What is a Flashpoint?

We use the flashpoint test to determine how much fuel dilution is present in your oil. Technically speaking, the flashpoint is the lowest temperature at which a liquid will generate sufficient vapor to flash (ignite) when exposed to a source of ignition or fire. In other words, at what temperature do the vapors coming off your oil catch fire? For most gasoline oil samples, it’s around 380°F. For most diesel samples, it’s about 410°F.

Each brand/type of oil has an expected “should be” value for the flashpoint, and when the lab test results read lower than that value, it shows a contaminant in the oil. Most often that contaminant is fuel, though other things can affect the flashpoint too, such as solvents (like engine cleaner additives) or water. We calculate the amount of fuel present based on where the flashpoint is relative to the “should be” value and the volatility of the type of fuel you’re using in the engine. Alternative fuels like B20 can have a different impact on the flashpoint than standard fuels, so be sure to let us know if you’re using anything other than standard gas/diesel as fuel in your engine.

Based on the margin of error for the methodology we use for measuring the flashpoint, the lowest fuel dilution value you’ll see on one of our reports is <0.5%. That’s our way of essentially saying that no measurable fuel dilution was detected in the oil. If the flashpoint of your sample reads the same as the “should be” value, we’ll report a “TR” (or trace) of fuel dilution. In other words, it’s likely there was a very small amount of fuel dilution present, but not enough to quantify. After that, you’ll see fuel dilution reported as a percentage of the sample. The most fuel our test can accurately read is 10%. If you have more than that, we’ll report >10% (and you should head to a mechanic).

How much fuel is too much? It depends. We have different allowances for different types of engines based on their typical operational conditions, and we share those values in the “should be” column. If you’re constantly exceeding those values, you might consider the type of operation the engine sees just before sampling. Are you idling the engine to warm it up? Have you just been running errands around town? Is the dealer changing your oil (and starting your engine briefly to pull the vehicle onto a lift)? That type of operation can introduce a little fuel dilution into the oil and as such isn’t necessarily a concern. If the amount of fuel in the oil is consistently above 2.0-3.0%, or if it’s increasing from sample to sample, that might indicate a more serious problem.

A little fuel dilution – the type you’d get in your oil from operational factors — will cook out of the oil once the oil reaches operational temperature. If there’s a fuel dilution problem, though, you’ll see telltale signs: a rising oil level, high fuel dilution readings in testing, a strong fuel smell to the oil, and possibly low viscosity readings and increasing wear as well. The concern with excessive fuel dilution is that it dilutes and thins the oil, which might limit the oil’s ability to effectively protect and cool your engine.

By |2024-09-19T10:43:23-04:00July 13, 2023|Articles, Lab Tests|Comments Off on What is a Flashpoint?

Spectrometry: The Marvel of the Lab

We occasionally get questions about how oil analysis works. You send your oil to us and you get a report back, but what happens in the lab? Is it magic? Some sort of voodoo? What happens to the oil that allows us to determine what’s in it?

At the heart of oil analysis is a spectrometer. It is the machine that allows us to quantify wear metals, additives, and contaminants in oils, making oil analysis a useful service in predicting potential problems in engines and machines of all types.

The plasma in the process

A spectrometer can be aimed at a star to determine what elements may exist in the star, if all the star’s light is being generated by the star (rather than reflected off the star). Spectrometry works on the same principle, but we have to first create the light. We do this by converting the actual oil into light energy. This is done by injecting the oil into something called plasma. You can think of plasma as a flame, since it looks like a green flame. But plasma is much hotter than a normal flame, and it needs to be in order to do its work. The plasma we use has a temperature of about 10,000° C. Plasma is actually the highest state of energy (the states of energy being solid, liquid, gas, and plasma).

Different types of plasma have been used over the last several decades that oil analysis has been commercially available. Early on, plasma was electrically generated as an arc. The drawback of an electric arc is that as it is generated, it can vary in intensity because the electrical part generating the arc erodes. The erosion causes changes in system resistance, resulting in variable plasma intensity. When using plasma to read the intensity of light from elements, it’s best if the plasma’s light is constant. Otherwise, errors can be introduced into the process.

