'0 135 150 155 150 ;:00
HOURS OF EMA
,,+-...,..-,-,.,.--,-.,-....,.-.,-..,.-.-....,.-,..,.--,
6
Figure 6.
Figure 5.
Data for the 25-75 high oleic safflower oil
blend in Figure 6 indicates that only one
reading, collected after 90 hours of the EMA
cycle or 116 hours of engine operation, was low
compared to the other readings. This value
indicates significant fuel dilution of the
lubricating oil. On average, the lubricating
oil consumption as well as the blow-by were of
an acceptable order of magnitude.
15 45 M 00 1re 1m 1M 100
HOURS OF EMA CYCLE
10

o
w 10
I I I I I I I I I I I
13 48 63 al lOll 125 142 162 177 ;'>le 228 247 26ll
HOURS OF ENGINE OPERATION
"+-....,.-.,--,c-..,.-.-....,.-.,.--,c-..,.-.,-....,.-.,--,
Lubricating oil consumption and
blow-by during the test with D-2
diesel control fuel
"
"
.,
w
"
00

''" '"
'w

'w
m
HOURS OF EI,l"
I I I I I I I I I I I I I
'"" '" '"
'"
'w
'"
,00
'"
,..
'"
m
".

HOURS OF ENGINE OPER.t.TlON
t
'"
-------------------1. 100
"
Before each test the engine crankcase
lubricating oil level, dispersivity
characteristic, and viscosity of the oil were
checked. The lubricating oil consumption was
determined using a graduated dipstick. The
Shell Oil Company blotter test (9) was utilized
to determine the lubricating oil dispersivity.
Viscosity of the lubricating oil was determined
by a Cannon-Fenske viscometer in a Scientific
Development Linematic bath at 37.8C. Tests
were conducted using ASTM method D445-74.
The lubricating oil was changed after the
run-in and after every 100 hours of operation.
LUBRICATING OIL AND BLOW-BY - The
lubricating oil consumption and blow-by with
respect to time for the D-2 diesel control fuel
was within normal limits as shown in Figure 4.
Figure 4.
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871623
5
50
A simi,lar outcome, as for the 25-75 high
oleic safflower oil blend, was obtained for the
methyl ester test. The lubricating oil
consumption and the blow-by remained at the
normal limits as indicated by Figure 7.
Carbon residues on the piston lands and in
the piston ring grooves influence the ring
paclcage dynamics by changing the magnitudes of
the gas pressure forces as well as the
magnitudes of the internal forces acting on the
rings. These in turn affect the degree of
lubrication oil recuperation and the sealing
performance of the rings. Under normal
lubricating conditions, oil consumption is
particularly affected by the amount of oil that
can be recuperated and recirculated. The more
oil that can be recuperated during the expansion
stroke and recirculated back, the lower the oil
consumption. Pistons with carbon deposits
reduce oil recuperation since a smaller than
normal fraction of the oil in grooves and
intermediate lands is returned to the
lUbricating system. Piston carbon deposits
reduce the leakage paths between the piston
lands and thus restrict the discharge of the
lubricating oil to the lower levels. This
behavior causes shorter residence times of the
top ring on the bot too side of its groove
because of a shorter positive pressure
differential oriented downward thus the top ring
cannot perform its sealing duti.es properly.
The blow-by variations indicated that the
piston rings did not function properly and the
ring zone no longer effectively sealed the
combustion chamber. As a result of the
increased blow-by of the combustion gases the
entire piston barrel can be overheated, the
lubricating oil film swept off and burned.
Eventually the working surface of pistons and
cylinders can get dry and may seize.
For all tests except for the microemulsion
run the blow-by remained at satisfactory levels
(see Figures ij, 5, 6, 7 and 8). The differences
between the average values of blOW-by for the
different fuels were insignificant. Higher
blow-by was observed after 120 hours of the EMA
cycle for the microemulsion run. Generally only
the gas flowing into the crankcase can be
measured. How much of the total amount of gas
flows back into the combustion chamber during
the charge cycle and after completion of the
expansion stroke is unknown. However, this back
flm, plays an important role since the backward
expanding gases push lubricating oil into the
combustion chamber where it forms deposits.
