OPERATING

INSTRUCTION
Services, Wrtsil Finland Oy
Engine section
18 Lubricating oil

Engine type

Ref.
WFIS

See below

Date
27-Sep-2012

Issue
04

Document No.
WT98Q001

Page
1(8)

Lubricating oil analysing and quality follow-up

Engine type

This bulletin concerns WRTSIL Vasa 14, 22ABC, 22HF, 22MD, 22/26,
24TS, 32, 32LN, WRTSIL 20, 32, 46 and 46F engines running on Heavy
Fuel Oil (HFO) or Light Fuel Oil (LFO).

Background

The lubricating oil in a modern diesel engine has a variety of different

functions, of which the most important in addition to lubrication are to:
Reduce friction.
Prevent metal to metal contact.
Prevent corrosion.
Act as a cooling media.
Improve engine cleanliness.
Act as a sealing media.
These operating instruction are intended as a guide for analysing and
following up procedures for the lubricating oil, in order to keep the oil
condition at satisfactory levels, from the engines point of view. Deteriorated
physical and chemical properties may significantly affect on the
performance of the lubricating oil in the above listed functions, resulting in
considerably decreased component service lifetimes, increased risk of
failures, etc. negative consequences for the operating of the engine.

Purpose

To increase the availability and reliability of the engines and avoid

extraordinary wear and possible failures due to use of inferior quality
lubricating oils.

Recommendation

Table 1 presents a summary of the condemning limits and recommended

levels for optimum performance for used lubricating oils, along with the main
impacts on the engine performance. Typical wear elemental contents for
WRTSIL medium speed diesel engines are presented in table 2. Each
of the properties listed in these tables is also discussed in more detail in the
chapters below.

Wrtsil Finland Oy
Services, Vaasa

P.O. Box 252 (Tarhaajantie 2)

FIN-65101 Vaasa, Finland

Telecop. +358 10 709 1847

Telecop. +358 10 709 1380

Tel. +358 10 709 0000

Wrtsil Finland Oy
Services, Turku

P.O. Box 50 (Stlarminkatu 45)

FIN-20811 Turku, Finland

Telecop. +358 10 709 3279

Telecop. +358 10 709 3410

Tel. +358 10 709 0000

Business ID 0773744-3
Registered Office: Vaasa

Services, Wrtsil Finland Oy

Operating Instruction
Issue
04

Sampling

Document No.
WT98Q001

Page
2(8)

The lubricating oil samples are to be taken from circulating oil with the
engine in operation. The sample should be taken after the separation and
filtration of the oil, before the engine. It is recommended to take lubricating
oil samples before adding (topping up) new oil to the system. Use clean
sample bottles and rinse the sampling line properly before taking the
sample, a suitable sample amount is 0.75 - 1 litres. The background data
needed for evaluating the analysis results should always be provided with
an oil sample, use for example the document WT98V001 Oil analysis
application.
During the first year of operation lubricating oil samples are to be taken at
intervals of 500 operating hours and analysed. Frequent lubricating oil
sampling and analysing every 500 - 1000 hours is also recommendable
after the first year of operation.

Property

Impacts on engine
function

Condemning limit

Recommended level
for optimum
performance

Base Number (BN)

(mg KOH / g)
ASTM D 2896

Prevents corrosion.

Min. 20 (HFO operation).

Max. 50% depletion from
fresh oil level (LFO
operation).

Min. 25 (HFO
operation).
Max. 40% depletion
from fresh oil level
(LFO operation).

Viscosity
(cSt, at 100 C)
ASTM D 445

Provides hydrodynamic
lubrication for bearings, etc.
Reduces friction and thus
fuel oil consumption.

Max. 20% or +25% from

fresh oil levels, at 100 C.
Max. 25% or +45% from
fresh oil levels, at 40 C.

Max. 15% from fresh

oil levels, at 100 C.
Max. 25% from fresh
oil levels, at 40 C.

