Fuel and Lubricant PDF

Fuels and
Lubricants
TCL029
Student Guide
Caterpillar Service Technician Module
TCL029
Fuels and Lubricants
Published by Caterpillar of Australia Pty Ltd.

1 Caterpillar Drive
Tullamarine Victoria Australia 3043
Version 4.1, 2006
Copyright © 2006 Caterpillar of Australia Pty Ltd. Melbourne, Australia.
All rights reserved. Reproduction of any part of this work without the permission of the
copyright owner is unlawful. Requests for permission or further information must be
addressed to the Caterpillar Learning Manager, Australia.
This subject materials is issued by Caterpillar of Australia Pty Ltd. on the understanding that:
Caterpillar of Australia Pty Ltd., its officials, author(s), or any other persons involved in the
preparation of this publication expressly disclaim all or any contractual, tortious, or other form
of liability to any person (purchaser of this publication or not) in respect of the publication and
any consequence arising from its use, including any omission made by any person in reliance
upon the whole or any part of the contents of this publication.
Caterpillar of Australia Pty Ltd. expressly disclaims all and any liability to any person in
respect of anything and of the consequences of anything done or omitted to be done by any
such person in reliance, whether whole or partial, upon the whole or any part of the contents
of this subject material.
Acknowledgements
A special thanks to the Caterpillar Family for their contribution in reviewing the curricula for
this program, in particular:
 Caterpillar engineers and instructors

 Dealer engineers and instructors
 Caterpillar Institutes.
Table of Contents
Included in this Module:
Module Outline Document..........................................1
1
Topic Diesel Fuel....................................................................9
Fundamentals of Diesel Fuel........................................................ 10
Fuel Properties............................................................................. 11
Abrasives...................................................................................... 31
Fuel Storage.................................................................................32
Distillate Fuels..............................................................................33
Fuel Standards.............................................................................33
Crude Oils.....................................................................................34
Blended (Heavy) Fuels.................................................................34
Fuel Publications Available From Caterpillar................................40
2
Topic Lubricants...................................................................43
Lubricant Specifications...............................................................44
American Petroleum Institute (API) CH-4....................................50
Engine Manufacturers Association (EMA) LRG-1........................ 51
Total Base Number and Fuel Sulphur Levels...............................53
Hydraulic Oil.................................................................................56
Transmission/Drive Train Oil........................................................58
Gear Oil........................................................................................59
Synthetic Base Stock Oils............................................................ 61
Re-refined Base Stock Oils.......................................................... 61
Aftermarket Oil Additives..............................................................62
Lubricating Grease.......................................................................62
Dry Film Lubricant........................................................................69
Cold Weather Lubricants..............................................................69
F uels & L ubricants – TCL029

© Caterpillar of Australia P ty Ltd
Fuels & Lubricants
Table of Contents
Topic 3
Scheduled Oil Sampling............................................87
Scheduled Oil Sampling Fluids Analysis Program......................88
Condition Monitoring....................................................................89
Limitations of Oil Sampling........................................................... 91
Where Can Oil Sampling Be Applied? ........................................ 91
The SOS Program........................................................................ 91
Wear Metal Analysis.....................................................................92
Oil Condition Analysis..................................................................94
Physical Analysis..........................................................................95
Analysis Reports........................................................................ 101
The SOS Process ..................................................................... 103

Module Outline Document
Included In This Section:

Learning Outcome Details and Module Information

Fuels & Lubricants
Module Number: TCL029
Module Name: Fuels & Lubricants
Objective:
This unit identifies the underpinning knowledge requirements for fuels and
lubricants used in Earthmoving and Heavy Road Transport Equipment.
Prerequisites:
 BUS006 Workplace Occupational Health and Safety Procedures
Date: 30 October 2006
Version: 4.1
Recommended Delivery
1. As a minimum, personnel delivering this module must have the status of a

Caterpillar Trainer and Assessor Program (CTAP) Level 1 Facilitator, or equivalent.
2. Media and demonstration, given:

– Notebook Computer
– PowerPoint Presentation
– Video Projector
– Whiteboard
– Various training aids/models or machines
3. Estimated time of delivery – 5 hours
4. Classroom and Workshop Environment
5. Resources:
– Fuel water separator
– Damaged Engine Valves
– Contaminated Diesel Fuel
– Differing Types of Oil
– Differing Types of Grease
– Hydraulic Brake Fluid
– Hydraulic fluid
– Damaged Engine Bearings / Crankshaft
– Damaged Engine Liners / Pistons
– Schedule Oil Sampling (SOS) Kit

TCL029
Fuels & Lubricants
6. References:
– TCL029 Facilitator Guide
7. Recommended maximum student/teacher ratio:

– Classroom – 15:1
– Workshop – 8:1
8. Resources for Student:

– TCL029 Student Guide (one for each student)
– TCL029 Activity Workbook (one for each student)
Revision
Nil
Assessment
This is an underpinning knowledge module. Learning Outcomes should be assessed
using formative and summative assessments. Evidence of achieving this module’s
learning outcomes, at a knowledge level, is attained by oral and written assessment. The
written assessment is closed book and a minimum standard of 80% is required.
There are no practical assessments for this module. The underpinning knowledge gained
from this module will be used in other modules in the Caterpillar Apprentice Service
Technician Training Program. Transfer of knowledge to skills, at a practical level, will be
assessed during all Service and Repair practical activities. Personnel conducting the
assessment must be qualified as a workplace assessor.

TCL029
Fuels & Lubricants
Learning Outcome 1: Describe the properties of Diesel Fuel.

_______________________________
At the completion of this learning outcome, students should be able to:

1.1 Describe the properties of Diesel Fuel.
Attainment of the performance is confirmed if the student can:
1.1 Describe the properties of Diesel Fuel:

1.1.1 Fundamentals
1.1.1.1 Specific gravity
1.1.1.2 Viscosity
1.1.1.3 Cloud point
1.1.1.4 Pour point
1.1.1.5 Water
1.1.1.6 Sediment
1.1.1.7 Sludge and fibres
1.1.1.8 Sludge and blended fuels
1.1.1.9 Vapour pressure
1.1.1.10 Asphaltenes
1.1.1.11 Micro-organisms in fuel
1.1.1.12 Copper strip corrosion
1.1.1.13 Hydrogen sulphide
1.1.1.14 Fuel sulpher
1.1.1.15 Vanadium
1.1.1.16 Sodium and sodium chloride
1.1.1.17 Carbon residue
1.1.1.18 Ash
1.1.1.19 Aromatics
1.1.1.20 Olephins
1.1.2 Burning characteristics
1.1.3 Cetane number and index
1.1.4 Flash point
1.1.5 Air
1.1.6 Abrasives
1.1.7 Fuel storage
1.1.8 Distillate fuels
1.1.9 Fuel standards
1.1.10 Crude oils
1.1.11 Blended (heavy) fuels
1.1.12 Fuel blending
1.1.13 Available publications
1.1.14 Biodiesel.

TCL029
Fuels & Lubricants
Learning Outcome 2: Describe the properties of lubricants.

_______________________________
2.1 Describe the properties of lubricants.
2.1 Describe the properties of lubricants:

2.1.1 Introduction
2.1.2 General information
2.1.2.1 Transmission/drive train oil
2.1.2.2 Gear oil
2.1.2.3 Grease
2.1.2.4 Terminology
2.1.2.5 Caterpillar fluids
2.1.3 Engine oil
2.1.3.1 Applications
2.1.3.2 Function
2.1.3.3 Base stocks
– Mineral oils
– Synthetic oils
2.1.3.4 Additives
– Detergents
– Alkalinity agents
– Oxidation inhibiters
– Depressants
– Anti-wear agents
– Pour-point depressants
– Viscosity index improvers
2.1.3.5 Total base number (TBN)
2.1.3.6 Ash or sulphated ash
2.1.3.7 Viscosity
2.1.3.8 Engine Manufacturers Association (EMA) LRG-1
2.1.3.9 American Petroleum Institute (API) CH-4
2.1.3.10 API CG-4
2.1.3.11 API CF-4
2.1.3.12 Caterpillar diesel engine oil (DEO)
2.1.3.13 Commercial oils
2.1.3.14 Total base number and fuel sulpher levels
– Direct injection engines
– Pre-combustion chamber engines

TCL029
Fuels & Lubricants
2.1.4 Hydraulic oils

2.1.4.1 Application
2.1.4.2 Caterpillar hydraulic oil (HYDO)
2.1.4.3 Commercial oils
2.1.4.4 Caterpillar biodegradable hydraulic oil (HEES)
2.1.4.5 Commercial biodegradable hydraulic oil (HEES)
2.1.5 Transmission/drive train oil
2.1.5.2 Caterpillar transmission/drive train oil (TDTO)
2.1.5.3 Commercial transmission/drive train oil
2.1.6 Gear oil
2.1.6.2 Caterpillar gear oil (GO)
2.1.6.3 Commercial gear oil
2.1.7 Multi-purpose tractor oil
2.1.7.2 Caterpillar multipurpose tractor oil (MTO)
2.1.7.3 Commercial multipurpose tractor oil
2.1.8 Synthetic base stock oils
2.1.9 Re-refined base stock oils
2.1.10 Aftermarket oil additives
2.1.11 Lubricating grease
2.1.11.1 Multi-purpose grease
2.1.11.2 Special purpose grease
2.1.11.3 Caterpillar premium grease
2.1.12 Hydraulic brake fluid
2.1.13 Dry film lubricant
2.1.14 Cold weather lubricants
2.1.15 Lubricant viscosities
2.1.16 Oil related failures
2.1.16.1 The lubrication system
2.1.16.2 Bearings
2.1.16.3 Crankshaft
2.1.16.4 Pistons, rings and liners
2.1.16.5 Turbochargers
2.1.16.6 Valves.

TCL029
Fuels & Lubricants
Learning Outcome 3: Explain the purpose of Scheduled Oil Sampling (SOS)

_______________________________
3.1 Explain the purpose of Scheduled Oil Sampling (SOS).
3.1 Explain the purposes of Scheduled Oil Sampling (SOS):

3.1.1 SOS fluids analysis program
3.1.2 Condition monitoring
3.1.3 Limitations of oil sampling
3.1.4 Where SOS can be applied
3.1.5 The SOS program
3.1.6 Wear metal analysis
3.1.7 Oil condition analysis
3.1.8 Physical analysis
3.1.8.1 Sputter test
3.1.8.2 Seta-flash fuel dilution
3.1.8.3 Particle counter
3.1.8.4 Particle quantifier
3.1.8.5 Viscometer
3.1.8.6 Filtergram
3.1.9 Analysis Report
3.1.9.1 The SOS report
3.1.9.2 Evaluation and report codes
3.1.9.3 Definitions
3.1.9.4 The SOS proce.

TCL029
Fuels & Lubricants

TCL029
1 Diesel Fuel
Topic
Included in this Topic:

Fundamentals of Diesel Fuel. .........................................................................................................................10
Fuel Properties.................................................................................................................................................................. 11
Abrasives. ................................................................................................................................................................................31
Fuel Storage......................................................................................................................................................................... 32
Distillate Fuels. ................................................................................................................................................................ 33
Fuel Standards. ................................................................................................................................................................ 33
Crude Oils................................................................................................................................................................................ 34
Blended (Heavy) Fuels............................................................................................................................................ 34
Fuel Publications Available From Caterpillar.......................................................................... 40

Fuels & Lubricants
Student Guide – Topic 1
Fundamentals of Diesel Fuel

Fuels are combustible substances whose chemical energy can be converted
into heat. The principal raw material for most fuels is crude oil. Such oils contain
hydrocarbons, which are directly used in heat engines as fuel.
Internal combustion engines impose exacting demands on fuel. The fuel should
be simple, easily forming into an ignitable mixture (burn readily) without any
residue, low in weight and create large power outputs per unit volume. Fuel
should also be safe, easy to store and capable of being transported in vehicles.
Fuel produces power in a diesel engine when it is atomised and mixed with
air in the combustion chamber. Pressure caused by the piston rising in the
cylinder causes a rapid temperature increase. When fuel is injected, the fuel/air
mixture ignites and the energy of the burning fuel is released to force the pistons
downward and turn the crankshaft. A perfect fuel would burn completely, leaving
no residue or smoke products, however, there is no perfect fuel.
Figure 1 – Ignition/Power Stroke. Injected diesel fuel

and compressed air ignite from the rapid rise in heat.
Diesel fuel provides the highest heat value (energy) per unit of weight, of
commonly available fuels, i.e. approximately 15% more than petrol, 37% more
than butane and 50% more than propane. This gives significant advantages
when using diesel fuel.
Fuel quality affects the performance and maintenance of any diesel engine.
Combustion Ignition (CI) engines across the full range will run on a wide variety
of fuels. These fuels can be obtained from petroleum distillates or certain
vegetable oils. Most high speed CI engines used in the automotive industry
require fuel from a limited range of light petroleum distillates.
10
TCL029
Fuels & Lubricants
Fuel Properties
Figure 2 – Fuel quality is not visually apparent.

All or none of these samples may be “good” fuels.
Fuel quality (Figure 2) can significantly affect the performance and maintenance
of any diesel engine. It is important to understand basic fuel properties to be
able to judge fuel quality. The Following properties have an impact on the
Operation of a diesel engine and its fuel handling and fuel treatment systems:
 Specific Gravity (density)
 Viscosity
 Cloud Point
 Pour Point
 Boiling Curve and Vapour Pressure
 Cetane Number or Index
 Impurity Composition
 Flash Point
 Air Requirements
 Carbon Residue.
Specific Gravity
The specific gravity (SG) of diesel fuel is the weight of a fixed volume of fuel
compared to the weight of the same volume of water (at the same temperature).
The higher the specific gravity, the heavier the fuel. Heavier fuels have more
energy or power (per volume) for the engine to use.
11
TCL029
Fuels & Lubricants
Figure 3 – 1P7438 Beaker, 1P7408 Thermo-Hydrometer (29 to 41 API),

5P2712 Thermo-Hydrometer (39 to 51 API)
Specific gravity can be measured with a special fuel hydrometer (Figure 3). The
reading on the hydrometer is an American Petroleum Institute (API) scale and is
inverse to the specific gravity. That is, the higher the API number, the lighter the
fuel. For most Caterpillar diesel engines an API reading of 35 would be optimum.
Lighter fuels like kerosene might have a measurement of 40-44 API.
The hydrometer floats in the fuel. You can note the point at which the liquid level
intersects the hydrometer scale and read the API fuel gravity.
12
TCL029
Fuels & Lubricants
SPECIFIC GRAVITIES AND DENSITIES OF FUEL

Gravity Density
Degrees API at Specific at 15°C (60°F) Pounds per
kg /l
15°C (60°F) Gravity gallon
25 .9042 7.529 .903

26 .8984 7.481 .898
27 .8927 7.434 .892
28 .8871 7.387 .886
29 .8816 7.341 .881
30 .8762 7.296 .876

31 .8708 7.251 .870
32 .8654 7.206 .865
33 .8602 7.163 .860
34 .8550 7.119 .854
35 .8498 7.076 .849

36 .8448 7.034 .844
37 .8398 6.993 .839
38 .8348 6.951 .834
39 .8299 6.910 .829
40 .8251 6.870 .824

41 .8203 6.830 .820
42 .8155 6.790 .815
43 .8109 6.752 .810
44 .8063 6.713 .806
45 .8017 6.675 .801