Inductive coupled plasma, known in the trade as ICP, works by converting argon gas into plasma. So long as the argon pressures and flow rates don’t change, and the power causing the plasma’s generation is steady, the intensity of the plasma stays the same. This gives ICP spectrometry the industry gold star for incredible accuracy.

The rainbow connection 

To understand what happens next, think of a rainbow. When you see a rainbow, what you’re really seeing is moisture droplets in the air acting as prisms to separate the various wavelengths of light into individual colors that can be seen by the human eye.

A spectrometer uses this same principle. A prism inside the machine takes the “light” that’s generated by injecting the oil through the plasma and separating it into the different light frequencies of the elements. Each beam of light is then directed to a tiny slit on what is called an aperture plate. The aperture plate is a thick metal device, about 10 inches wide by 18 inches long, and the slits engraved in it are finer than a human hair. The aperture plate allows us to measure the intensity of each beam, using a device known as a photomultiplier tube.

A photomultiplier tube senses light and reacts to its intensity by vibrating faster as the light intensifies. Voila! By placing a photomultiplier tube at one of the slits on the aperture plate, we can get a digital readout of the intensity of light for any particular element in an oil sample. However, as amazing as this process is, the spectrometer is dumb as a box of rocks if the operator doesn’t install a program that will let the computer strut its stuff.

Let’s recap what we’ve learned so far. We know that argon is turned into extremely hot plasma, which burns the oil completely, turning it into light waves. The spectrometer refracts this light with a prism and then optically directs the distinct light frequencies of each of the elements to a slit in an aperture plate. A photomultiplier tube travels to each of the light slits and “reads” the amount of light there by vibrating. This marvelous arrangement still can’t tell us what we want to know without further instructions.

Setting the standard

The next step in determining what is in the oil (and in what quantities) comes in the form of “standards.” You can think of standards like your daily vitamin. Just as you can buy vitamins that contain a certain amount of iron, the iron standard (which is a liquid) contains a certain, “standard” amount of iron. You can buy standards that contain however much of any element you need.

Each standard has a certain amount of a particular element in it. If we want to know, for example, how much iron is in an oil sample, we need to give the spectrometer something to measure against. This allows it to know how many vibrations to count to determine how much iron is present. The first standard we use is a blank — that is, a zero standard — that has no iron in it. At the iron slit in the aperture plate, the photomultiplier tube vibrates at a certain rate per second. Then it remembers that rate as zero. Then, for example, a 100 ppm iron standard is fed into the machine, and again the photomultiplier tube vibrates, but this time at a faster rate. The machine remembers this rate is equal to 100 ppm. Setting the standards in the spectrometer is a process is known as calibration, and it’s something we do many times each day. It allows the spectrometer to know what standards it should be measuring against.

The spectrometer records each element’s information into a chart and uses the chart to determine how much of each element is an in actual oil sample. This process, where the photomultiplier tube travels to each slit and vibrates, repeats for each element we want to measure in an oil sample. The vibrations are translated to ppm (parts per million) readouts using the charts that were set up by the standards. Suddenly the spectrometer looks like a genius! It vaporizes the oil and tells us how much of each element is present in the sample.

There are 72 elements on the periodic chart that make enough light, when injected into the plasma, to be read on a spectrometer. Some elements make lots of light and are easy to analyze accurately. Others, like tin, make very little light and are more difficult to accurately gauge. This, along with differences in standards, calibration, and the set-up of different spectrometers, is the reason that you may find differences in the results coming from different laboratories.

A spectrometer is like your television or your car — you don’t have to understand how it works to use it. There is only one answer to how much iron, copper, or any other element may exist in an oil sample. We think ICP spectrometry has the best shot at giving you the correct answer. It is accurate and repeatable, which is a requirement for giving you an accurate appraisal of how your engine is doing mechanically based on its wear properties.

By |2024-09-19T10:44:38-04:00July 13, 2023|Articles, Lab Tests|Comments Off on Spectrometry: The Marvel of the Lab

What are Insolubles?