Water
(vol-%) or (w-%)
ASTM D 95 or
D 6304C

Introduces corrosion.
Deteriorates the
hydrodynamic properties of
the oil.
Affects additive function.

Max 0.3 vol-% / w-%.

Max 0.3 vol-% / w-%.

Insolubles
(w-%)
ASTM D 893b

Deteriorates the
hydrodynamic properties of
the oil.
Affects additive function.

Max. 2.0 w-%, as

n-pentane insolubles.

Max. 1.0 w-%, as

n-pentane insolubles.

Flash point
( C)
ASTM D 92 or D 93

Risk of crankcase
explosion.

Min. 170 C (PMCC)

Min. 190 C (COC)

Min. 170 C (PMCC)

Min. 190 C (COC)

Table 1. Summary of the most important lubricating oil properties

Services, Wrtsil Finland Oy

Operating Instruction
Issue
04

Analysis

Document No.
WT98Q001

Page
3(8)

The lubricating oil samples should be analysed for example by the oil
supplier or by some other recognised oil analysis laboratory. The preferred
analysis methods are specified in table 1.
Base number, BN (Total Base Number)
Base number is a measure of the alkalinity of lubricating oil, expressed in
mg KOH/g oil. The sulphur level in the fuel oil used determines the required
degree of alkalinity of lubricating oil. The fuel sulphur is during the
combustion process converted into acidic combustion products, mainly
sulphur oxides. These acidic compounds will attack the combustion space
and other engine components unless neutralised.
Too low base number levels in lubricating oil will lead to acidic corrosion,
increased engine wear, reduced component lifetime and thus increased
maintenance costs. Too high base number may, theoretically lead to an
increased risk of excessive deposit formations, but with modern lubricating
oils and engines this is however a very rarely met problem.
It is recommended to use BN 50 - 55 oils when operating on HFO with
sulphur levels > 2 w-%, especially for engines with wet sump. BN 30 oils are
recommended only for special applications, for example for installations
equipped with SCR units, where high BN oils could contribute to deposit
formations in the catalyst layers.
Typically the BN of lubricating oil drops quite fast in the beginning but
gradually levels out towards an equilibrium level. The minimum allowed BN
level for HFO operation is 20 and for LFO engines 50% depletion from fresh
oil levels.
The recommended minimum BN level for optimum performance of the
lubricating oil in the engine is 25 for HFO operation and 40% depletion from
fresh oil levels for LFO operation.
Viscosity
Viscosity is the property of a fluid that causes flow resistance. The viscosity
of oils is dependent on temperature, pressure, and shear rate. Viscosity is
one of the most significant properties for establishing the thickness,
pressure, and temperature of an oil film in lubrication. Oil film thickness
increases with viscosity, as does the fluids friction and consequential power
loss. Viscosity is also a significant factor in predicting the performance and
fatigue life of bearings and gears.
The official SI unit of kinematic viscosity is m2/s, but cSt (centistoke) is still
commonly used for expressing lubricating oil viscosity. 1 cSt = 10-6 m2/s
(= 1 mm2/s). Typical viscosity for a fresh SAE 40 grade lubricating oil is
13.5 15.0 cSt (at 100 C) and 135 150 cSt (at 40 C).
Viscosity Index (VI) is a commonly used expression of an oils change of
viscosity with temperature. The higher the viscosity index the smaller the
relative change in viscosity with temperature. Most medium speed diesel
engine oils have a VI between 95 and 110.

Services, Wrtsil Finland Oy

Operating Instruction
Issue
04

Document No.
WT98Q001

Page
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Typically the viscosity of lubricating oils could be expected to increase

gradually during operation, due to oxidation and polymerisation of the
lubricating oil compounds, increase of solid contents in the oil, etc. Possible
reasons for unexpected viscosity decreases could be for example LFO
contamination of the lubricating oil.
The lubricating oil condemning limits for WRTSIL medium speed diesel
engines for the viscosity are:
Max. 20% decrease or + 25% increase from fresh oil levels, at 100 C.
Max. 25% decrease or + 45% increase from fresh oil levels, at 40 C.
The recommended viscosity changes for optimum performance of the
lubricating oil in the engine are:
Max.
Max.

