Used Oil Sampling for Analysis

Oil provides the cooling, cleaning, lubrication and fluid power for equipment such as motors, engines, transmissions, shock absorbers and differentials.  In essence, oil is the lifeblood of your vehicle and just like a doctor samples your blood to determine your health, oil analysis can determine the health of the equipment and the health of the oil itself. 

Your race car, muscle car, tractor, classic car, diesel pick-up, or diesel big rig can all benefit from an oil analysis regimen to know when to change the oil or to prevent catastrophic failure down the road. 

In the same way that an engine dyno measures horsepower, oil analysis measures engine wear without having to disassemble the engine. Utilizing atomic emission spectroscopy, oil analysis reveals the amount of wear occurring within an engine and reports it in parts per million for each element. For example, increasing levels of tin and lead indicate bearing wear. 

Oil analysis also reveals contaminants such as water, coolant, fuel dilution and airborne dirt/sand. Contamination levels provide insight into the effectiveness of both oil and air filters as well as the tune up of the engine. High levels of fuel dilution indicate possible injector or carburetor problems.  

Finally, used oil analysis provides trend analysis which reveals the “health trend” of the engine. When should the engine be rebuilt? Can the engine run another race? Go another 10,000 miles over-the-road?  

Oil analysis is an economical and highly effective method of monitoring your vehicles condition and detecting early warning signs of problems and failures. However, oil analysis results and diagnoses are only as good as the quality of the oil sample. To maximize the effectiveness of your oil sampling, it must be performed with some important goals in mind.

• The oil sample must be representative of the condition of the lubricant at the time of sampling.
• Sampling should be done carefully to minimize contamination.
• Consistent sampling procedures provide more representative samples as well as  accurate data and trending.
• Samples should be submitted immediately to ensure results are as relevant as possible.

The system should not be idle or “cold”. To maximize data accuracy, the oil sample needs to be representative of the oil as it flows through your equipment during normal operation. The equipment should be running under normal working conditions and operating temperature, so the sample can be taken under conditions that would cause normal wear. Ideally, the equipment should have been running about one hour prior to sampling.

Oil samples should be extracted as quickly as possible after the equipment has stopped to minimize loss of data from the effects of settling.  Have your sampling equipment--hoses, pumps, etc.--ready prior to shut-down, so sampling can be done as soon as possible.  Ideally, oil sampling should be done within 10-15 minutes of shut-down.

Samples should be taken on the fluid return or drain line; basically downstream. The collection point should also be upstream of your filter. Try to avoid sampling from the drain plug. Sumps and reservoirs will hold historical sediment and contaminants not representative of the current state of the lubricant.

Better to pull from the oil dip stick with a vacuum type pump. Insert tube through the fill port or dip stick port. Take sample about midway into the oil level. You should try to draw your samples at the same level each time. A quick-connect sampling valve can be installed on high pressure ports to improve sampling.

Establish consistent oil sampling procedures to ensure repeatability and accuracy of oil analysis results. This also ensures accurate historical trending.  All maintenance personnel should follow the same procedure for sampling. Sample from the same location, and sample at the set frequency.

 

This story is a follow up to Friday's Things You Can Learn from Oil Analysis.

Things You Can Learn from Oil Analysis

The other day I wrote about the 2021 Cummins engine that is going to have a 100,000 mile oil change interval. The caveat is that it is actually an 85,000 mile change interval unless you do routine oil analysis. 

Now the truth is, with the kind of money we spend on a diesel, the cost of oil analysis is just pennies. Why not take care of your equipment and make it last? Oil analysis is one of the best ways to do this. 

You can see rust on a truck body, the visible outer shell of your machine. But what's happening on the inside? Oil analysis uses science to determine the condition of your oil. It will also provide clues as to the condition of your engine, whether you have smooth sailing ahead or macabre mayhem. Dan Arcy, in a 2019 Fleet Equipment story, describes it as an "early warning system." And it is.

In short, what Cummins is saying is that oil analysis has real value. It's a cost effective tool for extending the life of your equipment. 

What a good oil analysis does is identify wear metals in the oil. The experienced lab has vast quantities of historical data which enables them to identify what is going on based on the wear metals in your oil. Arcy notes that high levels of iron might point to cylinder wear. Unusual levels of chromium, aluminum, copper or tin will help identify other problems. 