Oil samples taken every 15 hours were used
to determine changes in kinematic viscosity and
dispersivity of the lubricating oil. The
lubricant viscosities measured at 40
0
C for the
diesel fuel, the 25-75 sunflower oil blend and
the 25-75 Gafflower oil blend were within normal
limits (Figures 9 through 11). Some dilution of
the lubricating oil was observed during the
methyl ester test. This was indicated by an
initial reduction followed by an increase in the
lubricating oil viscosity (Figure 12). Figure
13 shows the kinematic viscosity as a function
of time for the lubricating oil during the
nlicro- emulsion test. After 60 hours of the EHA
cycle or 80 hours since the initial oil change,
a 50% increase in kinematic viscosity was noted.
50
'0
'00
'"'
Lubricating oil consumption and
blow-by dur'ing the test with
microemulsion fuel.
Lubricating oil consumption and
blaH-by dur'ing the test with
methyl ester test.
"
" " " "
00
""
'20
m
'"'
'os
'"0 200
HOURS OF EM" CYCLE
I I I I I I I I I I I I I
42 59 n 93
'"
131
u, 158 185
'03
222
'" '" '"
HOURS OF ENGINE OPERATION
"+--r-,--r-,--r-,--r-r--r-,.-...,.......,r-..,
2Ol.-"-,,,--..,.--,--F'4--.--,--..,.---..,---r---r--r
15 ~ 45 ~ ~ 00 100 1m ~ I ~ Ie I ~ m
HOURS OF EMA CYCLE
I I I I I I I I I I I I
31 48 66 a3 104 12.1 14.1 16.1 lal 1sa 21S 235 257
HOURS OF E ~ G I N E OPERATION
;;
20

,
5l 10
8 0-1==-
is
Figure 8.
Throughout the run on the microemulsion,
Figure 8 indicates that lubricating oil
consumption and blow-by varied. The level of
the lubricating oil showed increases several
times indicating significant fuel dilution of
the lubricating oil. This phenomenon was caused
by poor piston rings dynamics and the unburned
portion of the fuel which moved to the crankcase
with the blow-by gases, particularly at the low
idle portion of the used load cycle.
6
Figure 7.
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6
871623
"
" '"
"
60
" " ""
'"
'"
'50
'"
,eo
'00
HOURS OF EMA CYCLE
I I I I I I I I
"
"
" " " '"
m
",
m
'" '" '" '"
HOURS OF ENGINE OPERAlION
f-- OIL CHAt/GE
~ CHMlGE--l
I I
I I
Changes in lubricating oil
kinematic viscosity for the test
with 25-75 sunflower ail blend.
Changes in lubricating oil
kinematic viscosity for the test
with 25-75 high oleic safflower
ail blend test.
"
"
'" "
60
" "
'"
"0 m
'''' '"
"0 '00
HOURS OF EMA CYCLE
I I I I I I I I I I I I I
" '" " "
"e
'" '" '"
on
'" '"
229
'"
",
HOURS OF ENGINE OPERATIOlJ
w
U
~ 20
~ -1-----1-------+----
~
u
Figure 11.
Figure 10.
After 120 hours of the EMA cycle or 78 hours
since the second oil change, a sudden increase
in lubricating oil viscosity from 108 oP, which
was measured 10 hours earlier, to 2280 oP was
observed. At the same time, higher blow-by and
increased lubricating oil consumption were
observed.
The excessive increases in lubricating oil
viscosity for the microemulsion occurred mainly
due to oil polymerization and additionally due
to oil oxidation and soot particle accumulation.
During operation at high temperatures the
oxidation inhibitors present in the oil can
become depleted, resulting in accelerated rates
of OXidation, oil thickening, and alkalinity
depletion due to organic acid formation. Severe
oil thickening poses the high risk of oil
starvation and thus bearing damage during the
start-up of a cold engine after an overnight or
weekend shutdown at low ambient temperatures.
Hydrodynamic load capacity depends on the
presence and the viscosity of the lubricant at
the instant of surfaces contact. However, once
contact occurs, the resulting wear is also
related to the oil chemistry.