46 .7972 6.637 .796
47 .7927 6.600 .792
48 .7883 6.563 .788
49 .7839 6.526 .783
Table 1 – Correction Table
The hydrometer reading is affected by the temperature of the fuel. Always

use the correction table included with the tool and shown in Table 1 (gallons
shown are in US Gallons) to compensate for actual fuel temperature. Detailed
instructions are given in Special Instruction, “Using Diesel Fuel Thermo-
Hydrometers”, Form No. SMHS9224.
13
TCL029
Fuels & Lubricants
Engine Effects
 Light Fuels
Lighter fuels like kerosene will not produce rated power. When comparing fuel
consumption or engine performance, always know the temperature of the fuel meas-
ured for correct gravity and density.
Engine fuel settings should not be adjusted to compensate for a power loss with
lighter fuels (with a density number higher than 35 API). Fuel system component life
can be decreased with very light fuels because lubrication will be less effective (due
to low viscosity).
Lighter fuels may also be a blend of ethanol or methanol (alcohol) with diesel fuel.
Blending of alcohol or gasoline into a diesel fuel will create an explosive atmosphere
in the fuel tank. In addition, water condensation in the tank can cause the alcohol to
separate and stratify (form layers) in the tank. Caterpillar recommends against such
blends.
 Heavy Fuels
A heavy fuel tends to create more combustion chamber deposit formations which
can cause abnormal cylinder liner and ring wear. This problem is most noticeable in
smaller, high speed engines.
 Steps to Correct Specific Gravity
Blending is the only way to correct fuel density problems.
Viscosity
Viscosity is a measure of a liquid’s resistance to flow. High viscosity means the
fuel is thick and does not flow as easily. Fuel with the wrong viscosity (either too
high or too low) can cause engine damage.
Engine Effects
High viscosity fuel will increase gear train, cam, and follower wear on the
fuel pump assembly because of the higher injection pressures needed. Fuel
atomizes less efficiently and the engine will be more difficult to start.
Low viscosity fuel may not provide adequate lubrication to plungers, barrels and
injectors, and its use should be evaluated carefully.
 Steps to Correct Viscosity Problems:
− The viscosity of fuel will vary with the fuel temperature. Heating or
cooling can be used to adjust viscosity somewhat.
− Blending fuels is another way to adjust viscosity.
14
TCL029
Fuels & Lubricants
Viscosity and Heavy Fuel
The Caterpillar 3500 and 3600 Families of Engines can run on a blend of heavy
and distillate fuel. Viscosity is a key factor. Heavy fuel must be diluted or heated
until it reaches the required viscosity level before it reaches the fuel system.
Unless the engine has extremely low RPM, there is little economic benefit to
trying to treat fuel with a higher viscosity.
 Steps to Correct Viscosity Problems
To handle high viscosity fuel, some additional installation requirements may be
needed, depending on the exact viscosity. The installation may require:
− Fuel tank and fuel line heating
− Centrifuging and back flush filtering
− Externally driven fuel transfer pumps
− Additional fuel filtering
− Washing of the turbocharger exhaust turbine. (3600 Family Engines).
Cloud Point
The cloud point of a fuel is that temperature at which a cloud or haze appears in
the fuel. This appearance is caused by the temperature falling below the melting
point of waxes or paraffins that occur naturally in petroleum products.
Engine Effects
The fuel’s cloud and pour points are determined by the refiner. Cloud point is
most important because it is at this temperature that fuel filter plugging begins to
occur and stops fuel flow to the engine.
Steps to Overcome a High Cloud Point Temperature
Three steps can be taken to cope with high cloud point fuels.
1. Use a fuel heater when the outside temperature is below the cloud point of the
fuel. Since the cloud point is also the wax melting point, when fuel temperature
is maintained above the cloud point, the wax will remain melted in the fuel. The
heater should warm the fuel before it flows through the filter(s). Fuel heaters often
use the engine coolant to heat the fuel and prevent wax particles from forming.
When the ambient temperature is low enough to require the use of a fuel
heater, start and run the engine at low idle until the fuel temperature is high
enough to prevent wax formation in the engine fuel filter circuit. Otherwise,
high fuel rates with cold fuel will increase the risk of plugging.
15
TCL029
Fuels & Lubricants
NOTE:
The fuel should not get too warm, because fuel above 52°C (125°F) will affect the
power output of the engine. Never exceed 75°C (165°F) with straight distillate fuel.
The high fuel temperatures also affect the fuel viscosity. When the fuel viscosity
falls too low, pump damage may occur.
2. High cloud point fuels can be diluted with a low cloud point fuel like kerosene.
3. The fuel manufacturer can also add flow improvers (wax crystal modifiers) to
the fuel. These do not change the cloud point of the fuel but they do keep the
wax crystals small enough to pass through the fuel filter.
Caterpillar does not recommend the use of after market fuel flow improvers
because of occasional compatibility problems.
For heavy fuels and blended fuels, see the “Blended [Heavy] Fuels” section of
this Learning Outcome.
Pour Point
The pour point of a fuel is that temperature which is 3°C (5°F) above the
temperature at which the fuel just fails to flow or turns solid. Usually the pour
point is also determined by the wax or paraffin content of the fuel.
 Steps to Overcome a High Pour Point Temperature
− The pour point can be improved with flow improvers or the addition of
kerosene. Fuel heaters cannot normally solve problems related to a
high pour point temperature.
Water
Water can become a contaminant if it is introduced into the fuel during shipment
or is the result of condensation during storage.
Engine Effects
Excessive water in fuel can cause fuel pump damage in those fuel systems that
use fuel oil to lubricate the pump (sleeve metering fuel systems).
Salt water is the greatest single source of fouling deposits and corrosion,
especially in high temperature areas of marine engines. Salt water can cause
fuel injector and piston ring groove deposits and wear in fuel system plunger and
barrel assemblies.
16
TCL029
Fuels & Lubricants
 Steps to Overcome Effects of Water

− Water can be eliminated by draining the fuel tank regularly and by
carefully obtaining fuel from reliable sources.
− Removal of salt water in some applications will require the use of
centrifuges.
− Water separators should be used whenever possible.
Water Separation
Water separators are critical to fuel treatment. Any water in the fuel can cause
failure due to corrosion. Separators must be used on engines with sleeve
metering fuel systems (where fuel lubricates the fuel pump). There are two types
of water separators – the sediment type and the coalescing type.
Figure 4
The sediment type (Figure 4) is used when the water separator is installed
ahead of the fuel pump. For sediment to settle correctly, the fuel tank should be
in a location that is not subject to violent motion.
A sediment water separator does not have a filtering media in the element. It
does not normally need scheduled element replacement. The element may need
to be replaced if it is coated inside with dirt.
17
TCL029
Fuels & Lubricants
Figure 5 – Typical Water Separator
The coalescing type (Figure 5) of separator must be used if the water in the fuel
is mixed or broken into small particles which do not settle. This separator is used
if particles are so fine they make the fuel cloudy.
A coalescing type separator will separate all water from fuel. It can be put
anywhere in the fuel line, such as next to the components that need the most
protection from water. The elements are composed of two-stage paper media
that are replaceable. You can tell the element is plugged when there is a lack of
fuel pressure.
Sediment
Sediment consists of such things like rust, scale, weld slag, dirt and other debris
that is often created or enters fuel tanks and causes problems. Most sediment
can be removed by settling, straining/filtration, or centrifuging. Fuels with a
higher viscosity (thicker) and higher specific gravity (heavier) often have more
sediment because the settling process is slower. As sediment increases, the
amount of usable energy in the fuel decreases.
All fuel should be clean before it reaches the fuel system in the engine. For most
distillate fuels, this cleaning process consists of a primary and secondary filter.
For heavy fuels, the process is much more complex.
18
TCL029
Fuels & Lubricants
Figure 6 – Nozzle Orifice Wear. Cross section of nozzle with 3500 hours
and poor fuel maintenance. Photographic magnification 50X.
If the sediment or water for distillate fuels exceeds 0.05%, consider other
sources for fuel, or special filtration, centrifuging or settling procedures. Fuel
should be tested often for both sediment and water.
Reducing Effects of High Sediment Levels
Sediment will gradually be caught in the fuel filter, but this will cause added
expense in more periodic filter changes. Very small sediment will get through
the filters and can result in fuel system wear. It is important to remove as much
sediment as possible before the fuel goes into your engine. This will reduce
the ash and particulate contamination which causes deposits, corrosion and
abrasive wear.
Allow time for sediment to settle to the bottom of the tank. The engine will use
the cleaner fuel at the top and the sediment can be drained from the bottom.
However, as the specific gravity becomes higher, the settling method of
removing sediment becomes less effective.
Sludge and Fibres

Both sludge and fibres can contaminate fuel during handling and storage.
Storage tanks, fuel pipe lines and barge transportation all contribute to these
contaminants.
Engine Effects
Fibres cannot be removed except by filtering. Sludge will rapidly foul the
centrifugal purifiers. Both of these contaminants will clog strainers and fuel
filters. If fuel with sludge is used in the engine, it will cause filter fouling.
The only solution to a sludge or fibre problem is to replace (or clean) the filters
often until the contaminating fuel supply is completely used, then clean the fuel
tank and use clean fuel.
19
TCL029
Fuels & Lubricants
Sludge and Blended Fuel
Fuels must be compatible to be correctly blended. To prevent the sludge which

occurs when fuels are not blended correctly, test heavy fuel before blending.
Incompatibility is often caused by mixing the fuel from different tanks. Keep the
fuel in separate storage, settling and service tanks.
Sludge causes:
 Rapid strainer and separator plugging
 Injection pump sticking
 Injector deposits
 Exhaust valve deposits
 Turbocharger turbine deposits.
Once sludge is encountered, there are only two choices to make and both are
expensive. Either continue to burn the fuel (with higher maintenance and filter
costs), or switch fuel supply tanks, dispose of the bad fuel, and clean the fouled
tank.
Vapour Pressure
All liquids can vaporize or turn into a gaseous state when heated. If the vapour
pressure becomes too great, there can be an interruption of fuel supply to the
fuel pump. In this case, the vapour will displace the liquid fuel.
Lighter fuels and crude oils will have greater vapour pressures than heavier
fuels. An air eliminator, or vapour trap, can be used to minimise the effect of
interrupted fuel supply due to vapour lock.
The vapour is highly volatile. Safe adequate tank venting is required to eliminate
the possibility of damage to the fuel tanks, and reduce the possibility of
explosion. A vapour pressure over 20psi (140kPa) will require adequate venting.
All tanks must be adequately vented and fumes disposed of properly
Asphaltenes
Asphaltenes are components of asphalt that are insoluble in oil and hot
heptanes (alkali present in petroleum spirit), but are soluble in carbon disulphide
and benzene (a volatile liquid hydrocarbon present in coal tar and petroleum).
These are hard and brittle and are made up of long molecules with high weight.
In high concentrations, asphaltenes can cause filter plugging. They often contain
heavy metals such as nickel, iron and vanadium. An exhaust side turbine wash
is required to remove deposits. Asphaltenes are not present in distillate fuels.
20
TCL029
Fuels & Lubricants
Micro-organisms in Fuel
All water and fuel offer a medium for bacterial growth. These simple life forms
live in the water and feed on fuel.
Figure 7 – Microorganisms in fuel
Engine Effects
Micro-organisms or fungi in fuel cause corrosion and filter plugging. Bacteria

may be any colour, but is usually black, green or brown. Bacteria grows in long
strings and has a slimy appearance. A biocide (a chemical agent capable of
destroying living organisms) added to the fuel will kill the growth and/or slow its
formation. Filtering the fuel, or proper disposal after using the biocide, is required
to eliminate filter plugging.
 Steps to minimise problems with bacterial growth
− Periods of long fuel storage should be avoided.
− Minimise fuel/water contact which promotes bacterial growth, because
bacterial growth occurs at the water to fuel interface.
21
TCL029
Fuels & Lubricants
Copper Strip Corrosion

Corrosion (ASTM Test D 130), is a discolouration formed on a polished copper
strip when immersed in fuel for three hours at 100°C (212°F). Any fuel showing
more than slight discolouration should be rejected.
Many types of engine parts are of copper or copper alloys. It is essential that
any fuel in contact with these parts be non-corrosive to them. There are certain
sulphur derivatives in the fuel that are likely sources of corrosion.
The copper strip corrosion test is a widely accepted procedure to evaluate the
corrosive properties of oils and fuels to copper.
Hydrogen Sulphide
Hydrogen sulphide (H2S), a poisonous gas, is present in some crude oil
and residual fuels. Damage to engines can occur if the hydrogen sulphide
concentration is high enough. Hydrogen sulphide content must be considered
in addition to the normal sulphur recommendations. Water vapour, which is
a product of internal combustion, can mix with hydrogen sulphide to make
a stronger, liquid corrosive-sulphuric acid (H2S04). Internal components,
particularly valve guides, piston rings, and cylinder liners, become worn more
quickly if sulphuric acid is present. Engine service life is shortened.
 Steps to Help Prevent Hydrogen Sulphide Damage
− Engine oils recommended by Caterpillar have special additives in them
to neutralise these types of acid products, but sometimes this is not
enough. If analysis of the fuel shows the concentration of hydrogen
sulphide to be greater than 0.05% of the total fuel volume, then the
coolant temperature, as measured at the engine outlet, must be kept at
a minimum of 88°C (190°F). This higher temperature will decrease the
amount of water that condenses on the cylinder walls.
Fuel Sulphur
Sulphur is an element which occurs naturally in all crude oils. Heavy fuels
usually have a high sulphur content. Distillate fuels are usually lower in sulphur
content because the sulphur can be reduced or eliminated during the refining
process. Sulphur over 0.5% can severely reduce engine life unless proper steps
are taken.
22
TCL029
Fuels & Lubricants
Engine Effects
Figure 8 – Fuel sulphur damage
When diesel fuel containing sulphur is burned in an engine’s combustion

chamber, oxides of sulphur form and react with water vapour to create
sulphuric acid. As with hydrogen sulphide, if these acid vapours condense, they
chemically attack the metal surfaces of valves (Figure 8), cylinder liners, and
may affect bearings. For example, when the temperature of the cylinder liners is
lower than the dew point of sulphuric acid, and the lubricating oil does not have
sufficient alkalinity reserve to neutralise the acid, liners can wear ten times more
quickly.
When fuel sulphur damage occurs, there will be very little initial change in
engine power. Corrosive wear will lead to excessive oil consumption and blowby,
causing a premature, expensive overhaul.
23
TCL029
Fuels & Lubricants
Figure 9 – 8T0910 Fuel Sulphur Analyser
 Steps to Help Prevent Fuel Sulphur Damage

− Know the sulphur content of the fuel. Analyse your fuel often. The
8TO910 Fuel Sulphur Analyser (Figure 9) will allow analysis of fuel
immediately (up to 1.5% sulphur).
− Keep the normal operating temperature in the cooling system above
80°C (175°F). This will help limit the condensation of sulphur compound
vapours on cylinder liner walls. Use a higher opening temperature
thermostat 82°C (180°F) on inlet – controlled engines and 88°C (190°F)
on outlet-controlled engines.
− Select the correct oil with a Total Base Number (TBN), which is 20
times the fuel sulphur content, to counteract acid formation. For more
information, see “Oil and Your Engine”, Form SEBD0640.
− Maintain a regular Scheduled Oil Sampling (S.0.S) oil analysis program
which includes infrared (IR) analysis.
− Follow standard oil change intervals unless S.O.S or known sulphur
content indicates differently.
− Maintain the crankcase breather system to prevent condensation in the
crankcase oil which will cause rapid TBN depletion.
NOTE:
The best way to determine the TBN of an oil is to have an oil testing lab perform
an analysis. When time delays are unacceptable, a portable test kit is available.
Vanadium
Vanadium is a metal present in some heavy fuels. It is impractical to remove or
reduce this element at the refinery.
Vanadium compounds can also accelerate deposit formation. Vanadium is not

present in distillate fuels.
24
TCL029
Fuels & Lubricants
Figure 10 – Vanadium corrosion on valve
Engine Effects
Vanadium in the fuel quickly corrodes hot components. It will often first appear in
the form of molten slag on exhaust valve seats (Figure 10).
Vanadium forms highly corrosive compounds during combustion. These

compounds attach to hot metal surfaces, like exhaust valve faces. Vanadium
compounds become molten on the valve and remove the oxide coating. Leak
channels can form on the valve face, seat contact is reduced and cooling
capability is reduced. When valve temperatures rise, vanadium corrodes the
metal even faster. Severe valve face wear results. Valves can wear out in a few
hundred hours when vanadium content in a fuel is high.
Vanadium can also damage fuel injector tips and turbocharger turbine
components.
 Steps to Help Prevent Vanadium Corrosion Damage
− Vanadium compounds must reach their melting point to become active.
The best corrosion control is to limit exhaust valve temperatures by
limiting the temperature of the exhaust gas. Cooler temperatures allow
an engine to tolerate more vanadium in the fuel.
Engine derating is one method of reducing exhaust valve temperatures.
Other measures (usually requiring engine design changes) are:
 Using special heat resistant materials
 Rotating exhaust valves (standard on Caterpillar Engines)
 Special cooling of high temperature parts
 Blending the fuel with low vanadium fuel will reduce the effects.
25
TCL029
Fuels & Lubricants
Sodium or Sodium Chloride (Salt)