Some wear is normal. An experienced lab will point out for you what is not normal, and what this means.

Your oil analysis report will also give you insights into the fluid itself. Do you have glycol in the oil? Water? Is your viscosity correct? Have you had fuel dilution? 

Silica is a nasty and unwelcome guest in any engine. You can also find copper, potassium or lead as well. Each item on the lab report is there to teach you something.  

According to Mike Wyant of PetroChoice, the two most common problems are dirt (inadequate or improper filtration) or water (leaking through seals.) Each of these require attention, the sooner the better.

Click here to see a sample of a 2015 report from PetroChoice. 

Photo Credit: Science in HD

Looking for a Career? 10 Reasons to Become a Diesel Mechanic

Engine Builder Magazine featured a good article at the end of August on reasons why you may want to consider becoming a diesel mechanic. In fact, the article suggests that there's never been a better time to be a diesel mechanic than now, and it lays out a lot of good reasons.

I'll start with this, though. Even before I read the article, I've known that we have some real areas of need in our society, especially in the trades. I don't know if kids aren't motivated to work with their hands, or if they think it's uncool. Maybe they've bought into the idea that engines are part of the past and electric cars or public transportation will make this field of endeavor seem like a dead end. My reply: Not for a long, long time.

Let's turn to the article. 

The author is Karen Scally of GearFlow.com. And the very first reason she cited is the first that came to my own mind. The only difference is that she's got numbers. To write this article Scally approached Tim Spurlock, CEO  and founder of the American Diesel Training Centers, and picked his brain. This is a guy with his thumb on the pulse of what is happening in the diesel realm. These are the ten reasons he offers to consider a career as a diesel mechanic.

1. A Shortage of Mechanics
There are more than 19,000 openings for diesel mechanics at Indeed.com, a premiere site for job listings. There's another 17,000 listings for heavy equipment mechanics. Spurlock says this probably represents only half of what's available out there. The need is great, and there are probably 25% fewer mechanics than openings. The real need for diesel technicians is between 30,000 and 50,000 a year, he says.

Furthermore, experienced diesel mechanics are leaving the market faster than they can be replaced.

2. Cost of Post-Secondary Education
The costs have gotten too high in most schools and the kids graduate with too much debt. That kid, fresh out of school, is not going to be paid what he needs to live and to pay down his debt. It's a serious issue.

3. Cheaper and Faster Training Exists
In reality, alternatives to the post-college route. This is what prompted Spurlock to start the American Diesel Training Centers (ADTC).

4. Basic Skills Get You Hired
Most skills overtrain when they don't need to, Spurlock says. What you need in most cases is a foundational understanding, not a comprehensive one. You're not building an engine, you're maintaining equipment. You do not need to be an engineer.

When Spurlock started ADTC he did extensive research as regards what was important for new mechanics to know, determined by those who do the hiring. There were 420 essential tasks identified and their program was designed to teach mastery of these fundamentals. "Essentially we're a boot camp for truck and heavy equipment mechanics," he says.

5. Work and Train Simultaneously
The program is designed to enable students to work they jobs while taking classes. It's designed for working adults to help them transition into a career with upward mobility.

6. Student Loans Aren't Necessary
The tuition is $10,000 but the school has alternative mechanisms in place to help students resolve the financial aspects of training.

7. Adaptive Online Curriculum
Not everyone likes school, so ADTC has alternative approaches to getting students trained.

8. Not Just for New Grads
Many technical schools are a vacuum for young people just out of high school. The average age for students at ADTC is 27. There's a greater seriousness and level of commitment to finding career solutions once they have experienced a little of the real world. They even have a special 5-week program for veterans that accepts student tuition from the GI Bill.

9. Training Opens Doors to Many Career Paths
Training to work as a diesel mechanic is not a dead end. That is, your ability to work on diesel engines can lead to all kinds of other opportunities. Many car dealerships, for example, will annually send mechanics to get further training in other kinds of engines. The door, once open, is a stepping stone to much more.

10. Make More Money
According to Spurlock the job placement rate for students has been near 100% with grads now working at more than 140 companies. "Most of our folks are placed before they graduate," he says.