Analysis of "blotter spot" samples for all
tests indicated the increase in the level of
contamination in the lubricating oil. Oil
contaminations are generated continuously during
normal engine operation. These contaminants are
carbon dioxide, nitrogen oxides, sulfur oxides,
soot, partially burned and unburned fuel, water
and acids, and oil oxidation products. Various
amounts of these products leak past the piston
rings, valve guides and turbocharger seals to
enter the crankcase.
Except for the oil samples taken at 60
hours and 120 hours of the EMA cycle of the
microemulsion test, the "blotter spot" samples
did not indicate any abnormal changes in the
dispersive characteristics of the lubricant for
all tests.
rOIL CHAt-IOE
"
" '" "
60
"
90
'"
''0
'"
'60
'"
,eo
''0
HOURS OF EMA CYCLE
I I I I I 1 I I I I I I I
"0
'"
'''' '"
'" '"
'00
'" '"
'"
'"
m
'"
'"
HOURS OF ENGINE OPERAliON
"
'" "
60
"
90
'"
"0
m
'''' '"
,eo
'00
HOURS OF EMA CYCLE
I I I I I I I I I I I I I I
"
"
77 93
'" '" '"
168 186
'" '"
'" '"
'"
HOURS OF ENGINE OPERA110lJ
Figure 9. Changes in lubricating oil
kinematic viscosity for the test
with D-2 diesel control fuel.
Figure 12. Changes in lUbricating oil
kinematic viscosity for the test
with methyl ester test.
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871623
7
TABLE 5A
Analysis of Turbocharger Deposits
Diesel Fuel. Reference - 320 Hours Tested
Lube Oil 1 ,

:?OffiOreSsor Housing Clean. dry, no rub.
ICompressor Hheel Clean, dry. no rub. I
ITurbine \111eel Very dark gray deposits
:: ;;;::::;7:-=--;;::::-c7:-::c
ITurbine Housing Very dark gray deposits
: _
!Thrust Bearing/Collar Clean. no signs of wear I
ICenter Housing Turbine bore lightly I
I scratched ,medium carbon I
:. __
IJournal Bearings turbine discolored, 50%1
::>;;;;::;;;:,
IShroud Clean, very little
: .. ' t",s!<....;;-;-__....,...,....,..--
ITurbine Shaft Light shaft varnishing,
,
I
test
2280 cPs
Oil CHANGE
I
50% 1
Changes in lubricating oil
kinematic viscosity for the
with microemulsion fuel.
"
JO
.,
60
"
00
'"
"0
'"
,w
'"
,eo
'"0
HOURS OF EMA CYCLE
I I I I I I I I I I I I I

" "
60
" "" '"
'"
'" '"
'OS
'" '"
257
HOURS OF ENGINE OPERATION
Figure 13.
DEPOSITS ANALYSIS OF TURBOCHARGERS
Analysis of
Sunflmver Oil
TABLE 5B
Turbocharger Deposits
Blend - Hours Tested
ITurbine Housing Black l'nlet b _ no ru
ITurbine Shaft Medium varnish buildup, I
I many hot shutdowns I
ITurbine Shaft Light shaft varnishing,
I signs of several hot
:
ITurbine Wheel Black deposits, no rub
ITurbine vfueel Dark gray deposits, I
I no rub. I
:. t-s,--:
,
, :
TABLE 5C
Turbocharger Deposits
Blend - Hours Tested
Analysis of
Safflower Oil
ILube Oil 1
:: __ ,..,. :
!Conpressor Housing Light soot buildup, I
': ....,.,..,. '
ICompressor vfueel Light soot buildup, :
:. -,.-;-,-- :
IThrust Bearing/Collar Clean, sign of light :
:
icenter Housing Bores clean, light I
I scratching, light I
J, r;;;;;;;;;;,--p;=:7.::;;::-__ __--I
IJournal Bearings Both have about 25% I
I plating worn
:: !!ts------
ILube Oil I
::;;-;;;C;;h:;a;,r;;a:;c:,t:,e:,r::,;'J;"s::t!cl!C' __ ggu!!r!:!eeQs.25...!!&-l1'yO

ICompressor Hheel Clean and dry. no rub I
IThrust Bearing/Collar Light pad wear 1
ICenter Housing Bores clean, light i
I scratching,light carboni
I buildup on nose I

:o;;::::::::::;c-
IShroud Very dark gray I
The summary of the analysis of deposits for
all tested fuels is presented in Tables SA-5E.