Sodium is an alkaline, metallic element. It is very active chemically. Sodium’s
most common form is table salt.
Sodium is frequently introduced during storage or because of incorrect handling

procedures. Sodium can come directly from sea water or salt air condensation in
fuel tanks and can also be present in crude oil in its natural state.
Engine Effects
Sodium acts as a catalyst for vanadium corrosion. When sodium and vanadium
combine, they react to form compounds which melt within normal engine
operating temperatures.
The sodium/vanadium combination causes high temperature corrosion of

exhaust valves. It can also cause turbocharger turbine and nozzle deposits.
 Steps to Reduce the Effects of Sodium
− Fuel can be blended to reduce the concentration of sodium.
− Also, be sure fuel is handled and stored in a manner which minimizes
the exposure to salt water and salt water-laden air.
Carbon Residue
Figure 11 – Excessive carbon build-up
Carbon residue is a measure of the tendency of a fuel to form carbon during

combustion. Carbon rich fuels are more difficult to burn and lead to the formation
of soot and carbon deposits (Figure 11).
The maximum carbon residue content allowable in the fuel depends on the
speed of the engine. In a higher speed engine, the combustion time is shorter
and more carbon residue can deposit. Generally, the carbon content should be
less than 3.5%.
26
TCL029
Fuels & Lubricants
Engine Effects
High carbon levels can cause incorrect combustion. Hot spots on the liners, and
a burned oil film can also result. This can cause piston scuffing, cylinder liner
wear, stuck rings, turbocharger deposits and engine deposits.
Deposits cause engine fouling and abrasive wear. Deposits can form on the fuel
injection nozzles, pistons, valves and turbocharger.
Carbon can also create sludge in the fuel centrifuge (if equipped) and
prematurely plug the fuel filter. When the carbon content of the fuel is high, it is
important to clean the centrifuge and replace the fuel filters more often.
Ash
Figure 12 – Ash deposits on valve
Ash consists of metal and other contaminants that cannot be burned in the
engine. These contaminants form yellow–to-beige coloured deposits on hot
metal surfaces (Figure 12).
Engine Effects
Ash deposits can cause localized overheating of metal surfaces, such as the
exhaust valve seat, eventually causing a valve failure. Ash in the fuel and ash
deposits can also result in abrasive wear of cylinder liners, piston rings, valve
seats and injection pumps, injectors and turbocharger.
Ash can also clog fuel nozzles or injectors.
27
TCL029
Fuels & Lubricants
 Steps to Help Prevent Ash Deposits:

− Avoid the use of unproven fuel additives.
− Use filters and settling tanks to remove solids.
− Keep valve seat temperatures as cool as practical.
− On 3600 Family Engines, use a turbocharger exhaust turbine wash
attachment.
Aromatics
Aromatics are large cyclic chemical structures in the fuel that are hard to burn.
Fuels high in aromatics can create high exhaust smoke and generally have
lower natural cetane. Aromatics naturally occur in petroleum. They are called
aromatics because many of their derivatives have sweet or aromatic odours.
Olefins
Other types of hydrocarbons are formed during the petroleum refining
process. Olefins, for example, are a series of unsaturated, relatively unstable
hydrocarbons with at least one double bond in the molecular structure. The
double bond is chemically active and provides a focal point for the addition of
other reactive elements, such as oxygen. Due to the ease of oxidation, olefins
are undesirable in petroleum solvents and lubricating oils. Examples of olefins
are: ethylene and propylene.
Burning Characteristics
Crude oil is generally subdivided into products by different boiling temperatures
through a distillation process. Liquid petroleum fuels are examples of some of
the products made by this process. The process is started when crude oil is
heated in a large kettle. As the temperature rises the crude oil changes from a
liquid to a gas and rises in a large column positioned over the kettle. Products
such as gasoline, kerosene, and diesel fuel are cooled back to a liquid at
different levels in the column by cooling the gas (condensation). These fuels are
collected at this point and drained off. Each of these fuels are made of several
different hydrocarbon sizes, and through a more careful distillation could be
separated further. This is done in the laboratory on small samples which show
percent of gasoline, diesel fuels, and other heavier materials that were in the
final product.
28
TCL029
Fuels & Lubricants
Figure 13 – Fuel Distillation Curve
This is known as a distillation curve (Figure 13). It will determine the burning
characteristics of the fuel, and will give an indication of the fuel’s ability to start
the engine, the power, the fuel economy emissions, and deposit formation.
The combination of the gasoline and naphtha (flammable oil) fractions,

which have low cetane numbers, should not exceed 35% of the total crude.
In atmospheric distillation, these fractions boil off below 200°C (392°F). The
kerosene, distillate, and gas oil fractions combined should make up at least 30%
of the total because they have high cetane numbers. In atmospheric distillation,
these fractions boil off between 200°C (392°F) and the cracking temperature.
Cetane Number or Index

The cetane index is a measure of the ignition quality of fuel, which affects
engine starting and acceleration. Fuel with a high aromatic content usually has a
lower cetane number. Aromatics run the entire density range.
The fuel supplier should know the cetane number or index of each fuel shipment.
Pre-combustion chamber fuel systems require a minimum cetane number of
35. Direct injection engines require a minimum cetane number of 40 for good
starting characteristics.
29
TCL029
Fuels & Lubricants
Engine Effects
Fuel with a low cetane number (rating) usually causes an ignition delay in the
engine. This delay causes starting difficulties and engine knock. Ignition delay
also causes poor fuel economy, a loss of power and sometimes engine damage.
A low cetane number fuel can also cause white smoke and odour at start-up on
colder days. Engines running on fuels with low cetane numbers may need to be
started and stopped using a good distillate fuel.
Blended fuels or additives can change the cetane number. The cetane number is
difficult and expensive to establish for blended fuels due to the complexity of the
required test.
White exhaust smoke is made up of fuel vapours and aldehydes (organic

compound formed by oxidation of alcohol) created by incomplete engine
combustion. Ignition delay during cold weather is often the cause. There is not
enough heat in the combustion chamber to ignite the fuel. Therefore, the fuel
does not burn completely.
Using a cetane improver additive can often reduce white smoke during engine
start-up in cold weather. It increases the cetane number of diesel fuel which
improves ignition quality, and makes it easier for fuel to ignite and burn. The
cetane number sensitivity can also be reduced in an engine by raising the inlet
air temperature, if practical.
Cetane number is usually calculated or approximated using a “Cetane Index”

due to the cost of more accurate testing. Be cautious when obtaining cetane
numbers from fuel suppliers.
Flash Point
The flash point is the temperature at which fuel vapours can be ignited when
exposed to a flame. It is determined by the type of fuel and the fuel/air ratio. It is
important for safety reasons not for engine operating characteristics.
The minimum flash point for most diesel fuels is about 38°C (100°F).
WARNING:
For safety, maintain storage, settling and service fuel tanks at least 10°C (18°F)
below the flash point of the fuel. Know the flash point of the fuel for safe storage,
and handling, especially if you are working with heavy fuels that need heating to a
higher temperature to flow readily.
30
TCL029
Fuels & Lubricants
Air
Air can be dissolved in fuel, and it can also be drawn into the fuel lines by a leak
on the suction side.
Engine Effects
Air in the fuel will cause starting problems, “misfiring”, low power and smoke
problems. Air can also cause excessive white smoke in some engines.
Abrasives
Catalytic ‘Fines’
Catalytic ‘Fines’ are small, hard particles which originate at the refinery. They are
usually composed of aluminium and silicon particles.
Aluminium and Silicon particles are contaminants from the catalytic cracking
process and can cause very rapid abrasive wear. They are usually present in
residual and blended fuels. Silicon particles can also be introduced through
improper handling and storage.
Engine Effects
Catalytic ‘Fines’ will damage your engine if they are larger than 1 or 2 microns.
These abrasive fines can damage pumps, injectors, piston rings and cylinder
liners.
 Steps to Remove Catalytic ‘Fines’ from Fuel:
− Proper fuel treatment methods (centrifuging and filtration) will remove
these particles.
Gums and Resins

The gums and resins that occur in diesel fuel are the result of dissolved
oxidation products that do not evaporate easily or burn cleanly. Excessive gum
in the fuel will coat fuel injection lines, pumps and injectors and will interfere with
the close tolerances of the fuel system’s moving parts. They will also cause rapid
filter plugging. During fuel storage the fuel will oxidise and form more gums and
resins. Reducing fuel storage periods (maximum of one year) will minimise the
formation of gums and resins.
31
TCL029
Fuels & Lubricants
Fuel Separation
When fuel is made, it must remain stable in storage. If not properly made,
incorrect stability additives are used, or if fuel gets old, it can change its
characteristics of being totally mixed to separating into components like
asphaltenes (tar like substance). This will cause rapid fuel filter plugging and low
engine power. To minimise the occurrence of fuel separation, use good quality
fuel with the correct additives from a reputable supplier, and minimise the length
of time the fuel is stored. Do not store fuel for over a year.
Fuel Storage
Diesel fuel is more prone to oxidative attack in storage and to thermal
degradation in use than gasoline because of more sulphur and nitrogen and
higher molecular weight components with higher distillation end points. The
sulphur removal process helps stabilise the fuel by reducing sediment forming
products. But the use of cracked stocks (more unstable) has created the need
for additional treatment.
Commercial diesel fuels will usually contain a variety of additives that improve or
add desirable properties. Fuel stability additives are extensively used in diesel
fuels to prevent oxidative breakdown of the fuel into gums and sediment during
storage.
But the fuel still has a storage life, which is usually limited to about one year.
Care should also be used to prevent water and other contaminants from getting
into the storage tanks to reduce the effectiveness of built-in resistance.
Galvanised containers, pipes, etc. should never be used in the handling of diesel
fuels. The zinc reacts with the diesel fuel and forms a sludge.
If fuel is delivered in drums the fuel should be allowed to settle so that

contaminants can sink to the bottom before fuel is drawn off. Care should be
taken to ensure that moisture, dust particles, etc. do not come in contact with the
fuel and in many good installations provision is made for a special drain tap by
which the contaminants which have settled to the tanks bottom may be drawn off
after a settling period.
It is good policy for a diesel engine operator to refuel the tank at the end of
the days operation and first thing in the morning drain off contaminants before
starting the engines.
32
TCL029
Fuels & Lubricants
Distillate Fuels
Description
Distillate fuels are refined from crude oil. Distillate fuels which meet Caterpillar
requirements are the preferred fuels for Caterpillar diesel engines and are more
expensive.
Experience has proven that distillate fuels meeting basic specifications will result
in optimum engine performance and durability.
Fuel Standards
Worldwide Fuel Standards 1
Standard Name Description

ASTM D975 No. 1-D and No. 2-D Diesel Fuel
Oils
American ASTM D396 No.1 and No. 2 Fuel Oils
ASTMD2880 No.l-GT and No.2-GT Gas Turbine
Fuels
BS 2869 Classes All, A2 and B1 Engine
British Fuels
BS 2869 Classes C2 and D Burner Fuels
DIN 51601 Diesel Fuel
West German
DIN 51603 Heating Oil EI
Australian AS 3570 Automotive Diesel Fuel
JIS K2204 Types 1 (spl), 1, 2, 3, and 3(spl)
Japanese
Gas Oil
W-F-800C DF-1, DIF-2 Conus and DF-20
U.S. Government Conus Diesel Fuel
W-F-815C FS-1 and FS-2 Burner Fuel Oil
U.S. Military MIL-L-116884G Marine Oil
1
These fuel standards are usually acceptable, but are subject to change. The distillate fuel chart
for acceptable limits should be used as the guide for any fuel whether it’s listed in this chart or not.
Table 2
The fuels recommended for use in Caterpillar diesel engines are normally
No. 2-D diesel fuel and No. 2 fuel oil, although No. 1 grades are also acceptable.
Table 2 lists worldwide fuel standards which meet Caterpillar requirements.
33
TCL029
Fuels & Lubricants
Acceptable Kerosine-type Fuels

Standard Description
ASTM D 1655-80 Aviation Turbine Fuel (JET A-1)
MIL-T-5624L Aviation Turbine Fuel (JP-5)
(NATO Code No. F-44)
MILT-T-83133B Aviation Turbine Fuel (JP-8)
NATO Code No. F-34)
Table 3
Also, aviation kerosene-type fuels may be used as an engine fuel provided they
meet the acceptable limits. Table 3 lists some of the acceptable kerosine-type
fuels.
The major concern with these aviation fuels is the fuel viscosity. These
kerosene-type fuels for low temperature operation will have lower viscosity and
will not properly lubricate the fuel system components.
Fuel consumption and/or peak output will also be affected. The kerosene-type
fuels have less energy per unit volume than diesel fuels and therefore will
produce less peak power or will require more fuel volume to do an equivalent
amount of work.
Crude Oils
Description
“Crude oil” is used to describe oils/fuels that are not yet refined, and are
basically the same as they were originally pumped from the ground. Certain
types of crude oils can be burned in Caterpillar Engines. See the “Petroleum
Engines Application and Installation Guide,” Form LEBW5119, for more
information and permissible specifications.
Blended (Heavy) Fuels

Description
Residual Fuel is composed of the remaining elements from crude oil after the
oil has been refined into diesel fuel or gasoline or lubricating oils, etc. After the
more desirable products have been refined, the remaining elements (which
resemble tar and contain abrasive and corrosive substances) can be combined
or diluted with a lighter fuel (“cutter” stock) so they can flow. These are called
blended or heavy fuels.
34
TCL029
Fuels & Lubricants
Because heavy fuel is the heavy residue left over from the refining process,
it has concentrated contaminants. In the best situation, using heavy fuel will
increase the workload of the operating personnel. In the worst situation, heavy
fuel could cause extremely short engine and component life. For an engine
to operate successfully on heavy fuels, it must have a thorough maintenance
program and high quality fuel treatment equipment.
The Economics of Using Heavy Fuel

Lower fuel costs make heavy fuel appear to be more economical. Blended fuels
can lower costs for some customers but there are often significant trade-offs.
Fuel price must be compared to fuel contaminants, effects, reduced engine
component life and higher maintenance costs.
Also, other fuel saving methods should be investigated. The following is a list of
some fuel saving alternatives.
 More modern, fuel-efficient engines
 Lower speed. (Engines can operate at 1200 rpm, instead of 1800 rpm; 1000
rpm, instead of 1500 rpm; etc.)
 More efficient propeller (larger wheel with reduced pitch) or more efficient
generator or other driven unit
 Waste heat recovery
 Lighter blends
 Use of natural gas engines instead of diesel
 Crude oil instead of diesel fuel.
cSt at 50°C Seconds Redwood at 100°F

30 200
40 278
60 439
80 610
100 780
120 950
150 1250
180 1500
240 2400
280 2500
Table 4
Heavy fuels are usually described by their viscosity, expressed either in

‘centistokes’ (cSt) or ‘Seconds Redwood’. The Redwood scale at 100°F is
being phased out by the centistokes scale, at 50°C. Table 4 above gives the
35
TCL029
Fuels & Lubricants
approximate relationship between the two scales.
Fuel Blending
Many fuel characteristics can be tailored by blending different fuels. A blended
fuel can help improve engine starting and warm-up, reduce deposits and wear,
improve emissions and sometimes have an effect on power and economy.
In general, lighter fuels are cleaner and help engine starting. Heavier fuels have
higher heating values, (per volume), better cetane quality.
Problems and Causes

Problems and Causes for Distillate Fuels
Problem Cause
Cloud Point
Water
Sediment
Rapid Filter Plugging
Gums and Resins
Bacteria
Fuel Separation
Viscosity
Pour Point
Cloud Point
Hard Starting Water
Bacteria
Cetane Index
Air
Cetane Index
White Smoke Air
Aromatics
Carbon Residue
Deposit in cylinders, valves and turbochargers Ash
Distillation Curve
Fuel System Component Wear (Corrosive) Water
Bacteria
36
TCL029
Fuels & Lubricants
Problems and Causes for Distillate Fuels

Problem Cause
Sediment
Fuel System Component Wear (Abrasive/
Water
Adhesive)
Catalytic Fines
Fuel System Component Wear (Abrasive/ Viscosity
Adhesive)
Sulphur
Sediment
Rapid Cylinder Liner, Rings and Exhaust Water

Value Guide Wear Ash
Carbon Residue
Catalytic Fines
Specific Gravity (See Rapid Filter
Low Power
Plugging)
Table 5
Problems and Causes

Problems and Causes for Crude Oil Fuel
Problem Cause
Cloud Point
Pour Point
Sediment
Gums and Resins
Bacteria
Water
Rapid Filter Plugging
Viscosity
Carbon Residue
Salt
Sludge and Fibres
Vapour Pressure
Asphaltenes
37
TCL029
Fuels & Lubricants

Problem Cause
Viscosity
Pour Point
Cloud Point
Hard Starting Water
Sediment
Bacteria
Sludge and Fibres
Cetane Index
Vapour Pressure
Air
Hard Starting
Asphaltenes
Flash Point
Gums and Resins
Cetane Index
White Smoke
Air
Carbon Residue
Ash
Deposits in cylinders, valves and Asphaltenes

turbochargers Distillation Curve
Vanadium
Sodium
Water
Fuel System Component
Bacteria
Wear (Corrosive)
Hydrogen Sulphide
Sulphur
Sediment
Fuel System Component Water

Wear (Abrasive/Adhesive) Viscosity
Sodium Chloride
38
TCL029
Fuels & Lubricants

Problem Cause
Sulphur
Sediment
Water
Hydrogen Sulphide
Rapid Cylinder Liner, Ring and Exhaust
Ash
Guide Wear
Asphaltenes
Carbon Residue
Vanadium
Sodium
Specific Gravity
Low Power (See Rapid Filter Plugging)
Distillation Curve
Table 6
39
TCL029
Fuels & Lubricants
Fuel Publications Available From Caterpillar