________

Each of these 10 arguments for becoming a diesel mechanic was expanded on at length in the article. You can read it in its entirety here:

https://www.enginebuildermag.com/2020/08/10-reasons-to-be-a-diesel-mechanic/

In a world where networking is everything, this seems like an especially compelling argument for ADTC. And yes, the article sounds like a sales pitch for the school, but the arguments for considering this kind of career are valid. I would make sure you do your due diligence. It does sound like they've done a thorough job of thinking through the issues.

Whichever route you take, if you have the slightest inclination toward turning a wrench... it's good to know that there are opportunities for those who are motivated.

The New Cummins Heavy Duty Diesel Engine and the 100,000 Mile Oil Drain Interval

As every truck or car enthusiast knows, autumn is the time when manufacturers begin to showcase their greatest gear for the coming year. While mainstream media focuses on the elections, there are thousands of other journalists who plan their annual trip to Las Vegas to attend the SEMA Show that they might see first-hand the latest and greatest wares in the auto aftermarket.

Sadly, this year's event -- like so many others -- is going to be virtual. 

This does not prevent carmakers and engine builders from finding ways to flex their muscles a little. Even if only virtual, the World Wide Web is the greatest shopping mall in human history. 

Which brings us to the 2021 Cummins HD X12 and X15. The latest versions of Cummins' emissions-compliant on-highway power plants were introduced at a virtual press event on October 13. The information here is from Truckinginfo.com.

The 2021 engine designs "combine new fuel- and cost-saving features with the proven architecture of the X-series platform." What this means is that customers will experience better fuel efficiency across the entire engine lineup "along with more uptime and greater reliability." 

100,000 Miles!

After taking a deep dive through the features and benefits of the new engines, author Jim Park devoted time to the big reveal: a 100,000 mile oil change interval. 

In the 90's, the CEO of GM stated that it was his desire to see cars produced with a 100,000 mile oil change interval. Consumer studies showed that frequent oil changes were the biggest hassle with regard to owning a car. 

So it's intriguing to see Cummins has stepped up to the plate on this one. Their current oil change interval was already 75,000 miles "for trucks getting 7 mpg or better. (In other words, operating efficiently.) Next year, Cummins has extended the drain interval another 10,000 miles, and supports a 100,000 mile change interval when truck owners used the Cummins OilGuard oil analysis program.

To their credit, Cummins does not specify oil selection as long as it meets standards. Champion is offering special pricing right now for their Blue Flame oils, for what it's worth. (Click on photos in righthand column.) 

The article details a number of hardware changes for the 2021 engines, both electronic and hardware. Air handling has been improved as well as other efficiencies so that the engine runs quieter at idle. 

There's plenty more to write home about. You can read the full story here.

 Photos: courtesy Cummins

See How the Other Half Lives. The 2021 Escalade Offers Diesel

It's that time of year when cars become the stars as every make and model unveils its assets and invites the media to shine a spotlight on what they have to offer. This story from FoxNews on the new Cadillac Escalade was in my inbox yesterday. I learned a lot in reading it. Did you know you can get a 2021 Escalade with a turbocharged 3.0-liter inline 6-cylinder diesel engine? Whoa! 

The Escalade has been the best-selling model in the luxury SUV category for. six years straight, despite a number of rather significant shortcomings. It certainly has a positive impact on sales when celebrities and billionaires are known to drive Escalades (or be driven around in them.) As a consequence it's a status symbol for wealthy suburbanites. Its chief rivals would be the Lincoln Navigator, BMW X7 and Mercedes GLS. 

The 2021 Escalade offers a choice between the diesel power plant and a 6.2 liter V-8. Those interested in fuel economy, as well as towing muscle, will be drawn to the diesel.

The article makes much of the dashboard which includes a touchscreen infotainment center and other mind-spinning gadgets and gauges. The information on your windshield view is more robust than Google glasses, and you'll be intrigued by the photo in this story which is full of information. 

The Escalade gives new meaning to the concept of surround sound as well. There are 36 speakers distributed about the interior, making you feel more than just "at home" in the car. In fact, some people may event want to trade their homes for this car.

A chief complaint about previous Escalades had to do with the suspension, but they've addressed that here. Not only does the Escalade have a fully independent suspension, but it also has optional computer-controlled shocks and air springs that you can use to lower the ride height for ease of entry. (Is this a variation of a Lowrider?) This feature will also enable you to adjust aerodynamics on the open road.