The compressor journal bearings for all
tested fuels were in excellent condition.
The turbine journal bearings for the diesel
control fuel, the methyl ester, the sunflower,
and the safflower oil blend showed light
discoloration. Heavy varnish and carbon buildup
observed for the microemulsion caused some
sticking of bearing to the shaft. Figures 1l.iA&B
ShOHS the turbine and compressor journal
bearings for the tested fuels.
For the diesel fuel and the methyl ester
very light turbine shaft varnishing and SignS'Of
2 or 3 hot shutdowns were noted. The sunflower
and safflower blends caused only light shaft
varnishing with signs of several hot shutdowns.
Heavy varnish and carbon buildup, signs of many
hot shutclmms, and some sticking of bearings to
shaft was evident for the roicroemulsion. The
photographs of turbine shafts for tested fuels
are shown in Figures 15A&B.
Light gray deposits on the turbine wheel
for the methyl ester and the diesel fuel was
experienced. Sunflower and safflower oil blend
caused very dark gray and black residue
formation. The microemulsion showed medium gray
deposits as shown in Figures 15A&R. Similar
differences in deposits were observed for the
turbine housing as shown in Figures 16A&B.
For all tested fuels, the compressor
housing showed light or no soot buildup. The
deposits were gray and no visual signs of wear
were noted.
The thrust bearing and the thrust collar
were clean without visual signs of wear for all
fuels except the microemulsion for which light
residue and scratches on bearing were noted as
shown in Figures 17A&B.
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B
TABLE 5D
Analysis of Turbocharger Deposits
'
: Lube Oil I
: Characteristics Figures 7 & 12 1
lCompressor Housing Medium soot buildup, I
:-o- ,..,-""'":;-c-::_--:
lCompressor Wheel Medium soot buildup, I

IThrust Bearing/Collar Clean. no signs of wear]
[Center Housing Bearing bores clean, i
i light carbon deposits :
I on nose [
:
I wearj compressor, J
i=_-: i
IShroud Light gray deposits :
[Turbine Shaft Light shaft varnishing, J
i :
lTurbine Wheel Light gray deposits, [
i-:
lTurbine Housing Light gray deposits, [
i i
871623
TABLE 58
Analysis of Turbocharter Deposits
Microemulsion - 257 Hours Tested
ILube Oil J
J Characteristics Figures 8 & 13 J
JCompressor Housing Clean and dry. no rub. I
JCompressor Wheel Clean and drY. no rub. l
IThrust Bearing/Collar Light contaminate J
: --= -"s,;c!:r"a"c"t"c!!.h"es"-o"n"-,-b"e"a"r"''''n'!Jg,--:
lCenter Housing Bores clean, light I
: contaminate scratching, J
I very heavy carbon. some:
:,-__:--o-_,- --"s'"e;;a"l--"l i
lJournal Bearings Heavy wear, 80% i
:-o- 2P,,1!!-"at:cin!!gILW!!!!Or!:n!L__,..,_--i
[Shroud Medium gray deposits [
[Turbine Shaft Heavy varnish and I
1 carbon buildup, many :
[ hot shutdowns, some :
i sticking of bearings to [
i ,_------....!ls.Qh.. a.!.f"t---------i
[Turbine Wheel Medium gray deposits, I
i :
[Turbine Housing Medium gray deposits, I
i ..1!n"0C2:r!!.u"-'-b. :
a. Diesel Fuel
Figure 14A.