The following publications are available in the Cat system. Some of the
publications may have a nominal charge. Some may be revised or discontinued
in the future. These publications should be ordered directly from your dealer.
Your dealer can also assist you in answering questions concerning available
fuels in your operating area.
(All “Engine Data Sheets” are included in the Caterpillar “Engine Technical
Manual”, Form LE000002 [Volume I].)
 Mixing Used Crankcase Oil with Diesel Fuel
LEKQ3255 (Engine Data Sheet 62.0)
 Fuel Recommendations for Caterpillar Diesel Engines
 Alcohol Fuels for Caterpillar Diesel Engines
LEHQ0287 (Engine Data Sheet 61.2)
 Fuel Heaters for Cold Weather Operation
LEHQ0362 (Engine Data Sheet 64.5, for No. 1 and No. 2 diesel fuel only)
 Installation of 8N9754 Fuel Heater Group
SEHS7653-02 (Special Instruction)
 Fight Fuel Sulphur, Your Diesel's Silent Enemy
SEBD0598
 Analysing Fuel Nozzle and Fuel Line Failures
SEBD0639
 Oil And Your Engine SEBD0640
 Using Diesel Fuel Thermo-Hydrometers
SMHS9224 (Special Instruction)
 Cat@ 3600 Family of Heavy Fuel Burning Engines
LEDM8037 (Sales Brochure)
 Using 2P8278 Fuel Flow Tube to Cheek for Entrained Air in Diesel Fuel
SMHS9208 (Special Instruction)
 Heavy Fuel Utilisation with 3500 and 3600 Series Engines
 Heavy Fuel Contaminant Levels for 3500 and 3600 Engines
 Sizing Fuel System Components for Heavy Fuels
 Heavy Fuel Operating Procedures for 3500 and 3600 Engines
LEKQ61 10 (Engine Data Sheet 61.4)
40
TCL029
Fuels & Lubricants
 Fuel Water Separator for use with 3208 and 3300 Engines equipped with
Sleeve-Metering Fuel System
LEKQ 3 3 8 3 (Engine Data Sheet 64. 1)
 Fuel Conservation Practices
 Petroleum Engines Application and Installation Guide
LEBW5119 (April, 1985 version).
Biodiesel
Biodiesel is a non-toxic, biodegradable replacement for petroleum diesel.
Biodiesel is made from vegetable oil, recycled cooking oil and tallow. Chemically
biodiesel is described as a mono alkyl ester. Through a process called
esterification, oils and fats are reacted with methanol and a sodium hydroxide
catalyst to produce fatty acids along with the co-products: glycerin, glycerin
bottoms, soluble potash and soaps. Biodiesel belongs to a family of fatty acids
called methyl esters which are defined by the medium length, C16-18 fatty acid
linked chains. These linked chains help differentiate Biodiesel from regular
petroleum diesel.
Although Biodiesel contains a similar number of BTUs as petroleum diesel

(118,000 vs. 130,500 BTUs per equivalent translating to similar engine
performance in torque and horsepower), the chains are oxygenated and have
a higher flash point. This makes Biodiesel a much cleaner burning fuel while
being safer to handle and store than petroleum diesel. In tests conducted at the
Colorado Institute for Fuels and High Altitude Engine Research, a 20% blend
was found to reduce particulate discharge by 14%, total hydrocarbons by 13%,
and carbon monoxide by more than 7%.
Biodiesel is now recognised by both the Environmental Protection Agency

and Department of Energy as an alternative fuel, and it qualifies for mandated
programs under the Clean Air Act Amendments (CAAA 90) and the
Environmental Protection Act of 1992 (EPACT). In addition, Biodiesel is:
 Non-toxic (its toxicity is less than 10% of that for ordinary table salt)
 Biodegradable (degrades in about the same time as sugar)
 Essentially free of sulphur and carcinogenic benzene
 Derived from renewable, recycled resources, which don't add significantly to
the green house gas accumulation associated with petroleum derived fuels.
Direct benefits associated with the use of Biodiesel in a 20% blend with
petroleum diesel as opposed to using “straight” petroleum diesel include:
 Increasing the fuel's cetane and lubricity for improved engine life
 Reducing substantially the emissions profile (including CO, CO2, SO2)
 Particulate matter (PM) and volatile organic compounds (VOC)
 Helping to clean injectors, fuel pumps and fuel lines.
41
TCL029
Fuels & Lubricants
These benefits occur while requiring virtually no engine modifications or costly

infrastructural additions. In fact, with the addition of a catalytic converter, nitrous
oxides (NOX) can be reduced as well, allowing B20 fleets the flexibility to meet
various air quality compliance criteria.
Ultimately, Biodiesel provides the diesel fleet operators and vehicle/equipment

owners (including both on and off-road use, stationary generation, and marine
environments) the opportunity to comply seamlessly with federal Clean Air and
EPACT mandates without the burden of many of the high costs in capitalisation
associated with other alternative fuels. A number of independent studies have
been conducted comparing the various alternative fuels. Included in this list were
studies conducted by the US Department of Agriculture and the US Department
of Energy’s National Renewable Energy Lab. In these, the life cycle costs
and the projected cost per mile travelled were compared and Biodiesel was
substantially the most cost competitive of the alternative fuels.
42
TCL029
2 Lubricants
Topic

Lubricant Specifications..................................................................................................................................... 44
American Petroleum Institute (API) CH-4.................................................................................... 50
Engine Manufacturers Association (EMA) LRG-1..............................................................51
Total Base Number and Fuel Sulphur Levels. .......................................................................... 53
Hydraulic Oil. ...................................................................................................................................................................... 56
Transmission/Drive Train Oil......................................................................................................................... 58
Gear Oil. ..................................................................................................................................................................................... 59
Synthetic Base Stock Oils.................................................................................................................................61
Re-refined Base Stock Oils..............................................................................................................................61
Aftermarket Oil Additives.................................................................................................................................. 62
Lubricating Grease..................................................................................................................................................... 62
Dry Film Lubricant........................................................................................................................................................ 68
Cold Weather Lubricants.................................................................................................................................... 68

Fuels & Lubricants
Lubricant Specifications
Introduction
Bearing failure, piston ring sticking, and excessive oil consumption are classic
symptoms of oil-related engine failure. How are they avoided? There are
numerous ways, three of the most important being Scheduled Oil Sampling
(S•O•SSM), regular maintenance of the lubrication system, and the use of correct
lubricants. Following these recommendations can mean the difference between
experiencing repeated oil related engine failure and benefiting from a productive
and satisfactory engine life. This topic tells the story of oil; what it is composed
of and what its functions are, how to identify its contamination and degradation,
typical consequences, and some preventive measures to help protect the engine
against the effects of oil related engine failure.
General Information
The information that is provided is the latest recommendations for Caterpillar
engines, and for Caterpillar engine compartments. Special lubricants are
required for some machine compartments, and it will be necessary to continue
to use these special products.
This information is only for Caterpillar machines. For more lubricant

recommendations, see:
 Special Publication, SEBU6251, “Caterpillar Commercial Diesel Engine Fluid
Recommendations”
 Special Publication, SEBU6385, “Caterpillar On-Highway Diesel Truck
Engine Fluid Recommendations”
 Special Publication, SEBU7003, “Caterpillar 3600 Series Diesel Engine
Fluid Recommendations”.
Transmission/Drive Train Oil

Transmission/drive train oils are classified by the TO-4 and the TO-4M
specifications. The specifications are developed by Caterpillar for used in
Caterpillar transmissions and in Caterpillar final drives.
Gear Oil
Gear lubricants are classified by the API service classification, and by the SAE
viscosity grade that is defined in “SAE J306”.
Grease
The classifications of grease are based on the “ASTM D217” worked penetration
characteristics. These characteristics for grease are given a defined consistency
number.
44
TCL029
Fuels & Lubricants
Terminology
Certain abbreviations follow the nomenclature of “SAE J754”. Some
classifications follow “SAE J183” abbreviations, and some classifications follow
the “EMA Recommended Guideline on Diesel Engine Oil”.
Caterpillar Fluids
Caterpillar fluids have been approved by Caterpillar in order to increase the
performance and life of Caterpillar components.
Caterpillar fluids that are currently used for engines and machines and are
offered by only Caterpillar dealers. Caterpillar fluids are also offered for
continued refills.
Caterpillar recommends the use of the following Caterpillar fluids:

 Caterpillar Multicoloured Diesel Engine Oil (DEO)
 Caterpillar Transmission / Drive Train Oil (TDT)
 Caterpillar Multipurpose Tractor Oil (MTO)
 Caterpillar Hydraulic Oil (HYDO)
 Caterpillar Biodegradable Hydraulic Oil (HEES)
 Caterpillar Gear Oil (GO)
 Caterpillar Multipurpose Lithium Grease (MPG)
 Caterpillar Multipurpose Molybdenum Grease (MPGM)
 Caterpillar Special Purpose Grease (CPG)
 Caterpillar Extended Life Coolant (ELC)
 Caterpillar Diesel Engine Anti-freeze / Coolant (DEAC).
Engine Oil
Applications
D300, 3000, 3100, 3176, 3196, 3200, 3300, 3400 and 3500 series of diesel
engines.
Function
Engine oil performs several basic functions in order to provide adequate
lubrication. It works to keep the engine clean and free from rust and corrosion.
It acts as a coolant and sealant; and it provides an oil film cushion that keeps
metal-to-metal contact to a minimum, thereby reducing friction and wear. But
these are only the basic functions of oil. It is the particular demands of a given
application and the special conditions under which an oil is used that largely
determine the numerous additional functions oil must perform. These additional
functions make choosing the correct oil for the job vital.
45
TCL029
Fuels & Lubricants
The selection of a suitable lubricating oil should be based on the engine

performance requirements, as specified by the manufacturer, as well as the
application and the quality of the available fuel. Diesel engines, for instance,
normally operate at lower speeds but higher temperatures than gasoline
engines, making conditions exceptionally conducive to oil oxidation, deposit
formation and corrosion of bearing metals. Under these conditions, the oil
is expected to function in an expanded capacity. This is where additives are
noticed. The final performance characteristics of the oil depend on the base oil
and the additives used. The amount or types of additives used vary according to
the properties of the base oil and the environment in which the oil will function.
Base Stocks
Lubricating oil begins with base oil or base stock. Base stocks are mineral
(petroleum) or synthetic origin, although vegetable stocks may be used
for specialised applications. The base stock provides the basic lubricating
requirements of an engine. However, unless it is supported with additives,
base oil will degrade and deteriorate very rapidly in some operating conditions.
Depending on the type of base stock, petroleum, synthetic or others, different
additive chemistries are used.
Mineral Oils. Mineral stocks are refined from petroleum crude oils. The crude
oil source and the refining process will determine the base stock characteristics.
The crude oils used for diesel engine lubricants are primarily made up of
paraffin, napthene, and aromatic compounds. The crude oils with higher paraffin
content are most frequently used in blended engine oils.
The refining process begins with vacuum distillation. Vacuum distillation

separates the oil into products with a similar boiling range and similar
viscosities. After vacuum distillation, the oils must be purified to remove
or modify undesirable compounds. Base oil purification is usually done by
solvent extraction and hydrofinishing or by hydrocracking and hydrofinishing.
Both of these processes are used to limit or eliminate wax, sulphur, and
aromatics. Variations in these refining process produce base oils with different
characteristics.
Mineral base stocks are most prevalent for diesel engine oil formulation because
they exhibit proven characteristics and are readily available at a reasonable cost.
Synthetic Oils. Synthetic base stocks are formed by processes that chemically
react materials of a specific chemical composition to produce a compound
with planned and predictable properties. These base stocks have viscosity
indexes much higher than HVI mineral base stocks, while their pour points
are considerably lower. These characteristics make them valuable blending
components when compounding oils for extreme service at both high and low
temperatures. The main disadvantage of synthetics is the significantly higher
price and the somewhat limited supply. The group of synthetic oils known as
esters causes greater seal swelling than mineral oils. The possible use of
ester synthetic oils requires that component design be carefully considered
for seal and ester oil compatibility. The use of synthetic base stocks lubricants
46
TCL029
Fuels & Lubricants
in Caterpillar engines and machines is acceptable if the oil formulation meets

the specified viscosity and Caterpillar performance requirements for the
compartment in which it will be used. For very cold ambient conditions, the use
of synthetic base stock oils is necessary.
Additives
Additives strengthen or modify certain characteristics of the base oil. Ultimately,
they enable the oil to meet requirements beyond the abilities of the base oil.
The most common additives are detergents, oxidation inhibitors, dispersants,

alkalinity agents, anti-wear agents, pour-point depressants and viscosity index
improvers.
Here is a brief description of what each additive does and how.
Detergents help keep the engine clean by chemically reacting with oxidation
products to stop the formation and deposit of insoluble compounds. The
detergents in use today are metallic salts called: sulphonates, phenates,
phosphonates or salicylates.
Alkalinity Agents help neutralise acids. The detergents are also strong acid
neutralisers, changing combustion and oxidation acids into harmless neutralised
salts.
Oxidation Inhibitors help prevent increases in viscosity, the development

of organic acids and the formation of carbon. These anti-oxidants are the
following chemicals: zinc dithiophosphates, phenate sulphides, aromatic amines,
sulphurised esters, and hindered phenols.
Depressants help to prevent sludge formation by dispersing contaminants and

keeping them in suspension. Common dispersant types include polyisobutenyl
succinimides and polyisobutenyl succinic esters.
Anti-wear Agents reduce friction by forming a film on metal surfaces and by

protecting metal surfaces from corrosion. The principal types of agents are
alkaline detergents, zinc dithiophosphates and dithiocarbamates.
Pour-point Depressants keep the oil fluid at low temperatures by preventing

wax crystal growth and their formation into a mass. Pour point depressant types
are polymethacrylates; styrene-based polyesters, crosslinked alkyl phenols and
alkyl napthalenes.
Viscosity Index Improvers help prevent the oil from becoming too thin at high
temperatures. Viscosity index improvers (VI improver) are chemicals which
“improve” (reduce) the rate of viscosity change with temperature change.
Chemicals used as VI improvers are polyisobutenes, polymethacrylates,
styrene-based polyesters, styrene-based copolymers and ethylene propylene
copolymers.
47
TCL029
Fuels & Lubricants
Total Base Number (TBN)

Understanding TBN requires some knowledge of fuel sulphur content. Most
diesel fuel contains some amount of sulphur. How much depends on the amount
of sulphur in the crude oil from which it was produced and/or the refiner’s ability
to remove it. One of the functions of lubricating oil is to neutralise sulphur by-
products, namely sulphurous and sulphuric acids and thus retard corrosive
damage to the engine. Additives (primarily detergents) in the oil contain alkaline
compounds which are formulated to neutralise these acids. The measure of this
reserve alkalinity in an oil is known as its TBN. Generally, the higher the TBN
value, the more reserve alkalinity or acid-neutralising capacity the oil contains.
Ash or Sulphated Ash

The ash content of an oil is the non-combustible residue of a lubricating oil.
Lubricating oil detergent additives contain metallic derivatives, such as barium,
calcium, and magnesium compounds that are common sources of ash. These
metallo-organic compounds in the oils provide the TBN for oil alkalinity.
Excessive ash content will cause ash deposits which can impair engine
efficiency and power.
Viscosity
Viscosity is one of the more critical properties of oil. It refers to its resistance to
flow. Viscosity is directly related to how well an oil will lubricate by forming a film
to separate surfaces that would contact one another. Regardless of the ambient
temperature or engine temperature, an oil must flow sufficiently to ensure an
adequate supply to all moving parts.
The more viscous (thicker) an oil is, the thicker the oil film it will provide.
The thicker the oil film, the more resistant it will be to being wiped or rubbed
from lubricated surfaces. Conversely, oil that is too thick will have excessive
resistance to flow at low temperatures and so may not flow quickly enough to
the parts requiring lubrication. It is therefore vital that the oil has the lowest
temperatures at which the engine is expected to operate.
Oils change viscosity with temperature, becoming less viscous as their

temperatures increase. Refining techniques and special additives increase
the Viscosity Index (VI) of oil. The higher the VI number of the oil, the lower its
tendency to change viscosity with temperature.
The Society of Automotive Engineers (SAE) standard oil classification system

(SAE J300) categorises oils according to their viscosity (via a number system
such as SAE 10W, SAE 30, SAE15W40, etc.).
Each of the viscosity grades or numbers has limits on the viscosity of the oil
at given temperatures. For viscosity grades specified with W the oil viscosity
is defined by both viscosity at 100°C and at the maximum low temperature for
cranking and pumping. In other words, the oil’s viscosity has been tested to
verify the oil’s flow under specified low temperatures. Therefore the W in an oil
viscosity grade is commonly understood to mean that the oil is suitable for winter
service. For grades without the W, the oil viscosity is defined at 100°C only.
48
TCL029
Fuels & Lubricants
Low Temperature Viscosities High Temperature Viscosities