15% from fresh oil levels, at 100 C.

25% increase from fresh oil levels, at 40 C.

Water
Water in oil is detrimental to lubrication, both physically and chemically.
Water is slightly soluble in base oils and slightly more soluble (a few
hundred ppm) in formulated oils. Generally the solubility of water in
lubricating oils is however, due to the polar characteristics of the water
molecule, low. If increased amounts of water molecules are present the oil
gets saturated and free water appears. Hazy oil is most often a result of not
dissolved water droplets.
Water corrodes many common tribological metals and may thus also
contribute to various forms of corrosive and cavitation damages on bearing
surfaces. Bearings consisting mostly of lead and tin are quite easily oxidised
in the presence of water and oxygen. Corrosion products may also
contribute to the solid debris in the oil and pit formation in the metal
surfaces. Another indication of water contamination in lubricating oils may
be increased sodium and chlorine contents, especially in marine
applications.
Water also catalyses oil oxidation and acid formation and may react with or
precipitate the oil additive compounds, the base oil and with suspended
contaminants. The effects of all these reactions are undesirable by-products
such as varnish, lacquer, sludge, organic and inorganic acids, surface
deposits and lubricant thickening (polymerisation). These reaction products
also consume the oxidation inhibitors of the lubricating oil.
Observe that some water analysis methods may result in higher values than
the recommended distillation (ASTM D 95) method. For example IR
(Infrared spectroscopy) methods used by some laboratories, especially for
so called "fast analyses", have typically been found to result in slightly
higher ( 0.1 0.2 vol-%) levels than the distillation method. A simple test
for water in oil is the "crackle test", where a drop of oil is placed onto a hot
surface, if it crackles and sputters too high quantities of water may be
present in the oil.
The maximum allowed water content in the engine lubricating oil is 0.3 vol% (or weight-%).

Services, Wrtsil Finland Oy

Operating Instruction
Issue
04

Document No.
WT98Q001

Page
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Insolubles
Hard solid particles, which may be present in lubricating oil systems are for
example shop debris such as welding or grinding splatter (in new systems),
sand, clay, etc. earth materials and wear fragments. If their size is close to
the oil film thickness, they may embed or abrade surfaces, thus reducing
component lifetime. Abrasion can be detected on a worn part by observation
of parallel scratches in the direction of sliding or by microchips and abrasive
particles presence in the used oil.
Semi-solid contaminants are generally oxidation and/or thermal
polymerisation products, carbonaceous material, microorganisms and oil/
additive/water reaction products, etc. In lubricated systems, these and other
small particulates contribute to sludge, which collects and plugs pipes,
pumps and orifices possibly resulting in too low oil flow. If there are
oxidation products present, they can be measured by an increase in TAN,
pentane- and toluene insolubles, IR spectrums and the amount of filter
residue.
TAN tests and filter residues do not necessarily measure the actual lubricant
degradation products, but rather the presence of a semi-solid materials, and
the evaluator has to make a judgement on the source.
The maximum allowed insolubles level is 2.0 w-% (as n-pentane insolubles).
The recommended insolubles level for optimum performance of the
lubricating oil in the engine is < 1.0 w-% (as n-pentane insolubles).
Flash point
The flash point analysis is mainly a safety concern. A low flash point
indicates presence of light, easily evaporating hydrocarbon compounds in
the lubricating oil. This increases the risk of crankcase explosions and
engine failures.
The minimum allowed flash point is 170 C for the Pensky-Martens closed
cup (PMCC) analysis method and 190 C for the Cleveland open cup (COC)
analysis method.
Elemental analysis
Elements are here divided into four groups according to their origin.
However, note that some elements belong to several groups and that
different construction materials may be used in different engine types, i.e.
component specifications should be checked in each case, before making
any detailed conclusions.
1.