b. Methyl ester c. Sunflower blend
Turbine and Compressor Journal Bearings for Tested Fuels
d. Safflower Blend e. Microemulsion
Figure 14B. Turbine and Compressor Journal Bearings for Tested Fuels
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871623
9
a. Diesel Fuel b. Methyl Ester c. Sunflower Blend
Figure 15A. Turbine Shafts Deposits for Tested Fuels
d. Safflower Blend e. Microemulsion
Figure 15R. Turbine Shafts Deposits for Tested Fuels
a. Diesel Fuel b. Methyl Ester c. Sunflower Blend
Figure 16A. Turbine Housing Deposits for Tested Fuels
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10 871623
d. Safflower Blend e. Microemulsion
Figure 16B. Turbine Housing Deposits for Tested Fuels
a. Diesel Fuel
Figure 17A.
b. l1ethyl. Ester c. Sunflower Bl.end
Thrust Bearing and Thrust Collar Deposits for Tested Fuels
d. SafflOl.Jer Blend e. Microemulsion
Fieure 17B. Thrust Bearing and Thrust Collar Deposits for Tested Fuels
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871623
The center housings only for the diesel
fuel and the methyl ester had light carbon
deposits. The bearing bores of the center
housing were clean. For the sunflower and
safflO\ver blends the tUl'bine bor-e "Here lightly
scratched due to deposits present. Uedium
carbon deposits were noted. For the
nJicroemulsion the turbine bore were clean with
light scratching caused by the deposit.
However, very heavy carbon buildup on the
surface of the center housing was noted.
Furthermore, some seal leakage evidence Vias
observed.
11
WEAR ANALYSIS OF TURBOCHARGERS
The initial and final measurements of shaft
wheel, journal bearing, center housing, thrust
bearing, and clearance between thrust collar and
bearing groove are presented in Table 6.
Based on the dimension data for the tested
fuels, no significant problems were observed.
All units displayed journal bearing wear but no
unusual rubs were found. For the micro-
eoulsion, higher wear on the thrust bearing was
measured; however, it still is within the
acceptable limits.
TABLE 6
Analysis of Turbocharger Wear [mm)
Location IDiesel. Reference !Sunflower Oil Blend !Safflower Oil Blend
,
!1ethyl Ester IHicroemulsion ,
! Initial Final I Initial Final
I
Initial Final 'Initial Final IInitial Final
Shaft Wheel [
, ,
, ,
- Compressor End Journal
,
10.158 10.152 10.152 10.1
1
15
,
10.155 10.147 10.152 10.147
,
10.155 10.147 , , ,
- Turbine End Journal
,
10.160 10.155 10.152 10.147
,
10.155 10.145 10.152 10.150
,
10.155 10.147 , , ,
- Piston Ring Groove
,
1.68 1. 70 1.676 1.676
,
1.68 1.68 1.73 1.73 I 1.68 1. 70 , ,
Journal Bearing
,
[
I
,
- Compressor End 0.0.
I 15.715 15.697 15.701 15.685
,
15.710 15.692 15.715 15.710
,
15.712 15.687 , ,
- Compressor End. 1.0.
,
10.193 10.196 10.193 10.198 10.190 10.198 10.191 10.188 10.191 10.193 ,
- Turbine End 0.0.
I 15.710 15.707 15.710 15.702 15.710 15.705 15.710 15.707 15.707 15.702
- Turbine End 1.0.
I 10.193 10.198 10.191 10.196 10.191 10.193 10.193 10.196 10.191 10.196
Center Housing
I
- Compressor End Bore 15.806 15.809 15.804 15.804 15.804 15.804 15.806 15.806 15.804 15.804
- Turbine End Bore 15.806 15.806 15.80
1
1 15.806 15.804 15.80
1
1 15.806 15.806 15.804 15.806
Thrust Bearings
- Part A 4.366 11.356 4.366 4.358 4.361 4.351 4.361 4.351 4.364 11.346
- Part B 4.369 4.361 4.368 11.361 4.361 11.351 4.361 4.356 4.366 4.354
- Part C 4.369 4.361 4.366 4.360 4.361 4.351 4.361 4.356 4.366 4.351
Thrust Collar
- Bearing Groove 4.42 4.42 4.42 4.42 4.420 4.420 4.42 4.42 4.42 4.42
SUI1I1ARY AND CONCLUSIONS
1. Lubricating oil consumption, viscosity and
engine blcH-by were approximately normal
during the tests with the 25-75 safflower
oil blend and the 25-75 sunflower oil
blend.