The insolubles test measures the total insoluble materials in an oil sample — that is, all solid or liquid materials that are not soluble (won’t mix) in with the oil. We test insolubles using the centrifuge method. A measured volume of oil is mixed with a heated solvent, agitated, and spun at high speed. Insoluble materials collect at the bottom of a tapered glass test tube and can then be quantified. The insolubles level indicates how fast the oil is oxidizing and how effectively the oil filtration system is functioning.

Virgin oils shouldn’t have more than a trace of insolubles in them. The insolubles in virgin oils are from the normal oxidation process of the oil, which leaves free carbon in suspension when oxygen forms with hydrogen (oil is a hydrocarbon). Or they can be from additives that have fallen out of suspension.

Industrial oil normally contains a very low level of insolubles due to the few and relatively mild heat cycles the oil experiences (heat cycles accelerate the oil’s normal tendency to oxidize). Further, oil filtration on industrial machines may filter particles as small as 2 to 10 microns, keeping the oil pristine for a very long time, often years.

Automotive and aircraft oils however, suffer the most difficult environmental problems of all types of oils we analyze. They regularly receive blow-by products from the combustion process, and they suffer extreme heat cycles. Any contaminant will accelerate the oxidation process, causing insoluble materials to increase. Because excessive solid material in the oil limits the oil’s ability to lubricate effectively, an engine oil with a high level of insoluble material needs to be changed.

Excessive insolubles can form if the oil or engine is running hot, is receiving more than a normal amount of contamination or blow-by, is suffering more (or more severe) heat cycles than is normal, is being run longer than a typical use cycle, or, on the other side of the coin, if oil filtration is marginal or relatively ineffective.

If we found no contamination in your oil and your oil change intervals are normal, we often mention a problem at oil filtration as a possible cause of higher insolubles. Your oil filter may be inferior, or it is possible the oil filter bypass valve has relieved if the filter is becoming restricted. The filter system bypass may also open upon unusually cold starts when the oil is too thick to pass through the filter media. Once the bypass relieves, the filter is effectively out of the system.

The insolubles test is a fair measure of several possible problems in your engine. One high reading needn’t be a cause of concern. Several high readings in a row merit investigation of what the problem may be.

By |2024-09-19T10:45:32-04:00July 13, 2023|Articles, Lab Tests|Comments Off on What are Insolubles?

Particle Count Test

The ISO Code (also known as the particle count test) is a system for representing particle concentrations in oil. The test is commonly referred to as the particle count. Without the use of the ISO Code, a confusing series of numbers would have to be examined to determine how clean an oil is.

In oil laboratories, automatic particle counters determine the ISO code. Below is a particle count report for hydraulic oil.

The particles are counted in six different size ranges (see the sample Particle Count test results below). Every particle count test by Blackstone is reported in ISO 4406 (2- and 3-number codes), NAS 1638, and SAE AS4059 formats. The left column shows the size in microns. The right column is the number of particles per mL of sample that were found to be larger than each micron size. In the chart below, the number of particles larger than 14 microns in size was 169.2.

The ISO 3-number Code in this example is 18/17/15. These three numbers (18, 17, and 15) identify a range of particles counted in the size above 4, 6, and 14 microns, respectively.

The ISO 2-number code in this example is 17/15. Those two numbers (17 and 15) identify a range of particles counted in the size above 5 and 15 microns in size. The chart does not list the actual number of particles counted at 5 and 15 microns.

The higher the ISO Code, the dirtier the oil. However, different oils can have different allowances for what we deem “clean” or “dirty.” The chart below shows the clean to dirty ranges for four types of oil:

But wait! How do we arrive at the 18/17/15 or 17/15 range? Using this chart:

Confusing, right? That’s why we use the code. Most equipment manufacturers will list guidelines as to what cleanliness code is acceptable, and that’s all you need to know.

By |2024-09-19T10:32:30-04:00July 13, 2023|Articles, Industrial, Lab Tests|Comments Off on Particle Count Test

Industrial Oil Analysis

Industrial machinery literally runs on oil, and that oil needs to be maintained. Oil that becomes wet, acidic, or abrasive will turn on its host (machine) and become a liability. Oil analysis can help.