Low Shear
SAE Pumpingc (cP) Rate
Viscosity Cranking b
High Sheare
(cP) max at max with no Kinematicd Rate (cP) at
Grade yield stress at
temp °C (cSt) at 100°C 150°C min
temp °C
Min
OW 6200 at -35 60,000 at -40 3.8 - -
5W 6600 at -30 60,000 at -35 3.8 - -
10W 7000 at -25 60,000 at -30 4.1 - -
15W 7000 at -20 60,000 at -25 5.6 - -
20W 9500 at – 15 60,000 at -20 5.6 - -
25W 13,000 at -10 60,000 at -15 9.3 - -
20 - - 5.6 <9.3 2.6
30 - - 9.3 <12.5 2.9
40 - - 12.5 <16.3 2.9 (0W-40,
5W-40,10W-40
grades)
40 - - 12.5 <16.3 3.7 (15W-40,
20W-40, 25W-
40, 40 grades)
50 - - 16.3 <21.9 3.7
60 - - 21.9 <26.1 3.7
Table 7
Table 7 indicates the viscosities for the various oil viscosity grades.
NOTE:
1. cP = 1mPa s: 1 cSt = 1mm2/s
A. All values are critical specifications as defined by ASTM D 3244
(see J300 text)
B. ASTM D 5293
C. ASTM D 4684: The presence of any yield stress detectable by this method
constitutes a failure regardless of viscosity
D. ASTM D 445
E. ASTM D 4683, ASTM D 4741, CEC-L-36-A-90
The new standard carries a revision date of December 1999. Mandatory

compliance with the new Cranking limits began June 2001.
49
TCL029
Fuels & Lubricants
American Petroleum Institute (API) CH-4

API CH-4 oils were developed in order to meet the requirements of the new
high performance diesel engines. Also, the oil was designed to meet the
requirements of the low emissions diesel engines. API CH-4 oils are also
acceptable for use in older diesel engines and in diesel engines that use high
sulphur diesel fuel. API CH-4 oils may be used in Caterpillar engines that use
API CG-4 and API CF-4 oils. API CH-4 will generally exceed the performance
of API CG-4 oils in the following criteria: deposits on pistons, control of oil
consumption, wear of piston rings, valve train wear, viscosity control, and
corrosion.
Three new engine tests were developed for the API CH-4 oil. The first test
specifically evaluates deposits on pistons for engines with the two-piece steel
piston. This test (piston deposit) also measures the control of oil consumption.
A second test is conducted with moderate oil soot. The second test measures
the following criteria: wear of piston rings, wear cylinder liners, and resistance
to corrosion. A third new test measures the following characteristics with high
levels of soot in the oil: wear the valve train wear, resistance of the oil in plugging
the oil filter, and control of sludge.
In addition to the new tests, API CH-4 oils have tougher limits for viscosity
control in applications that generate high soot. The oils also have improved
oxidation resistance. API CH-4 oils must pass an additional test (piston deposit)
for engines that use aluminium pistons (single piece). Oil performance is also
established for engines that operate in areas with high sulphur diesel fuel.
All of these improvements allow the API CH-4 oil to achieve optimum oil
change intervals. API CH-4 oils are recommended for use in extended oil
change intervals. API CH-4 oils are recommended for conditions that demand
a premium oil. Your Caterpillar dealer has specific guidelines for optimising oil
change intervals.
(API) CG-4
API CG-4 oils were developed primarily for diesel engines that use a
0.05 per cent level of fuel sulphur. However, API CG-4 oils can be used with
higher sulphur fuels. The TBN of the new oil determines the maximum fuel
sulphur level for API CG-4 and API CF-4 oils.
API CG-4 oils are the first oils that are required to pass industry standard tests
for foam control and viscosity shear loss. API CG-4 oils must also pass tests that
were developed for corrosion, wear and oxidation.
50
TCL029
Fuels & Lubricants
(API) CF-4
These oils service a wide variety of modern diesel engines. API CF-4 oils
provide more stable oil control and reduced piston deposits in comparison to
API CF and the obsolete CE and CD classifications of oil. API CF-4 oils provide
improved soot dispersion in comparison to API CF and obsolete CD oils. The
API CF-4 classification was developed with a 0.40 percent sulphur diesel fuel.
This represents the type of diesel fuels that are commonly available worldwide.
NOTE:
Do not use single grade API CF oils or use multigrade API CF oils in Caterpillar
Direct Injection Commercial Diesel Engines or in Caterpillar Direct Injection
Machine Diesel Engines.
Some commercial oils that meet the API classifications may require reduced
oil change intervals. To determine the oil change interval, closely monitor the
condition of the oil and perform a wear metal analysis. Caterpillar’s SOS oil
analysis program is the preferred method.
NOTE:
Failure to follow these oil recommendations can cause shortened engine service
life due to deposits and/or excessive wear.
Engine Manufacturers Association (EMA) LRG-1

The EMA has developed lubricant recommendations. These recommendations
are an alternative to the API oil classification system. LRG-1 is a Recommended
Guideline that defines a level of oil performance for these types of diesel
engines: high speed, four stroke cycle, heavy-duty, and light duty. Whenever the
API CH-4 oil, the API CG-4 oil, and the API CF-4 oils are recommended for use
in Caterpillar engines, you may use LRG-1 oils in Caterpillar engines. LRG-1 oils
are intended to provide superior performance in comparison to API CG-4 and
API CF-4.
LRG-1 oils will meet the needs of high performance Caterpillar diesel engines
that are operating in many applications. The tests and the test limits that are
used to define LRG-1 are similar to the new API CH-4 classification. Therefore,
these oils will meet the requirements of the low emission diesel engines.
LRG-1 oils are designed to control the harmful effects of soot with improved
wear resistance and with improved resistance to plugging of the oil filter. These
oils will also provide superior piston deposit control for engines with either two-
piece steel pistons or aluminium pistons.
All LRG-1 oils must complete a full test program with the base stock and with
the viscosity grade of the finished commercial oil. The use of “API Base Oil
51
TCL029
Fuels & Lubricants
Interchange Guidelines” are not appropriate for LRG-1 oils. This feature reduces
the variation in performance that can occur when base stocks are changed in
commercial oil formulations.
LRG-1 oils are recommended for use in extended oil change interval programs
that optimise oil life. These oil change interval programs are based on oil
analysis. LRG-1 oils are recommended for conditions that demand a premium
oil.
Caterpillar Diesel Engine Oil (DEO)

Caterpillar Oils have been developed and tested in order to provide the full
performance and service life that has been designed and built into Caterpillar
Engines. Due to significant variations in the quality and in the performance of
commercially available oils, Caterpillar makes the following recommendations:
 Caterpillar Diesel Engine Oil DEO (10W30)
 Caterpillar Diesel Engine Oil DEO (15W40).
Caterpillar multigrade Diesel Engine Oil is formulated with the correct amounts of
detergents, dispersants, and alkalinity, and are available in two viscosity grades
(10W30 and 15W40).
Multigrade oils provide the correct viscosity for a broad range of operating
temperatures and can be used in other diesel engines and in gasoline engines.
See the engine manufacturer’s guide for the recommended specifications.
Compare the specifications to the specifications of Caterpillar multigrade Diesel
Engine Oil. The current industry standards for Caterpillar Diesel Engine Oil are
listed on the product label and on the data sheets for the product.
Commercial Oils
The performance of commercial diesel engine oils is based on the classifications
of the American Petroleum Institute (API). These API classifications are
developed in order to provide commercial lubricants for a broad range of diesel
engines that operate in various conditions:
 EMA LRG-1 multigrade oil (preferred oil)
 API CH-4 multigrade oil (preferred oil)
 API CG-4 multigrade oil (preferred oil)
 API CF-4 multigrade oil (acceptable oil).
52
TCL029
Fuels & Lubricants
Total Base Number and Fuel Sulphur Levels

Direct Injection (DI) Diesel Engines
Figure 14
The Total Base Number (TBN) for an oil depends on the fuel sulphur level. For
direct injection engines that use distillate fuel, the minimum TBN of the new oil
must be 10 times the fuel sulphur level. The TBN is defined by “ASTM D2896”.
The minimum TBN of the oil is five (5) regardless of fuel sulphur level. Figure 14
demonstrates the TBN.
Use the following guidelines for fuel sulphur levels that exceed 1.5 percent:
 Choose an oil with the highest TBN that meets one of these classifications:
− EMA LRG-1
− API CH-4
− API CG-4
− API CF-4.
 Reduce the oil change interval. Base the oil change interval on the oil
analysis. Ensure that the oil analysis includes the condition of the oil and a
wear metal analysis.
Excessive piston deposits can be produced by an oil with a high TBN. These
deposits can lead to a loss of control of the oil consumption and to the polishing
of the cylinder bore.
53
TCL029
Fuels & Lubricants
NOTE:
Operating Direct Injected (DI) diesel engines with fuel sulphur levels over 1.0
per cent may require shortened oil change intervals in order to help maintain
adequate wear protection.
Pre-combustion Chamber (PC) Diesel Engines
Figure 15 – TBN
• (Y) TBN by “ASTM D2896”
• (X) Percentage of fuel sulphur by weight
• (1) TBN of new oil
• (2) Change the oil when the TBN deteriorates to 50 percent of the original TBN.
The Total Base Number (TBN) for an oil depends on the fuel sulphur level. For
precombustion chamber engines that use distillate fuel, the minimum TBN of the
new oil must be 20 times the fuel sulphur level. The TBN is defined by “ASTM
D2896”. The minimum TBN of the oil is five (5) regardless of fuel sulphur level.
Figure 15 demonstrates the TBN.
Use the following guidelines for fuel sulphur levels that exceed 1.5 percent:
 Choose an oil with the highest TBN that meets one of these classifications:
− EMA LRG-1
− API CH-4
− API CG-4
− API CF-4.
54
TCL029
Fuels & Lubricants
 Reduce the oil change interval. Base the oil change interval on the oil
analysis. Ensure that the oil analysis includes the condition of the oil and a
wear metal analysis.
 Excessive piston deposits can be produced by an oil with a high TBN.
These deposits can lead to a loss of control of the oil consumption and to
the polishing of the cylinder bore.
NOTE:
Operating PC engines at fuel sulphur levels over 1.0 percent may require
shortened oil change intervals to maintain adequate wear protection.
55
TCL029
Fuels & Lubricants
Hydraulic Oil
Applications
 Hydraulic Systems
 Hydrostatic Transmissions
Caterpillar Hydraulic Oil (HYDO)

Caterpillar Hydraulic Oil is formulated with a balanced additive system. The
system includes the following agents:
 Detergents
 Rust inhibitors
 Anti-wear agents
 Defoamers.
Caterpillar Hydraulic Oil offers the following benefits:
 Protection against mechanical wear
 Protection against rusting
 Protection against corrosive wear in hydraulic systems
 Protection against wear in hydrostatic transmission systems.
Caterpillar Hydraulic Oil should be used to achieve maximum life and maximum
performance from hydraulic system components and from hydrostatic
transmissions. Caterpillar Hydraulic Oil is recommended in most hydraulic
systems and in most hydrostatic systems.
If a different viscosity is required due to ambient temperatures, the following

Caterpillar oils can be used:
 Caterpillar Multigrade Diesel Engine Oil (DEO)
 Caterpillar Single Grade Diesel Engine Oil (DEO)
 Caterpillar Transmission/Drive Train Oil (TDTO)
 Caterpillar Transmission Multi-Season Oil (TMS)
 Caterpillar Multi-purpose Tractor Oil (MTO).
56
TCL029
Fuels & Lubricants
Commercial Oils
If Caterpillar oils cannot be used, the following commercial classifications can be
used in hydraulic systems and in hydrostatic transmission systems:
 CH-4 engine oils that have a minimum zinc additive of 0.09 per cent
(900 ppm)
 CG-4 engine oils that have a minimum zinc additive of 0.09 per cent
(900 ppm)
 CF-4 engine oils that have a minimum zinc additive of 0.09 per cent
(900 ppm)
 CF engine oils that have a minimum zinc additive of 0.09 per cent (900 ppm)
Caterpillar Biodegradable Hydraulic Oil (HEES)

Caterpillar has a biodegradable hydraulic oil that is available for use in machine
hydraulic systems. This fluid is recommended for the hydraulic systems when
environmental compliance is required or desired.
Figure 16 – Machines with this symbol are filled with biodegradable hydraulic oil.
This symbol is located on the hydraulic tank.
This fluid is formulated with the following components:

 A saturated HEES (Hydraulic Environmental Ester Synthetic)
 Synthetic base stock
 Selected additives.
Use this oil only in hydraulic systems.
Caterpillar Biodegradable Hydraulic Oil (HEES) may become darker in colour

throughout the service life of the oil. Analysis is required to determine the quality
of the oil.
The maximum recommended water content for hydraulic system that are filled
with Caterpillar Biodegradable Hydraulic Oil (HEES) is 0.10 per cent. If the water
levels exceed 0.10 per cent, the water should be removed or the oil should be
replaced.
57
TCL029
Fuels & Lubricants
Commercial Biodegradable Hydraulic Oil (HEES)

If Caterpillar Biodegradable Hydraulic Oil (HEES) is not used, commercial oils
that meet the Caterpillar BF-1 specifications should be used.
Transmission/Drive Train Oil

Applications
 Power Shift Transmissions, Direct Drive Transmissions, and Winches
 Final Drives for Track-Type Tractors, Pipelayers, Skidders, Loaders, and
Track-Type Excavators
 Differentials and Final Drives for Wheel Tractors, Loaders, Skidders,
Compactors, Motor Graders, E Series II Articulated Trucks, Off-Highway
Tractors, and Trucks.
Caterpillar Transmission/Drive Train Oil (TDTO)

Caterpillar Transmission/Drive Train Oil is balanced in order to give maximum
frictional material life in power shift transmissions. Caterpillar Transmission/Drive
Train Oil also eliminates brake chatter in wet brake applications in Caterpillar
machines. This oil has passed the requirements for the TO-4 oil specification
which includes the frictional requirements and gear wear requirements. The
oil is offered in several lubricant viscosity grades. The SAE 60 viscosity grade
is included for maximum component life at high ambient temperatures and for
heavy-duty cycles.
NOTE:
This oil is formulated for transmissions and drive trains only, and should not be
used in engines. Shortened engine life will result.
Do not use the Caterpillar Gear Oil or commercial gear oil in the machines that
are listed above. The gear oil can cause seals to fail. The seals can also leak.
The gear oil may not be compatible with friction materials. The oil can reduce the
efficiency of the transmission and the brake performance.
Multigrade oils must meet the requirements of the Caterpillar TO-4M

specification in order to be used in transmissions. Multigrade oils which use
high molecular weight polymers as viscosity index improvers may lose the
viscosity effectiveness. This effectiveness may be lost by the temporary shear
of the polymer viscosity index improver. Permanent shear of the polymer
viscosity index improver may also occur. This type of multigrade oils are not
recommended for Caterpillar drive train compartments. The Caterpillar TO-4M
requirement includes a test for the shear stability of multigrade oil.
58
TCL029
Fuels & Lubricants
Commercial Transmission/Drive Train Oils

If Caterpillar Transmission/Drive Train Oil is not used, use commercial oils that
comply with the Caterpillar TO-4 or TO-4M specifications.
Gear Oil
Applications
 Direct Drive Transmissions for Pavement Profilers
 Differentials and Final Drives for Wheel Tractor-Scrapers, Articulated Trucks
except for the E Series II Articulated Trucks, Wheel Type Excavators, certain
Backhoe Loaders, and Pavement Profilers
 Certain Vibratory Compactor Drum Bearings.
Caterpillar Gear Oil (GO)

Caterpillar Gear Oil offers maximum protection against the following damage:
scoring of the gear teeth, pitting of the gear teeth, and pitting of the parts in roller
bearings. Caterpillar Gear Oil provides excellent stability under high temperature
conditions. Caterpillar Gear Oil also has superior low temperature performance.
This oil also gives protection against rust and against corrosion. Some
applications require additives for the extreme pressures that can occur at the
edges of the components. For these applications, Caterpillar Gear Oil provides
the extra protection.
When the use of gear oil is specified, use Caterpillar Gear Oil in order to
maximise the component life.
NOTE:
Caterpillar Gear Oil (GO) is not the same as Caterpillar Transmission/Drive Train
Oil, and does not meet Caterpillar’s specifications for TO-4 oil. Caterpillar GO or
commercial gear oils should not be used in compartments which specify TO-4 oil.
Commercial Gear Oils

If the Caterpillar Gear Oil cannot be used, select an oil that meets the API GL-5
specification.
59
TCL029
Fuels & Lubricants
Multi-purpose Tractor Oil