2. Small changes in the lubricating oil
viscosity were observed during the run with
methyl ester.
3. Lubricating oil consumption varied
significantly throughout the run with
microemulsi.on. Several times, the level of
the lubricating oil increased, indicating
fuel dilution of the oil. A sudden
increase in lubricating oil viscosity was
experienced twice. Higher blow-by and
increased lubricating oil consumption were
observed at the same time.
4. The turbochargers displayed varying amounts
of varnish buildup on the turbine shaft
which is the indication of high temperature
operation and hot shutdown.
5. The tested turbochargers showed different
shading of the turbine housing inlet,
turbine shroud, and turbine wheel. The
coloration ranged from soft gray to black.
6.
7.
8.
9.
All units exhibited journal bearing wear.
The noted bearing wear can be attributed to
the operating conditions and may not be
directly correlated to the type of fuel
tested.
Only after the test on microemulsion some
residues in the oil inlet passage gallery
and bearing feed channels were observed.
However, it appear's that the accumulation
of deposits at that point of time were not
serious.
It appears that 200 hours on the cycle is
not sufficient to evaluate thoroughly the
wear of the turbochargers parts on the
different fuels. One may, however,
speculate that no significant wear problems
are anticipated while using plant oil based
alternate fuels, except for the cases where
unusually high carbonaceous residues are
present.
Based on the above analysis, only the
microemulsion is very likely to produce
excessive carbonaceous residue in the
turbocharger. A prediction of the time of
failure of the turbocharger based on the
observed deposit accumulations at this
point is not possible.
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12
REFERENCES
1. Bruwer', J.J., B.v.d. Bosharf, F.J.C. Hugo,
J. Fuls, C. Hawkins, A.N.v.d. Walt, A.
Engelbrecht, L.N. duPlessis, "The
Utilization of Sunflower Seed Oil as a
Renevlable Fuel for Diesel Engines, It
AgricUltural Energy, Vol. 2, American
Society of Agricultural Engineers, Publ.
No. 481, St. Joseph, m, pp. 391, 396,
1981.
2. Barsie, N.J., A.L. Humke, "Performance and
Emission Characteristics of a Naturally
Aspirated Diesel Engine with Vegetable Oil
Fuels,1f SAE Paper No. 810262, Society of
Automotive Engineers, PA, 1981.
3. Baranescu, R.A., Joseph J. Luseo,
"Sunflower Oil as a Fuel Extender in Direct
Injection Turbocharged Diesel Engines,1I SAE
Paper No. 820260, Society of Automotive
Engineers, Warrendale, PA, 1982.
4. Ziejet.fski, M., "The Effect of the Level of
Unsaturation and of Alcohol Hodifications
of Plant Oil Fuels on the Long Term
of a Direct Injected Diesel
Engine,1f Ph.D. Dissertation, North Dakota
State University, Fargo, North Dakota,
1985.
5. Wagner, L.E., S.J. Clark, and M.D. Schrock,
"Effects of Soybean Oil Esters on the
Performance, Lubricating Oil, and Hear of
Diesel Engines", SAE Transactions 841385,
FuelE> and Lubricants Heeting &Exposition,
Baltimore, HD, 1984.
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6. Urban, C.M., J.T. Gray, "An Investigation
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Manufacturers Association, "2DD-Hour
Screening Test for Alternate Fuels,lI Enepgy
Notes for September 1, 1982, Northern
Agricultural Energy Center/ Horthern
Regional Research Center, ARS/USDA, Peoria,
IL, p. 6, 1982.
8. Society of Automotive Engineers, "Engine
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Diesel, J1349, 1980.
9. Lewis, R.J., "Oilprint Analysis Prevents
Breakdown, Cuts Haintenance of Pipeline
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York, NY, 1960.
ACKtlOIILEDGEf:EIIT
The author expresses his appreciation to
the folloWing for their contribution to this
work: Dr. G. Pratt and K. Kaufman from
Agricul t.ural Engineer'ing, UDSGj also Aipeeear'ch
Industria] Division for per'for'ming the analysis
of the turbochargers.
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