Maintenance programs, when in place at all, have historically depended on a time-based change program (often at an annual shutdown). While this is better than nothing, with time-based intervals, you have no idea whether the oil actually needs to be changed or not. Changing the oil is time consuming and if you’re throwing away good oil, you’re tossing money down the drain, hurting the bottom line. 

Through analysis, you can monitor the condition of your oil to ensure the oil change interval is correct, and you can also monitor the health of machines, scheduling inspections and repairs during planned down-times instead of waiting for mechanical failures.

Moisture problems

Industrial oils run “cold” compared to other (such as automotive-use) oils, and they tend to accumulate moisture. The moisture comes from humidity in the air, or in some cases, it’s directly introduced to the oil from coolants and related systems. Moisture affects the lubricity of the oil, decreasing its effectiveness. Moisture in the oil can cause a variety of problems, such as poorly running hydraulic rams, machine seizing, and chatter.

Another negative effect of moisture in oil is acidity. Oil, by its molecular nature, cannot become an acid. But there is always a little moisture present in oil that’s operating at relatively cool temperatures, and that moisture can turn acidic. Acids in a machine’s oil sump will corrosively attack internal parts — not only the metallic parts, but the seals as well. Corroded valves become ineffective. Many headaches in a machine’s operation can be directly attributed to oil condition. Though oils do not respond to the pH test, there is a neutralization test called Total Acid Number (TAN) that can easily spot oil that is becoming problematic.

Abrasion problems

Industrial oil becomes abrasive from wear metals, abrasive dirt, and particle contamination. Too much metal in the oil can make the oil itself abrasive, causing a snowball effect in wear or seal degradation. Machine seals are lubricated by the system’s oil, and they will last a long time if the oil is maintained effectively. If not, the seals will degrade and cause leakage. Leaking machines require pans under them, which need to be vacuumed regularly, and the waste oil poses a disposal problem. Fresh oil is purchased needlessly, running up maintenance costs. Machines that leak also run the risk of being run low on oil and having improper oils used as replacement. All these expensive problems can be eliminated by keeping the oil in serviceable condition.

What about filtering the oil?

Many industrial operations hire filtration companies to filter insolubles and abrasive contaminants from their oil. Some plants operate their own filtration equipment. Filtering oil that’s currently in use is a good idea, and it helps companies avoid needlessly purchasing virgin oil products, but it has limits. Not everything can be removed by filtering the oil, and some filtration systems are less effective than others. Oil analysis can help determine which oils need filtering or changing and it can help determine the effectiveness of a company’s filtration program.

Not all wear metals and abrasive contaminants can be filtered out of the oil; they tend to accumulate and eventually reach levels that leave the oil unserviceable. A test known as the ISO Cleanliness Code (also called a “Particle Count“) can be used to rate the cleanliness of an oil sample. This test also shows the effectiveness of the machine’s in-line oil filtration.

Preventive maintenance

When a machine you depend on for your daily output fails, it costs far more than the cost of repairs; a company can lose millions in down time and lost production. When you think of it, the cost of a routine oil analysis for your machines may be the least expensive insurance you can buy to keep your machines mechanically healthy, well lubricated, and functioning trouble-free.

Need kits? Order yours today!

By |2024-09-19T10:34:13-04:00July 13, 2023|Articles, Industrial|Comments Off on Industrial Oil Analysis

The Silicon Question

In one of the early years of our business, we were visited by a gentleman from another laboratory. I remember him standing in our lobby emphatically stating that the element silicon – when it appears in the spectrometry of oil – has one source and one source only: abrasive dirt.

He was wrong. Many people believe silicon only comes from dirt, but myriad sources of silicon exist. In oil analysis we look at elements rather than molecules, so silicone from harmless sealers and silicon (no “e”) from abrasive contaminants will both read as the elemental form of silicon. We use deductive reasoning to determine whether the silicon is abrasive or not, and sometimes the answer isn’t entirely clear just by looking at the data. In those cases we’ll cover all the bases and talk about the different sources of silicon and offer a variety of suggestions on how to proceed. Some forms of silicon will harm an engine, and others will not.