Applications
 Backhoe Loader Rear Drive Axle
 Challenger Agricultural Tractor Hydraulic System and Steering Mechanism.
Caterpillar Multi-purpose Tractor Oil (MTO)

Caterpillar Multipurpose Tractor Oil (MTO) is available for use in the backhoe
loader rear drive axle. This oil provides the proper frictional requirement for the
brakes that require oil cooling in this compartment.
This oil is also used in Challenger Agricultural Tractors for the implement
hydraulic system and for the steering control mechanism. Many agricultural
tractors have hydraulic systems that are common with the transmission and with
the drive train. By using Caterpillar Multipurpose Tractor Oil, it is possible to
interchange hydraulically actuated tools. This oil provides the performance that
is required of these multifunction compartments that use a single fluid.
NOTE:
Caterpillar Multipurpose Tractor OIl (MTO) is not the same as Caterpillar
Transmission/Drive Train Oil, and does not meet Caterpillar’s specifications for
TO-4 oil. Caterpillar MTO should not be used in compartments which specify
TO-4 oil.
Commercial Multi-purpose Tractor Oils

If Caterpillar Multipurpose Tractor Oil is not available, use an oil that meets
the “Ford/New Holland M2C134-D” specification. The oil must also satisfy the
requirements of the following machine systems:
 Multipurpose tractor transmission
 Hydraulic drives on agricultural tractors and on industrial tractors
 Final drives on agricultural tractors and on industrial tractors.
60
TCL029
Fuels & Lubricants
Synthetic Base Stock Oils

Synthetic base oils are acceptable for use in Caterpillar engines and in
Caterpillar machines if these oils meet the performance requirements that
are specified for a particular compartment. Each compartment has specific
lubrication specifications in order to ensure proper lubrication and life of the
system.
Synthetic base oils generally perform better than conventional oils in the
following two areas:
 Synthetic base oils have improved flow at low temperatures, especially in
arctic conditions.
 Synthetic base oils have improved oxidation stability, especially at high
operating temperatures.
Some synthetic base oils have performance characteristics that enhance the
service life of the oil. However, Caterpillar does not recommend automatic
extending of the oil drain intervals for any type of oil. Oil drain intervals for
Caterpillar diesel engines can only be adjusted after an oil analysis program that
contains the following data:
 Oil condition and wear metal analysis (Caterpillar SOS Oil Analysis)
 Trend analysis
 Fuel consumption
 Oil consumption.
Re-refined Base Stock Oils

Re-refined base oils are acceptable for use in Caterpillar engines and in
Caterpillar machines if these oils meet the performance requirements that are
specified for a particular compartment. Each compartment has requirements
for lubrication and requirements for lubrication specifications in order to ensure
proper lubrication and life of the system. Re-refined base oils can be used
exclusively in finished oil or in a combination with new base oils.
The process that is used to make re-refined oil should adequately remove all
wear metals and all additives that are in the used oil. Vacuum distillation and the
hydrotreating of used oil are acceptable processes that are used for producing a
re-refined base oil. Filtering is inadequate for the production of high quality,
re-refined base oils from used oil.
61
TCL029
Fuels & Lubricants
Aftermarket Oil Additives

Caterpillar does not recommend the use of aftermarket additives in oil. It is
not necessary to use aftermarket additives in order to achieve the machine’s
maximum service life or rated performance. Fully formulated, finished oils
consist of base oils and of commercial additive packages. These additive
packages are blended into the base oils at precise percentages in order to
help provide finished oils with performance characteristics that meet industry
standards.
There are no industry standard tests that evaluate the performance or the
compatibility of aftermarket additives in finished oil. Aftermarket additives may
not be compatible with the finished oil’s additive package, which could lower the
performance of the finished oil. The aftermarket additive could fail to mix with
the finished oil. This could produce sludge. Caterpillar discourages the use of
aftermarket additives in finished oils.
To achieve the best performance from a Caterpillar engine, conform to the

following guidelines:
 Select the proper Caterpillar oil or select a commercial oil that meets the
specifications for the compartment.
 See the appropriate “Lubricant Viscosities” table in order to find the correct
viscosity grade for your engine.
 At the specified interval, service the engine or service the compartment.
Use new oil and install a new oil filter.
 Perform maintenance at the intervals that are specified in the Operation and
Maintenance Manual “Maintenance Interval Schedule”.
Lubricating Grease
Caterpillar provides greases in order to cover a variety of applications and
extreme temperature conditions.
NOTE:
Some greases may not be used with other greases. When a commercial grease is
used, ensure that the grease is compatible with the grease that is currently used
in the system. If the commercial grease is not compatible, the system must be
purged. If any questions arise concerning the compatibility of a grease, consult
the supplier.
62
TCL029
Fuels & Lubricants
Multi-purpose Greases
Multi-purpose Lithium Complex Grease (MPGL)
Multipurpose Lithium Complex Grease (MPGL) is a general purpose lithium

complex grease for medium-duty applications. This product has good
characteristics at high temperatures such as a dropping point of 260°C (500°F).
MPGL contains unleaded extreme pressure additives, antiwear inhibitors, and
corrosion inhibitors that provide extra protection in the following applications:
 Construction
 Agricultural
 Automotive.
MPGL meets the requirements for extended service intervals of automotive
chassis points. MPGL also meets the requirements for extended service
intervals of wheel bearings with disc brakes in automobiles, in vans and in light
trucks. Normal operating temperatures for this product are -28 to 149°C
(-18 to 300°F), and is also available as a white lithium complex grease.
Multipurpose Lithium Complex Grease with Molybdenum (MPGM)
Multipurpose Lithium Complex Grease with Molybdenum (MPGM) is a general

purpose lithium complex grease that is used for light duty applications and for
medium-duty applications. The MPGM is strengthened with a molybdenum
disulphide and a polymer for extra lubrication and protection. MPGM contains
unleaded additives, antiwear inhibitors, rust inhibitors, and corrosions inhibitors
that are for protection and lubrication in many environments. The MPGM is
formulated with a base fluid that has high viscosity.
The MPGM has the following features:

 Increased protection against water washout
 Increased retention
 Resistance to heavy loads.
This product is recommended for heavily loaded pin joints and for journal
bearings. Normal operating temperatures for this product are -18 to 149°C
(0 to 300°F).
NOTE:
If MPGM is not available, use a multipurpose type grease which contains three to
five percent molybdenum.
63
TCL029
Fuels & Lubricants
Special Purpose Grease (SPG)

Bearing Lubrication (SPG)
Bearing Lubricant (SPG) is available with a polyurea thickener. This grease

is recommended for high temperature anti-friction bearings in the following
applications:
 Electric starting motors
 Alternators
 Fan drives
 Generators.
The Bearing Lubricant (SPG) has an effective operating range of -29 to 177°C
(-20 to 350°F)
Water and Temperature Resistant Grease (WTR)
The Water and Temperature Resistant Grease is designed for use whenever the
following conditions are a concern:
 Water washout
 Severe corrosion
 High operating temperatures.
The Water and Temperature Resistant Grease provides extreme pressure
protection, antiwear protection, rust protection and corrosion protection. The
Water and Temperature Resistant Grease is an environmentally friendly grease
which does not contain the following materials:
 Antimony
 Sulphur
 Barium
 Zinc
 Lead
 Phosphorous materials.
The Water and Temperature Resistant Grease has excellent shear stability.
Water and Temperature Resistant Grease can also resist breakdown in the
presence of water. The water and Temperature Resistant Grease works well in
the following applications:
 Construction
 Agricultural
 Automotive
 Industrial
 Marine.
Normal operating temperatures for this product are -40 to 204°C
(-40 to 400°F).
64
TCL029
Fuels & Lubricants
Caterpillar Premium Grease (CPG)

Desert Gold (CPG)
Desert Gold is a heavy-duty, premium synthetic grease that is developed for

the most extreme operating environments. This grease is formulated with
the following characteristics: high viscosity synthetic base fluid, polymers,
molybdenum disulphide, high viscosity index, and high dropping point (melting
point).
Desert Gold will protect equipment against heavy shock loads. Desert Gold
protects against corrosion in extreme heat, in moist conditions, or in dusty
conditions. This product has excellent characteristics of adhesion and of
stability. Desert Gold provides longer protection than other greases. Desert
Gold is an environmentally friendly grease which does not contain the following
materials:
 Antimony
 Sulphur
 Barium
 Zinc
 Lead
 Phosphorous materials.
Normal operating temperatures are -6 to 230°C (21 to 450°F). Desert Gold
can operate at higher temperatures for short time periods. Desert Gold has
additional extreme pressure protection for highly loaded pin joints.
Arctic Platinum (CPG)
Arctic Platinum is a super-premium extreme pressure lubricating grease that

is developed for lubrication in temperatures that are below zero to moderate
operating temperatures. Arctic Platinum is available in grades 000, 00, 0, 1,
and 2. These grades ensure pump ability in central lube systems in a variety
of ambient temperatures from -60 to 18°C (-76 to 65°F). Arctic Platinum has
a high dropping point. Arctic Platinum contains a five per cent concentrate of
molybdenum disulphide for protection against extra heavy loads. Arctic Platinum
provides excellent corrosion protection and rust protection. Arctic Platinum is an
environmentally friendly grease which does not contain the following materials:
 Antimony
 Sulphur
 Barium
 Zinc
 Phosphorous.
65
TCL029
Fuels & Lubricants
Arctic Platinum is designed for long life lubrication of the following components:
horizontal pivot bearings, lower link bearings, steering cylinders, kingbolt
bearings, upper hitch link bearings, and ejector carrier roller bearings. This
grease is extra tacky for retention on excavator car body bearings. Arctic
Platinum has additional extreme pressure protection for highly loaded pin joints.
Hydraulic Brake Fluid

Hydraulic brake fluid is used as a brake actuation fluid on certain equipment with
dry brake shoes.
Most brake fluids used are glycol based (not petroleum based) and are
‘hygroscopic’, which means that they absorb moisture, whether it be from within
the system or from the atmosphere if exposed.
Properties of a brake:
 Viscosity. This must be suitable for all climatic conditions, so that the fluid
will flow readily at low temperatures and will not thin out excessively at high
temperatures.
 Suitable boiling point. Considerable heat is generated in the braking system
and the fluid must be capable of withstanding this without boiling. If the
fluid boiled, some of the liquid in the system would turn to gas. This would
produce a dangerous condition. It would be similar to having air in the
system, because the gas would compress when the brakes were applied.
 Control of rubber swell. Unsuitable fluid would cause the rubber seals to
swell. A chemical additive modifies this tendency and controls the swelling
effect. A limited swelling is allowed, as this gradually compensates for wear
of the seals.
 Prevention of corrosion and attack. The fluid must have properties that
prevent corrosion of the metal parts and attack on the rubber seals. It
must also act as a lubricant to the moving parts of the master and wheel
cylinders.
 Compatibility. A brake fluid should be compatible with fluids of other
manufacture; that is, one brand of fluid should readily mix with another.
Set standards are instigated to which glycol-based fluids must conform. These
include the boiling point of the fluid as well as other performance requirements.
This information is usually available from the label of the fluid container. Fluids
of the same type, which meet the same standards, can be mixed. Glycol-based
fluid and silicone fluid should never be mixed.
Care must be taken to avoid contamination of the fluid. Containers used for
brake fluid must be perfectly clean, and should not have previously been used
for oil, kerosene or any other mineral oil product. Even small traces of these will
cause the rubber seals to swell and deteriorate.
66
TCL029
Fuels & Lubricants
If contamination of the fluid in the system is suspected, the following simple

test can be made: Place a small quantity of the suspected fluid in a clean glass
container and allow to stand. If the fluid separates into two distinct layers,
mineral oil is present. The system should then be flushed, and all rubber parts,
such as cups and hoses, should be renewed.
Glycol based fluid should be changed at intervals no longer than twelve months
to ensure that moisture content is kept to a minimum and therefore high boiling
point maintained. If hydraulic brake systems are left exposed to atmosphere for
a period of time, the fluid should be replaced and the system bled. If there is
any doubt as to the age or condition of the brake fluid, it should be tested and if
necessary, a report submitted.
When handling brake fluids it is important to understand that:

 Fluid should be stored in its original container that is clearly marked as
to its content. The container should be properly sealed and free from
contaminants. Brake fluid has a limited shelf life.
 The instructions on the container should be read and adhered to.
 The brake fluid should never be reused under any circumstances and
should be disposed of in accordance with State Environment Protection
Policies.
 If spilled on painted surfaces or on clothing, the fluid should be rinsed off
immediately to prevent damage to the surfaces. DO NOT wipe off under any
circumstances.
Petroleum based products should never be used to clean brake components as
the petroleum reacts with the sealing components and causes them to swell.
Brake fluid must meet the requirements of the Department of Transportation

– DOT, therefore the fluids available are labelled DOT3, DOT4 etc. The correct
fluid must be used at all times when adding or changing brake fluid. Vehicle
and/or fluid manufacturers specifications should be consulted prior to adding
or changing brake fluid. DOT3 and DOT4 fluids are both glycol based fluids for
general and high temperature applications.
DOT5 brake fluid, however, is a Synthetic (Silicon) based fluid. This type of fluid
does not have the same moisture absorbing problems as glycol based fluids and
has a very high boiling point, giving it a longer operation and shelf life. The cost
of silicon based fluids and the performance characteristics place DOT5 fluids
into a limited application.
NOTE:
Do not use in compartments that use wet brake systems.
Do not use in compartments where hydraulic oil or TO-4 fluids are recommended.
67
TCL029
Fuels & Lubricants
Dry Film Lubricant

Dry film lubricant is a graphite powder and is used in areas where lubrication
is required and the attraction of dirt is undesirable, normally on an external
application. Dry film lubricant can come in a stick or powder form or may be
distributed in an aerosol can.
1U-8268 Dry Film Lubricant has the following characteristics:

 Superior lubricity
 Excellent adhesion to most surfaces
 Fast dry times
 Easy application.
The dry lubricant can be used for the following applications:
 Backhoe extendable stick
 Blade circles for motor graders
 Shift mechanisms
 Masts for lift trucks
 Slides that require frequent lubrication
 Locks that have tumblers
 Applications that require a press fit
 All moving door latches
 Hinges
 Door locks
 Lock for the hood
 Hinges for the hood
 Throttle pedal linkage.
This form of lubricant will irritate the respiratory system and should only be used
in a well ventilated area.
Cold Weather Lubricants

In cold weather, before attempting to start the engine, make sure that the oil in
the engine, oil in the transmission, and the oil in the hydraulic system are fluid
enough to flow. Check the oil by removing the dipsticks. If the oil will drip from
the dipstick, then the oil is fluid enough to start the engine. Do not use oil that
has been diluted with kerosene. Kerosene will evaporate in the engine. This will
cause the oil to thicken and will also cause swelling and softening of the silicone
seals.
68
TCL029
Fuels & Lubricants
If the viscosity of the oil is changed for colder weather, also change the filter
element. If the filter is not changed, the filter element and the filter housing can
become a solid mass. Drain all hydraulic cylinders and lines. After changing the
oil, operate the equipment in order to circulate the thinner oil.
When an engine is started and operated in ambient temperatures that are below
-20°C (-4°F), use base oils that can flow in low temperatures. These oils have
lubricant viscosity grade of SAE 0W or of SAE 5W.
When an engine is started and operated in ambient temperatures that are below
-30°C (-22°F), use a synthetic base stock multigrade oil. The oil should have a
lubricant viscosity grade of 0W or 5W. Use an oil with a pour point that is lower
than -50°C (-58°F).
Because the number of acceptable lubricants is limited in arctic conditions,

Caterpillar has special recommendations for arctic conditions. Caterpillar
recommends the following lubricants for use in Arctic conditions (the lubricants
are listed by preference):
 Engine Oils
NOTE:
Using oils that are not recommended as first choice oils could result in shortened
life of the engine.
 First Choice
Use an oil with an EMA LRG -1 Recommended Guideline or use a CH-
4 oil that is API licensed with an SAE 0W20, SAE 0W30, SAE 0W40,
SAE 5W30, or SAE 5W40 lubricant viscosity grade. A CG-4 oil that is
API licensed with an SAE 0W20, SAE 0W30, SAE 0W40, SAE 5W30, or
SAE 5W40 lubricant viscosity grade may also be used. A CF-4 oil that
is API licensed with an SAE 0W20, SAE 0W30, SAE 0W40, SAE 5W30,
or SAE 5W40 lubricant viscosity grade may also be used.
 Second Choice
Use an oil that contains the CH-4, CG-4, or CF-4 additive package
although the oil has not been tested for the requirements of the API
license. The oil must have an SAE 0W20, SAE 0W30, SAE 0W40, SAE
5W30, or SAE 5W40 lubricant viscosity grade.
 Transmission/Drive Train Oils
NOTE:
Use of oils that are not recommended as first choice oils could result in shortened
life to the transmission and final drive.
69
TCL029
Fuels & Lubricants
 First Choice
Use an oil that meets the following requirements: formulated from a full
synthetic base stock without the viscosity index improvers that meet the
performance requirements of the TO-4 specification and requirements
for SAE 30 lubricant viscosity grade. Typical lubricant viscosity grades
are SAE 0W30, SAE 5W30 and SAE 0W20.
 Second Choice
Use an oil with a TO-4 type additive package and a lubricant viscosity
grade of SAE 0W30, of 5W30, or SAE 0W20 but have not been tested
against the TO-4 specifications.
 Third Choice
Use API CF/TO-2 oils with an SAE 0W20, 0W30, or 5W30 lubricant
viscosity grade.
NOTE:
For maximum service life, use an oil with the highest lubricant viscosity grade
that is allowed for the ambient temperature. Refer to the tables for Lubricant
Viscosities for Ambient Temperatures in order to obtain the recommended oil
viscosity.
70
TCL029
Fuels & Lubricants
Lubricant Viscosities for Ambient Temperatures