The one thing it doesn't have is superfluous amounts of bling. I suppose they've decided to leave that up to you.  

Here's the full story. Check it out.
https://www.foxnews.com/auto/test-drive-the-2021-cadillac-escalade 

The Causes of Piston Damage

Over the weekend I saw an article at Foxwood Diesel titled What Are Pistons and What Can Cause Piston Damage. The Peter Van Zeist article intrigued me because, let's face it, who doesn't know what a piston is? 

Well, Van Zeist begins here because it's useful now and then to be reminded of the basics. Viince Lombardi, the great Packers coach in whose honor the Super Bowl trophy was named, began training camp the same way every year. "Gentleman, THIS is a football."

The author begins with this opening paragraph:

The piston is a very important component of any engine. It moves up and down inside the engine cylinder through varying stages of the combustion cycle, connecting to the engine’s crankshaft via a connecting rod. One role of this piston is to draw air and fuel into the cylinder when the piston moves down then when it moves up, the air and fuel are compressed.

There's the first clue as to why he begin with describing the role of a piston. It may seem easy forget that the downstroke draws the air-fuel mixture into the combustion chamber. We're accustomed to thinking it is squirted or sprayed in, rather than being drawn in by the vacuum suction. 

In addition to this function, Van Zeist points out that it also has a role to play, to absorb heat and conduct it away from that intensely hot combustion furnace.

He follows this introductory section with the six most common causes of piston damage, elaborating a bit on each.

1. Worn Piston Rings
2. Piston Skirt Damage
3. Piston Snap
4. Burned Piston
5. Cracked Piston
6. Snapped Timing Belt

For details on these six problem issues, you can read the full article here.

The reason that proper engine maintenance is important is self-evident. Pistons are in the very center of your power block and you have to take the whole engine apart to deal with it. It's labor intensive. 

For this reason the author stresses a regular maintenance that includes oil and filter changes. Also make sure your engine coolant is in good condition. All these things contribute to the life of your engine, and isn't longevity one of the primary benefits of your diesel? 

Need help making sure you have the right oil for your diesel? Ask Jake.

Defender Diesel Prototype Spied In Public

Someone pointed out to me a Motor1.com article with spy photos of a Land Rover that is now rolling across the United States. The article by Christopher Smith asks, "Could Americans be getting diesel?"

Land Rover. It's a classic name and fun to see they're still in the game. They haven't also been called Land Rover however. When the first vehicles were developed in 1947 it was the Rover Company. When they introduced rugged cars that could go off road. The name Land Rover eventually became a brand.They introduced a Range Rover in 1970 and began expanding options. In 1989 they introduced the Discovery model with the first Defender introduced the following year. (Early Defender below.)

The Land Rover as a company has gone through a variety of phases. They became part of the British Leyland Motor Corp in 1978 and them later went to BMW. Ford became involved in 2001 and eventually took the brand in 2006 but things shifted and within two years Tata of India acquired the Land Rover and Jaguar brands that had been under Ford's umbrella.

The one thing all these corporate maneuvers had in common was this. People who owned Land Rovers were loyal. They loved the machines, and when you bought the brand, you brought with it a lot of future buyers who were not going to go away soon. Today Jaguar Land Rover has manufacturing plants in five countries.

The Christopher Smith story begins with these prophetic words: Sometimes you get lucky. Spy shots aren’t always finds hidden beneath tarps or at shipping docks.  Sometimes, prototypes hide in plain sight like this one on the East Coast

he goes on to share that the Land Rover Defender here in the States is primarily a gasoline powered vehicle. On the other hand "this one has a manufacturer's license plate and a prototype sticker clearly visible and has a pair of exhaust tips on the left rear side. Defenders with the 3.0-liter twin-turbocharged diesel in the European Union have that same exhaust setup. Gasoline engines have dual tips with one on each side."

I can't share too much here without being accused of plagiarism, but I'll underscore that it's a good read. Check out Christopher Smith’s article at https://www.motor1.com/news/448786/land-rover-defender-prototype-spied/

Here's a YouTube embed, though, if you want to see the Defender prototype in action:

 

Could it be on its way to SEMA360? We shall soon see.

 

Related Link: Education Schedule for SEMA360