Wear metals

The most common wear metals in lubricating oil analyses are iron (Fe),
chromium (Cr), lead (Pb), copper (Cu) and tin (Sn). In the engine
components there can also be smaller amounts of aluminium (Al),
molybdenum (Mo), nickel (Ni) and antimony (Sb) present.
The iron content in lubricating oils reflects mainly piston and cylinder liner
wear. Fresh oil may also contain a small amounts (< 15 ppm) of iron,
originating from transfer pipelines or tanks, if the oil is not delivered as a
bulk. Note that iron may also be used as an additive in some lubricating oil
formulations.

Services, Wrtsil Finland Oy

Operating Instruction
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04

Document No.
WT98Q001

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The chromium content in lubricating oils indicates mainly piston ring wear.
Lead can be present in the overlays of gudgeon pin bearing bushings,
camshaft bearings, bearing bushing for camshaft end and thrust washer.
Copper can enter the lubricating oil from lubricating oil pump bearings,
bronze bearings of rocker arms, roller pins for tappets and gudgeon pin
bearing bushings. If the Cu content is abnormally high (> 10 - 15 ppm), the
reason is probably presence of exhaust gas in the inlet air, for example due
to exhaust gas leakage, recirculation or from external sources. If there are
exhaust gases present in the inlet air, the sulphur compounds from the
exhaust gases will gradually corrode the charge air cooler material, which
contains copper. The copper will then enter the lubricant via the combustion
space and blow-by gases to the crankcase. In these cases the Cu content
of the lubricating oil can be even as high as 30 - 50 ppm.
Possible sources for tin are big end bearings, main bearings, gudgeon pin
bearing bushings, camshaft bearings, bearing bushing of camshaft end and
thrust washer.
The most probable source for aluminium and nickel is the fuel (HFO), but
(Al + Si) may also enter the lubricating oil from engine parts.
2.

Fuel oil originating elements

The source of vanadium (V) and nickel (Ni) is normally HFO. There may
also be small amounts of these elements present in LFO. The lubricating oil
vanadium and nickel contents normally achieve an equilibrium, which are
1 - 2 times the V and Ni contents of the fuel.
The source of aluminium (Al) and silicon (Si) is normally HFO. Oil refineries
equipped with a fluid catalytic cracker (FCC) unit use zeolites (aluminium
and silicon compounds) as catalysts. Occasionally some catalyst rests
("cat fines" = Al + Si), can be present in fuels and thus enter the lubricating
oil during operation. Silicon is also typically used as an antifoaming
component in lubricating oils.
The source of sodium (Na) is normally HFO, but presence of sodium can
also indicate sea water leakage, through the central coolers or water
leakage in the closed cooling water system. The most commonly used
cooling water additives are sodium nitrite + sodium borate and sodium
molybdate based products.
3.

Water originating elements

Sodium, see above.

4.

Lubricating oil additives

Calcium (Ca), phosphorus (P) and zinc (Zn) are normally used in lubricating
oil additive packages. The calcium content is depending on the BN, the
higher the BN the higher the Ca content. For example a BN 30 oil contains
Ca 1.0 1.1 w-% and high BN (50 - 55) oils contain Ca 1.8 2.0 w-%.