Compartment Oil Type and Oil °C °F
or Systems Classification Viscosities Min Max Min Max
Final Drive SAE 0W20 (1)
-40 0 -40 32
(Differential Gearboxes) SAE 0W30 (1) -40 10 -40 50
Including Track-Type Tractors
SAE SW30 (1)
-30 10 -22 50
Except for the following
machines: Caterpillar TDTO
SAE 0W -30 0 -22 32
 Off-Highway Trucks; Caterpillar TO-4
SAE 30 -25 25 -13 77
 Large Wheel Loaders; Caterpillar TO-4M
 Large Wheel Tractors; SAE 50 -15 50 5 122
 Articulated Trucks. SAE 60 -10 50 14 122
TMS(2) -30 25 -22 77
Hoist, Torque Converter, and
Brake System for Off-Highway SAE 0W20(1) -40 40 -40 104
Trucks Hoist, Steering and Caterpillar TDTO
Brake System for E Series II Caterpillar TO-4
Articulated Trucks SAE 10W -20 50 -4 122
Differential, Front Wheels and SAE 50 (3)

(3) 32 (3) 90
Caterpillar TDTO
Final Drives
Caterpillar TO-4 SAE 60 (3)
(3) 50 (3) 122
for Off-Highway Trucks
Final Drive Gear Boxes (988, SAE 0W20(1) -40 -10 -40 14
990, 992, and 994 Wheel
SAE 0W30(1) -40 0 -40 32
Loaders, 834 and 836 Wheel
Tractors) SAE 5W30 (1)
-30 0 -22 14
Caterpillar TDTO
SAE 10W -30 -10 -22 14
Caterpillar TO-4
SAE 30 -25 15 -13 59
Caterpillar TO-4M
SAE 50 -15 50 5 122
SAE 60 -10 50 14 122
TMS (2) -30 15 -22 59
71
TCL029
Fuels & Lubricants
Compartment Oil Type and Oil °C °F

or Systems Classification Viscosities Min Max Min Max
Direct Drive Transmissions SAE 75W90 -30 40 -22 104
for Pavement Profilers SAE 80W90 -20 40 -4 104
Differentials and Final Drives
for Wheel Tractor-Scrapers, SAE 85W140 -10 50 14 122
Caterpillar GO
Articulated Trucks (except for SAE 90 0 40 32 104
API GL-5
E Series II Articulated Trucks),
Wheel Type Excavators, certain
Backhoe Loaders, Pavement
Profilers
Table 8
Note:
(1) First Choice: Oils of full synthetic base stock without viscosity index
improvers that meet the performance requirements of the TO-4 specification
for the SAE 30 viscosity grade. Typical lubricant viscosity grades are SAE
0W20, SAE 0W30, and SAE 5W30. Second Choice: Oils that contain a TO-4
additive package and a lubricant viscosity grade of SAE 0W20, SAE 0W30,
or SAE 5W30.
(2) TMS Transmission Multi-Season

(exceeds the TO-4M specification requirements).
(3) TDTO or TO-4 SAE 60 is preferred in most applications, particularly

continuous operation. If the ambient temperature is below -10°C (14°F), warm
up the oil prior to operation. The oil must be maintained to a temperature
above -10°C (14°F) during operation. If the ambient temperature is below
-10°C (14°F), perform the procedures in the Operation and Maintenance
Manual, “Differential Warm-up and Break-in” prior to operation. If the ambient
temperature is below -25°C (-13°F), consult your Caterpillar dealer for
instructions. Failure to warm up the oil prior to operation will cause damage
to the machine.
(4) TDTO or TO-4 SAE 50 is preferred in most applications, particularly

continuous operation. If the ambient temperature is below -15°C (5°F), warm
up the oil prior to operation. The oil must be maintained to a temperature
above -15°C (5°F) during operation. If the ambient temperature is below
-15°C (5°F), perform the procedures in the Operation and Maintenance
Manual, “Differential Warm-up and Break-in” prior to operation. If the ambient
temperature is below -25°C (-13°F), consult your Caterpillar dealer for
instructions. Failure to warm up the oil prior to operation will cause damage
to the machine.
(5) Certain Wheel Type Excavators require the addition of Caterpillar Limited Slip
(LS) additive. Refer to the machine’s Operation and Maintenance Manual.
72
TCL029
Fuels & Lubricants
Compartment or Oil Type and Oil °C °F

Systems Classification Viscosities
Caterpillar SAE 0W20 -40 10 -40 50
Multigrade DEO
EMA LRG-1 SAE 0W30 -40 30 -40 86
API Multigrade SAE 5W30 -30 30 -22 86
CH-4
Engine Crankcase
CG-4
CF-4
SAE 15W40 -15 50 5 122
Caterpillar SAE 0W20 (1) -40 10 -40 50
TDTO
Caterpillar TO-4 SAE 0W30 (1) -40 20 -40 68
Power Shift, Caterpillar TO- SAE 5W30 (1) -30 20 -22 68
Manual 4M
Transmissions and SAE 10W -20 10 -4 50
Winch Gear Case SAE 30 (2) (3)
0 35 32 95
SAE 50 (2) (3) 10 50 50 122
TMS (2) (3) (4)
-10 35 14 95
SAE 0W20 (1) -40 22 -40 72
Power Shift Caterpillar SAE 0W30 (1) -40 30 -40 86

Transmission in TDTO
SAE 5W30 (1) -30 30 -22 86
768C, 769C, 771C, Caterpillar TO-4
768D, 769D, and SAE 10W -20 22 -4 72
Caterpillar TO-
771D 4M SAE 30 10 50 50 122
TMS (4) 10 50 50 122
Caterpillar SAE0W20 -40 40 -40 104
HYDO
SAE 0W30 -40 40 -40 104
Caterpillar DEO
Caterpillar SAE 5W30 -30 40 -22 104
TDTO SAE 5W40 -30 40 -22 104
Caterpillar MTO
SAE 10W -20 40 -4 104
Hydrostatic EMA LRG-1
Transmission API CH-4
SAE 10W30 -20 40 -4 104
API CG-4
API CF-4 SAE 15W40 -15 50 5 122
API CF Caterpillar -25 40 -13 104
Caterpillar TO-4 MTO
Caterpillar TO-
4M TMS (4) -15 50 5 122
73
TCL029
Fuels & Lubricants
Compartment or Oil Type and Oil °C °F

Systems Classification Viscosities
Hydraulic Systems Caterpillar SAE 0W20 -40 40 -40 104
Hydraulic HYDO
SAE 0W30 -40 40 -40 104
Excavator Swing Caterpillar DEO
Motor and Travel Caterpillar SAE 5W30 -30 40 -22 104
Motor Systems TDTO SAE 5W40 -30 40 -22 104
Except for Caterpillar MTO
the following SAE 10W -20 40 -4 104
EMALRG-1
machines: SAE 30 10 50 50 122
API CH-4
E-Series II
API CG-4 SAE 10W30 -20 40 -4 104
Articulated Trucks;
API CF-4
Off-Highway SAE 15W40 -15 50 5 122
API CF
Trucks;
Caterpillar TO-4 Caterpillar -25 40 -13 104
Challenger
Caterpillar TO- MTO
Tractors.
4M
Caterpillar Bio- -25 43 -13 110
Biodegradable degradable
Hydraulic Oil Hydraulic Oil
(HEES) (HEES) (5)
TMS (4) -15 50 5 122
SAE 75W90 -30 40 -22 104
Equalizer Bar End,
Pin Joint, Bogie Caterpillar GO SAE 90W90 -20 40 -4 104
Cartridge Pins, and API GL-5 SAE 85W140 -10 50 14 122
Track Pins
SAE 90 0 40 32 104
SAE 0W20 (1) -40 0 -40 32
SAE 0W30 (1)
-40 10 -40 50
SAE 5W20 (1) -35 0 -31 32
Caterpillar
Track Roller Frame
TDTO
Recoil Spring and SAE 10W -30 0 -22 32
Caterpillar TO-4
Pivot Shaft
Caterpillar TO- SAE 30 -20 25 -4 77
Bearings
4M
SAE 40 -10 40 14 104
SAE 50 0 50 32 122
TMS (4) -25 25 -13 77
SAE 30 -20 25 -4 77
Caterpillar DEO
EMA LRG-1 SAE 40 -10 40 14 104
Track Idlers and
API CH-4 SAE 5W40 -35 40 -31 104
Track
API CG-4
Rollers
API CF-4
API CF
Table 9
74
TCL029
Fuels & Lubricants
(1) First Choice: Oils of full synthetic base stock without viscosity index
improvers that meet the performance requirements of the TO-4 specification
for the SAE 30 viscosity grade. Typical lubricant viscosity grades are SAE
0W20, SAE 0W30, and SAE 5W30. Second Choice: Oils that contain a TO-4
additive package and a lubricant viscosity grade of SAE 0W20, SAE 0W30,
or SAE 5W30.
(2) Except Off-Highway Trucks. For models 772 through 797 use SAE 30
viscosity grade or TMS for 0 to 50°C (32 to 122°F).
(3) Except for the hydraulic drive winch gear case. Do not use SAE 50 viscosity
grade for the hydraulic drive winch gear case. Instead, use SAE 30 viscosity
grade for 0°C (32°F) to 43°C (110°F) or TMS for -10°C (14°F) to 50°C (122°F).
(4) TMS Transmission Multi-Season (exceeds the TO-4M specification

requirements).
(5) Commercial Biodegradable Hydraulic Oil (HEES) must meet the Caterpillar
BF-1 specification.
75
TCL029
Fuels & Lubricants
Typical Example of Oil Related Failures

The Lubrication System
Figure 17
A basic understanding of the engine lubrication system is not only helpful

in understanding how oil contamination/degradation can damage engine
components but also in understanding how a lack of oil can have an equally
crippling effect (Figure 17).
Most oil-related failures are caused either by contaminated or degraded oil

flowing through the engine or by oil failing to flow to a given component.
Knowing how the lubrication system “feeds” the engine can simplify failure
analysis. An example of this would be a bearing failure due to lack of lubrication.
If the failure is discovered early, the bearings farthest from the oil supply may
show the greatest damage.
The lubrication system for each engine may differ slightly; however, most
principles are the same. The lubrication system for the 3408 Engine is similar
to other engine lubricating systems. As shown in the schematic, the oil pump
sends oil through the oil cooler and then through the oil filters. The bypass
valves for the oil cooler or oil filters protect the system if there is a reduction
in the oil flow. When the engine is started with cold oil, or if the cooler or filter
76
TCL029
Fuels & Lubricants
becomes plugged, the bypass valves assure a constant flow of oil to the engine
oil passage.
Oil from the filter flows into the block oil manifold. This oil then flows into the
various block oil passages to lubricate and cool the various engine components;
then it returns to the oil pan.
Bearings
Figure 18 – Bearing shows smearing which is the initial stage of damage

caused by lack of lubrication
Figure 19 – Scuffed rod bearing with more severe

damage as a result of lack of lubrication
77
TCL029
Fuels & Lubricants
Figure 20 – Seized bearing which is the final stage of lack of lubrication damage
Figure 21 – Very heavy scratches and wear caused by lack of oil.
Figure 22 – Set of main bearings that were damaged by debris.
78
TCL029
Fuels & Lubricants
Figure 23 –Scratched bearing surface. Notice embedded particles of debris.
Figure 24 – Scratches and wear on journal surface
Oil-related bearing failure is usually attributed to one of two sources: lack of

lubrication or dirt in the oil.
Lack of lubrication or oil starvation refers to an insufficient oil film between

the crankshaft journal and bearing. Prolonged operation of an engine with an
insufficient oil film will cause damage to progress quickly to a smeared bearing,
then to a scuffed bearing, and finally to a seized bearing. The first stage of this
type of damage is smearing. This stage will show displacement of the lead-tin
overlay, normally in the centre of the bearing.
In the second stage of damage, scuffing, the aluminium in the centre of the
bearing is displaced. The final stages of failure result in total seizure.
79
TCL029
Fuels & Lubricants
In all three stages the rotating journal displaces some of the bearing material
from the crown toward the mating face of each bearing half. The amount of
displaced material will depend on how severe the lack of lubrication is.
Contamination in the oil causes abrasion and results in scratching the bearing
surface by wiping away some of the oil film (Figure 24). Particles of iron, steel,
aluminium, plastic wood, cloth, etc. can also attack the journal surface. As the
bearing and journal surfaces wear, clearances increase and oil film thickness
changes, resulting in uneven support of the surfaces.
A major source of debris-laden oil is a plugged filter. Plugged filters allow

unfiltered oil containing wear particles, dirt and debris to flow to the bearings,
scratching and damaging their surfaces.
Excessively dirty oil can cause damage even after changing oil. Some old
abrasives may remain embedded in the bearings and cause the bearings to
act like a grinder on the crankshaft. See the next section, “Minimising the
Occurrence of Oil-related Engine Failure,” for examples of crankshaft damage
Crankshafts
Figure 25 – Result of starvation
80
TCL029
Fuels & Lubricants
Figure 26 – Deep circumferential scratches shows effects of abrasives

embedded in the journal surface
The oil that flows to the bearings forms an oil film between the crankshaft journal
and bearing. Rotation of the crankshaft journal tends to force oil between the
journal and the bearing and, during normal operation, prevents metal-to-metal
contact as the pressurized oil develops.
Lack of lubrication, or oil “starvation”, causes metal-to-metal contact, increased

friction, and higher temperatures that lead to the bearing seizing to the shaft.
In extreme cases the bearing surface will adhere so tightly that the crankshaft
surface will be completely destroyed.
Contaminated oil also causes excessive wear of the crankshaft. This is almost
always a result of abrasives/contamination embedded in the bearing.
81
TCL029
Fuels & Lubricants
Pistons, Rings and Liners
Figure 27 – Piston skirt damaged by abrasive wear
Figure 28 – Seizure marks from top to bottom can indicate a cooling

or lubrication system failure
82
TCL029
Fuels & Lubricants
Figure 29 – Wear caused by no lubrication for a short period of time
Figure 30 – Shiny areas on the inside liner surface caused by

heavy deposits on the piston
Oil-related piston failure is most commonly caused by the abrasive action of

contaminated oil which results in wear of the piston skirt (Figure 27). Indications
include a very dull gray piston skirt, chrome facings worn off on all rings, oil ring
rails worn away, badly worn grooves and some liner wear.
Piston scuffing, which appears in streaks on the skirt, particularly in the pin bore
area, and little or no scuffing on the first land, may be caused by inadequate
liner lubrication. Breakdown of oil film can produce seizure marks.
Piston rings can show wear in the ring groove. Some ring groove wear is normal,
but neglected oil changes will cause severe ring “lock-up” that occurs when the
ring catches in a worn groove and prevents full expansion.
Liner damage can be caused by lack of lubrication or by abrasives which can

polish the bore (remove the crosshatch pattern) and leave a shiny surface.
83
TCL029
Fuels & Lubricants
Figure 31
The heavy first and second land deposits indicate the oil can no longer keep
the piston clean (Figure 31). The extreme degradation and deterioration of the
oil may be due to extended oil change intervals or improper oil performance
classification selection.
Valves
Figure 32 – Valve guttering effect caused by excessive deposit formation
Figure 33 – Valve stem scuffing or seizure
84
TCL029
Fuels & Lubricants
Most oil-related valve failures result from deposit formation or oil starvation.
The usual cause of valve stem seizure (Figure 33) is deposit collection between
the valve stem and guide. Seizure is indirectly caused by the accumulation of
deposits-contamination in the oil. More specifically, deposits accumulate from
the decomposition of lubricating products into oxidized residue and the normal
wastes generated from the combustion process. The progressive buildup of
these deposits acts to accelerate bell mouthing of the guide.
Valve stem scuffing and/or seizure can also be caused by lack of lubrication to
the valve and valve guide.
Valve seat carbon deposits can create problems if the deposits are excessive.
Some lubrication is necessary to prevent extreme wear of the valve seat
and the insert in the head. But excessive deposit formation can lead to thick
carbon build-up on the valve seat that will then break up and flake out, allowing
combustion gas leakage. This hot gas leakage (guttering (Figure 32)) allows high
temperature across the valve face with cracking and/or melting of the valve.
This type of valve failure can exist in liquid and gas fuelled engines. The carbon
formation tendency of the oil and the Sulphated ash level of the oil affect the
carbon formed on the valve seat.
85
TCL029
Fuels & Lubricants
86
TCL029
3 Scheduled Oil Sampling
Topic