Harmless silicon

Silicone-based gasket sealers used in engine assembly and repair show up as high silicon in an oil sample. Any oil sample taken from a new, rebuilt, or repaired engine typically reads high in silicon. Oil from some types of new engines may contain as much as 400 ppm silicon. You can ignore the high silicon in these cases since it is harmless and will wash away by the third or fourth oil change.

Certain brands of engine oil and aftermarket oil additives contain silicon as an anti-foaming additive. The oils that use silicon as an additive can use up to 15 ppm of silicon or so, and we’ve seen silicon in aftermarket additives reading up to 850 ppm. It’s always important to let us know what oil brands and additives you’ve used so we can take that into consideration when writing your comments.

Your sampling procedure might introduce some silicon to the oil as well. The silicon might be from dirt around the drain plug or from a dirty collection pan if you’re dipping the sample out of the pan after you drain the oil. We’ve seen silicon read at several hundred ppm from using new plastic tubing or turkey basters to pump/collect samples. Silicon introduced in the sampling process is harmless to the engine internals.

Harmful silicon

Silicon can read high in an oil when coolant seeps into the oil system. It comes from silicon (rust) inhibitors used in the antifreeze. While the inhibitors aren’t necessarily harmful, the antifreeze certainly is, and you will want to seek repairs before the engine is seriously damaged.

Finally, there’s the abrasive form of silicon: dirt. Abrasive contamination causes poor wear in the cylinders, so if you see high silicon and poor cylinder wear, chances are good the silicon is abrasive. Check the air filter: Is it dirty? Installed properly? Check the seals and connections to make sure they’re properly sealed. Check the air box for rodent or insect nests, particularly if the engine hasn’t been started in a while. Look for cracks or leaks in the induction tubing. In aircraft engines, check the carb heat/alt air doors to ensure proper sealing.

Silicon has several possible sources in analysis. The more information we have about recent engine work, oil brands, aftermarket additives, and your sampling procedure, the easier it is for us to work with you to help determine whether the silicon is abrasive and what steps you should take to protect your engine. At Blackstone Laboratories, our analysts consider all these factors when making recommendations to help you prolong your engine’s life. In the end, that’s what it’s all about! 

By |2024-09-18T14:25:15-04:00July 12, 2023|Aircraft, Articles, Gas/Diesel Engine, Industrial, Lab Tests, Marine|Comments Off on The Silicon Question

Do I Need a TBN?

What is a TBN, and who uses it? In short, a TBN (Total Base Number) measures how much base (as in base vs. acid) additive is in the oil to offset the effects of acids coming into the oil from combustion and other sources. Scientifically speaking, the TBN is one of two “neutralization number” tests run on oils. The TAN (Total Acid Number), which is used for hydraulic and gear oil, is the other. The TBN test is useful for anyone who wants to extend their oil use beyond the normal range.

The oil’s function is to lubricate, clean, and cool the engine. Additives are added to the oil to enhance those functions. The TBN will start out reading in the 6.0 to 14.0 range (depending on the oil and whether it’s meant for gas or diesel engines). When you first start using the oil, the TBN tends to drop sharply. Then it levels out and drops more slowly after that. The lower the TBN reading, the less active additive the oil has left. A low TBN test result, meaning very little additive is left, is down around 1.0 or lower.  

The TBN is not the only factor to consider when determining how long an oil can be used. If wear accumulations and insolubles in the oil build up and become abrasive, we would recommend changing out the oil, no matter how high the TBN reading.

We offer a TBN test on any gasoline or diesel oil sample for an additional $10. Note: You do not need to send in a virgin sample for us to run a TBN on your oil. Some people like to know where the TBN starts out in virgin oil, and of course we’re happy to test that for you if you’d like. The cost of a virgin oil sample plus TBN is the same as a regular oil sample plus TBN.

By |2024-09-19T10:23:17-04:00July 12, 2023|Articles, Gas/Diesel Engine, Lab Tests, Marine|Comments Off on Do I Need a TBN?
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