Services, Wrtsil Finland Oy

Operating Instruction
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04

Document No.
WT98Q001

Page
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The phosphorus and zinc contents are depending on the additive chemistry
used in each specific case and can vary significantly. In most lubricating oils
used in the WRTSIL medium-speed diesel engines the P content of the
fresh oil is 200 - 1000 ppm and the Zn content 200 - 1100 ppm. In used
lubricating oils these values can be somewhat lower.
Silicon, see above.
Typical elemental contents in used oils
Table 2 presents the typical contents of different elements in used
lubricating oils, recorded from both HFO and LFO operated engines. The
table also shows guidance values for what can be considered abnormal
levels for different elements in used oils.
The limits in table 2 should be kept as guidelines only. Elemental
concentrations above the abnormal levels call for attention and indicate that
something abnormal is obviously happening in the engine or in the
lubricating oil system. An engine inspection is worth to consider especially if
the values being above the abnormal levels show a continuously increasing
trend.
It should be noted that typical elemental concentrations may be slightly
different for different engine types. Differences can also be found depending
on engine application (power plant, main engine, auxiliary engine, etc.). The
fuel quality and the fuel elemental composition also influence on the
concentration of fuel originated elements in used lubricating oils.
Changing of lubricating oil brand
Top-up with another lubricating oil brand than being filled to the system is
not allowed, except if the both two lubricating oils originate from the same
manufacturer. E.g. if company As BN 40 oil is filled into the oil system and
top-up with same company As BN 50 oil is desired, that can be done
provided that both products are based on same base oils and additive
technology. Otherwise the lubricating oil system has to be drained and then
filled with another brand by following the procedure described here below.
In order to minimize the risk of lubricating oil foaming, deposit formation,
blocking of lubricating oil filters, damage of engine components, etc., the
following procedure should be followed when lubricating oil brand is
changed from one to another:
If possible, change the lubricating oil brand in connection with an
engine (piston) overhaul.
Drain the old lubricating oil from the lubricating oil system.
Clean the lubricating oil system in case of an excessive amounts of
deposits on the surfaces of the engine components, like crankcase,
camshaft compartment, etc.
Fill the lubricating oil system with fresh lubricating oil.
If the procedure described above is not followed, responsibility of possible
damages and malfunctions caused by the lubricating oil change should
always be agreed between the oil company and customer.

Services, Wrtsil Finland Oy

Operating Instruction
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04

Document No.
WT98Q001

Page
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Environmental aspects and handling

Fresh lubricating oils normally contain no particular toxic hazard, but all
lubricants should always be handled with great care. Used lubricating oils
may contain significant amounts of harmful metal and PAH (Poly-Aromatic
Hydrocarbon) compounds. Avoid prolonged or repetitive contact with the
skin and breathing of oil fumes. Prevent any risk of splashing and keep
away from heat, ignition sources and oxidising agents. Risk of long term
contamination of the soil and the ground water. Take appropriate measures
to prevent water and soil contamination.
Store in tight and leak proof containers protected from water and
condensation. Avoid increased temperatures and large temperature
fluctuations.
Element

Unit

Iron, Fe
Chromium, Cr
Tin, Sn
Lead, Pb
Copper, Cu
Silicon, Si
Sodium, Na
Aluminium, Al
Vanadium, V
Nickel, Ni

ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm
ppm

HFO,
Typical values
10 - 40
0-3
0-3
0-3
0-5
10 - 40
10 - 50
0 - 10
1 - 2 * fuel V
1 - 2 * fuel Ni

HFO,
Abnormal level
> 50
>5
>5
>5
> 10
< 5 or > 50
> 100
> 20
> 2 * fuel V
> 2 * fuel Ni

LFO,
Typical values
5 - 15
0-3
0-3
0-3
0-3
1 - 15
0 - 10
0-5
0-3
0-3

LFO,
Abnormal level
> 25
>5
>5
>5
>5
> 20
> 20
> 10
>5
>5

Table 2. Typical and abnormal contents of different elements in used lubricating oils
Letter distribution

Wrtsil Services Network and operators/owners of engines concerned.

Letter validity

Until further notice. Replacing issue 03, dated 16-Oct-2003.

2012 Wrtsil Finland Oy All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying,
recording, taping or other information retrieval systems) without the prior written permission of the copyright holder. Wrtsil Finland Oy
makes no representation, warranty (express or implied) in this publication and assumes no responsibility for the correctness, errors or
omissions for information contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document is to be construed as provided due to a
defect in the engine, but merely as an improvement of the engine and/or the maintenance procedures relating thereto. Any actions
by the owner/operator as a result of the recommendations are not covered under any warranty provided by Wrtsil and such
actions will thus be at the owners/operators own cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH RESPECT TO THE
INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES
ONLY.