Scheduled Oil Sampling Fluids Analysis Program........................................................... 88
Condition Monitoring............................................................................................................................................... 89
Limitations of Oil Sampling..............................................................................................................................91
Where Can Oil Sampling Be Applied? ..............................................................................................91
The SOS Program. .........................................................................................................................................................91
Wear Metal Analysis............................................................................................................................................... 92
Oil Condition Analysis............................................................................................................................................ 94
Physical Analysis......................................................................................................................................................... 95
Analysis Reports. .......................................................................................................................................................101
The SOS Process ..................................................................................................................................................... 103

Fuels & Lubricants
Scheduled Oil Sampling Fluids Analysis Program
Figure 34
This topic outlines the purpose and gives an overview of the Caterpillar oil
analysis program. Of particular importance are the methods to take a good
sample and these will be discussed. A good sample, which is not contaminated
with outside factors, is critical to the accuracy of the results and therefore the
success of the program (Figure 34).
“SOS” is an acronym for Scheduled Oil Sampling.
Oil and Coolant Analysis

Although the program has grown to include engine coolant, it is important to
retain the SOS acronym which is now protected and therefore for the exclusive
use of Caterpillar.
Caterpillar of Australia’s dealers represent 8% of the worldwide business

and 60% of all samples are from Caterpillar machines. In Australia, sample
turnaround time target is 48 hours.
Scheduled Oil Sampling Program (SOS)

 Introduced by Caterpillar in 1971
 Introduced to Australia in 1972
 Currently 146 labs worldwide
 4.9 million samples per year.
Many competitive labs can analyse oil but one of the most significant
advantages of the Caterpillar program is the interpretation expertise which has
been developed on Caterpillar equipment.
88
TCL029
Fuels & Lubricants
Oil Analysis is not Life Extension

Caterpillar’s SOS Program is equipment analysis NOT oil life extension.
The Caterpillar program is designed to maximise equipment life whereas most

competition oil analysis programs focus heavily on a means to extend oil change
intervals. Unless controls are in place, this practice can be extremely detrimental
and false economy as compared with compartment overhaul cost, oil is relatively
cheap.
Condition Monitoring
Examples of condition monitoring activities are:
 Inspection routines
 Operator comments
 Vibration Analysis
 Onboard Monitoring Systems (VIMS)
 SOS Fluids Analysis.
The SOS program is a part of an overall machine condition monitoring program.
It needs to be used in conjunction with other condition indicators. Some of
these condition monitoring activities are listed above. They will play a part in
maximising equipment life by making correct repair decisions at the right time,
based on the indications found.
89
TCL029
Fuels & Lubricants
Benefits of Condition Monitoring

The benefits of condition monitoring are:
 Detect problems early so that minor problems can be repaired before they
become major failures.
 Monitor “positives” as well as “negatives” so that money is not wasted on
early oil changes or by repairs to components which are not needed.
 SOS program can contribute to shorter troubleshooting time because an
SOS alert allows the serviceman to go straight to the source of the problem.
 Scheduling is improved because parts and labour can be scheduled prior to
a repair which is the result of an SOS trend.
 Allows timeliness of scheduled maintenance to be monitored and collection
of machine usage information.
 SOS can assist users to make fleet management decisions to be made as
condition of a compartment is known. This becomes important when user
operations have a defined end point as it may be possible to delay a repair.
 A complete SOS and compartment history will increase resale value of a
machine as this provides a proof of regular maintenance and determination
of compartment history.
 Although there are a number of factors that equipment owners will consider
important, the SOS program will provide a benefit for two of the key factors:
− Low overall operating cost through minimal repair and maintenance
cost.
− Maximum productivity from high mechanical availability.
90
TCL029
Fuels & Lubricants
Limitations of Oil Sampling

 Will not predict fractures.
 Less accurate when centrifugal filters are fitted.
Centrifugal filters are used on some engines. As the name suggests, they use
pressure oil by-passed from the main system, to cause the “filter canister” to
rotate at a very high speed. This results in a centrifuge type action where any
solid matter contained in the oil is flung to the outside of the canister where it
collects and solidifies.
Where Can Oil Sampling Be Applied?

In any compartment which contains oil.
SOS can be applied to oil in any machine compartments such as in:

 Engines
 Transmissions
 Hydraulic systems
 Front wheels
 Rear axle housings
 In stationary petrol, gas or diesel engines
 Manufacturing machinery
 Power generation applications
 Aircraft
 Submarines.
The SOS Program

The program includes analysis in three general areas.
 Wear Metal Analysis
This is the analysis of the oil to identify the presence of small particles which are
normally generated in any oil washed compartment. These particles are small enough
to pass through a normal filter.
 Oil Condition Analysis
This is intended to quantify the amount of oil deterioration through use.
 Physical Analysis
Consists of the evaluation of physical factors which are detrimental to the oil.
91
TCL029
Fuels & Lubricants
Wear Metal Analysis
Figure 35
The following elements are considered in the wear element analysis part of the
program:
 Copper
 Iron
 Chromium
 Lead
 Aluminium
 Silicon
 Sodium
 Molybdenum.
Measurement of the quantities of these elements present in the oil sample is
conducted on an ICP Spectrometer (ICP is Inductive Coupled Plasma Electron
Emission Spectrometer) (Figure 35).
The machine measures metal particles in oil up to a size of 8 microns and the
results are given in ppm (parts per million).
Interpretation of samples is an art and experienced interpreters with good

historical data provide the value to the program.
92
TCL029
Fuels & Lubricants
Wear Combinations
Indicators Secondary Problem Areas
Indicators
Sodium Silicon & Copper Cooling system
Silicon Iron & Chrome Dirt ingestion
Lead Iron & Copper Bearing distress
Iron Chrome & Aluminium Piston, rings & liners
Table 10
Table 10 gives an indication of how wear element data is used.

 Iron, Chromium and Molybdenum are contained in steel.
 Certain steel components contain Chromium or Molybdenum, or both.
Others do not.
 Silicon is always present in dirt.
 Engine bearings contain a protective layer of lead/tin alloy to allow the
bearings to bed in.
 Pistons are made from aluminium. Thrust washers in certain compartments
are made of bronze and therefore contain copper.
The interpreter will watch for trends of results, over a number of samples rather
than focus on the result of one specific sample.
How Big is a Micron?
Figure 36
An 80 micron particle is relatively very small. Figure 36 gives an indication of the

size of an 80 micron particle.
Wear in a compartment will produce many different particle sizes however and
many will be produced which are small enough to remain in the oil. The larger
ones are often removed by filters or screens.
93
TCL029
Fuels & Lubricants
Oil Condition Analysis
Figure 37
The oil sample is analysed on a FT-IR analyser to determine oil condition

(FT‑IR is Fourier Transformed Infrared Analyser).
The FT-IR process sends a beam of light through a film of used oil (Figure 39)
and compares the light transmitted at certain wavelengths to the same oil
when new. This allows for measurement of the relative quantity of the following
products in the oil:
 Soot
 Sulphur
 Oxidation
 Nitration.
The results are quoted in percentages and Caterpillar has developed percentage
limits for an acceptable sample.
FT-IR analysis requires that a reference oil be submitted by the user as new
oils vary.
Excessive amounts of the products mentioned above in the oil are detrimental
as they cause wear to take place more rapidly than normal. Quantities of all of
these products will be present in used diesel engine oil. Oxidation products can
occur in any compartment. Soot, Nitration and Sulphur only occur in engines.
94
TCL029
Fuels & Lubricants
The following table gives an indication of some of the causes and potential
problem resulting from oil deterioration.
Problem Potential Cause

Soot Unburned fuel;
Not enough air or too much fuel;
Accelerated wear, especially iron;
Makes oil thick and decreases lubricity.
Sulphur Contaminant in fuel forms acid with H2O.
Oxidation  A chemical change to oil;
 Makes oil thick and decreases lubricity;
 Temperature increases the oxidation rate;
 Indicator of cooling system problems.
Nitration  Similar to oxidation;

 Indicator of degradation.
Table 11
Table 11 gives an indication of some of the causes and potential problems

resulting from oil deterioration.
Physical Analysis
Figure 38
Chemical and physical testing can include the following characteristics:

 Water
 Fuel
 Particle count
 Particle quantifier
 Filtergram
 Viscosity.
95
TCL029
Fuels & Lubricants
Water can find it’s way into the oil through oil coolers and water pump seals.
Water causes the oil to emulsify and resultant dramatic loss of lubrication ability.
Fuel finds its way into engine oil through leaking fuel pump seals and results in
dilution hence loss of viscosity. Viscosity is a measure of the oil thickness and is
used to determine whether the oil is too thick or too thin.
Particle count, quantifier and filtergram are used to analyse harmful debris.
Sputter Test – Water
Figure 39 – Sputter Test – Water
The sputter test (Figure 39) involves placing a drop of oil on a hotplate that is
heated and maintained at an exact temperature. If water is present, the oil will
bubble and sputter.
By comparing the amount of bubbling and sputtering with laboratory control

samples, the laboratory technician can determine the amount of water present
within 0.1%.
Any amount of water greater than 0.5% is considered excessive and results in an
alert.
96
TCL029
Fuels & Lubricants
Seta-Flash – Fuel Dilution
Figure 40
Seta-Flash test (Figure 40) is used to determine if the oil contains fuel
(fuel dilution).
The oil is heated to a prescribed temperature in a closed cup and then subjected
to a flame. Fuel vapours driven off by the heat will flash if the dilution exceeds
4%, and an alert will be given.
Particle Counter
Figure 41
Figure 41 shows the Hyac Royco particle counter used by many Caterpillar
Dealers.
The machine on the right consists of rollers to keep the particles in suspension
immediately prior to testing.
A measured quantity of oil (100 ml) is drawn into a syringe. All of the sample is
pushed through a laser beam. The computer counts the particles of different
size ranges. This machine looks at all physical particles, even ones that may not
be damaging, including water and air bubbles hence the need for the particle
quantifier test.
97
TCL029
Fuels & Lubricants
Particle Quantifier
Figure 42
The particle quantifier (Figure 42) gives an indication of the quantity of ferrous
particles in the oil sample. Non magnetic particles such as Silicon and copper
are lost.
The machine uses magnetic resonance and gives a result in index number that
is an arbitrary number to allow comparison between samples.
Particle quantifying is good for compartments that generate a comparatively

large quantities of metal such a rear axle housings.
98
TCL029
Fuels & Lubricants
Viscometer
Figure 43
The viscometer (Figure 43) measures the resistance to flow of the oil. Units of
measure are centistokes and this is measured at specified temperature of either
40˚C or 100˚C. The measure of viscosity is the time taken for a specified amount
of oil, at a specified temperature, to flow through an orifice with a specified
diameter.
Oil viscosity can get too low or too high in use. For example, high quantities of
soot will increase viscosity, fuel dilution will lower it.
Oil transfer between compartments can cause viscosity changes when the two
oils have different viscosity such as brake cooling oil and rear axle housing oil in
Off Highway trucks.
Filtergram
Figure 44
A filtergram (Figure 44) is used for further analysis when a sample shows a high
particle count. The filtergram collects the particles from the oil and a microscope
can the be used so that the source can be determined.
99
TCL029
Fuels & Lubricants
Figure 45 – “New” oil
When viewed under a microscope, even new oil contains particles as shown in
Figure 45 above.
The picture below shows some silica (dirt) which are the round shaped particles
and some general debris
Figure 46 – Sand and shavings
The particles recovered on a filtergram are too big for the wear metal analysis
part of the SOS program. Microscopic examination (Figure 46) can identify metal
shavings, dirt, and the colour of the metal particles can be used to determine the
metal and therefore the source.
100
TCL029
Fuels & Lubricants
Analysis Reports
The SOS Report
There are two aspects of an SOS Report:
1. Short term
2. Long term (change out).

Normally, both types of reports are provided.
Figure 47 – Short Term SOS Report
Figure 47 an example of the short term SOS report. There are comments
(interpretation) given for each current sample based on that analysis of that
sample. The result is either good or no good. There is no trend analysis.
The basic machine data at the top right hand side of the report is essential for
the success of the program and needs to be supplied with each sample and
must be accurate.
101
TCL029
Fuels & Lubricants
Figure 48
Figure 48 contains the trending information used to manage the compartment

and potentially identify the optimum change out time. It can also indicate bad
operating practices that could be modified to reduce costs.
Evaluation and Reporting Codes

There are four code levels:
 Evaluation Code A indicates that everything is normal – no action required.
 Evaluation Code B means a minor problem exists and this will progress to a
C unless action is taken as soon as possible.
 Evaluation Code C will normally recommend action which is more advanced
than B.
 Evaluation Code X extremely urgent action required.
Definitions as Used in the SOS Program

 Hours on Oil
Hours since oil was last changed
 Machine Hours
Total machine hours including all hour metres.
Some confusion exists with hours on oil. It means the number of hours that the
oil has run in a compartment not the number of hours since the last sample.
Some compartments have oil analysis done each 250 machine hours but the oil
is not changed when the sample is taken.
102
TCL029
Fuels & Lubricants
The SOS Process
Figure 49
Figure 49 above shows a schematic of the overall process. A machine sample

is taken, analysed, and a report is produced and sent to the operator’s contact
person. Fax or phone are used for urgent and very urgent requirements for
action and mail or e-mail are used for normal results.
103
TCL029
Fuels & Lubricants
104
TCL029

Fuel and Lubricant PDF

Uploaded by

Copyright:

Available Formats

Fuel and Lubricant PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Fuel and Lubricant PDF

Uploaded by

Copyright:

Available Formats

Fuels and

Published by Caterpillar of Australia Pty Ltd.

Version 4.1, 2006

Copyright © 2006 Caterpillar of Australia Pty Ltd. Melbourne, Australia.

 Caterpillar engineers and instructors

F uels & L ubricants – TCL029

F uels & L ubricants – TCL029

Included In This Section:

F uels & L ubricants – TCL029

Module Number: TCL029

Module Name: Fuels & Lubricants

Date: 30 October 2006

1. As a minimum, personnel delivering this module must have the status of a

2. Media and demonstration, given:

3. Estimated time of delivery – 5 hours

4. Classroom and Workshop Environment

7. Recommended maximum student/teacher ratio:

8. Resources for Student:

Learning Outcome 1: Describe the properties of Diesel Fuel.

At the completion of this learning outcome, students should be able to:

Attainment of the performance is confirmed if the student can:

1.1 Describe the properties of Diesel Fuel:

Learning Outcome 2: Describe the properties of lubricants.

At the completion of this learning outcome, students should be able to:

2.1 Describe the properties of lubricants.

Attainment of the performance is confirmed if the student can:

2.1 Describe the properties of lubricants:

2.1.4 Hydraulic oils

Learning Outcome 3: Explain the purpose of Scheduled Oil Sampling (SOS)

At the completion of this learning outcome, students should be able to:

3.1 Explain the purpose of Scheduled Oil Sampling (SOS).

Attainment of the performance is confirmed if the student can:

3.1 Explain the purposes of Scheduled Oil Sampling (SOS):

Included in this Topic:

F uels & L ubricants – TCL029

Fundamentals of Diesel Fuel

Figure 1 – Ignition/Power Stroke. Injected diesel fuel

Figure 2 – Fuel quality is not visually apparent.

Figure 3 – 1P7438 Beaker, 1P7408 Thermo-Hydrometer (29 to 41 API),

SPECIFIC GRAVITIES AND DENSITIES OF FUEL

25 .9042 7.529 .903

30 .8762 7.296 .876

35 .8498 7.076 .849

40 .8251 6.870 .824

45 .8017 6.675 .801

The hydrometer reading is affected by the temperature of the fuel. Always

Viscosity and Heavy Fuel

Steps to Overcome a High Cloud Point Temperature

 Steps to Overcome Effects of Water

Figure 5 – Typical Water Separator

Reducing Effects of High Sediment Levels

Sludge and Fibres

Sludge and Blended Fuel

Fuels must be compatible to be correctly blended. To prevent the sludge which

Figure 7 – Microorganisms in fuel

Micro-organisms or fungi in fuel cause corrosion and filter plugging. Bacteria

Copper Strip Corrosion

Figure 8 – Fuel sulphur damage

When diesel fuel containing sulphur is burned in an engine’s combustion