MACK

DIESEL AND NATURAL GAS

ENGINE OIL
ANALYSIS JANUARY 2007
ENGINE 3-301
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 MACK DIESEL AND NATURAL
GAS ENGINE OIL ANALYSIS
1

Engine Oil Analysis

JANUARY 2007
(REVISED — SUPERSEDES ISSUE DATED OCTOBER © MACK TRUCKS, INC. 2007
2002) 3-301
 ATTENTION
The information in this manual is not all inclusive and
cannot take into account all unique situations. Note that
some illustrations are typical and may not reflect the
exact arrangement of every component installed on a
specific chassis.

The information, specifications, and illustrations in this

publication are based on information that was current at
the time of publication.

No part of this publication may be reproduced, stored in a

retrieval system, or be transmitted in any form by any
means including (but not limited to) electronic,
mechanical, photocopying, recording, or otherwise
without prior written permission of Mack Trucks, Inc.

Page ii
TABLE OF CONTENTS

TABLE OF CONTENTS

Page iii
 TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
SAFETY INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Advisory Labels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Service Procedures and Tool Usage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
CONVERSION CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
ENGINE OIL ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
ENGINE OIL ANALYSIS — MONITORING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Oil Analysis Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Oil Analysis Test Kits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Drawing an Oil Sample . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Sample Frequencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Sample Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
INTERPRETING OIL ANALYSIS RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Wear Metals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Oil Contamination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Viscosity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Total Base Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Natural Gas Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
MaxiGard/2 Oil Service Guidelines — MACK Diesel and Natural Gas Engines . . . . . . . . . . . . 20
Trend Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
QUICK REFERENCE GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

Page iv
INTRODUCTION

INTRODUCTION

Page 1
 INTRODUCTION
SAFETY INFORMATION

Advisory Labels
Cautionary signal words (Danger-Warning-Caution) may appear in various locations throughout this
manual. Information accented by one of these signal words must be observed to minimize the risk of
personal injury to service personnel, or the possibility of improper service methods which may damage
the vehicle or cause it to be unsafe. Additional Notes and Service Hints are used to emphasize areas of
procedural importance and provide suggestions for ease of repair. The following definitions indicate the
use of these advisory labels as they appear throughout the manual:

Danger indicates an unsafe practice that could result in death or serious

personal injury. Serious personal injury is considered to be permanent injury
from which full recovery is NOT expected, resulting in a change in life style.

Warning indicates an unsafe practice that could result in personal injury.

Personal injury means that the injury is of a temporary nature and that full
recovery is expected.

Caution indicates an unsafe practice that could result in damage to the product.

Note indicates a procedure, practice, or condition that must be followed in order for
the vehicle or component to function in the manner intended.

A helpful suggestion that will make it quicker and/or easier to perform a procedure,
while possibly reducing service cost.

Page 2
 INTRODUCTION
Service Procedures and Tool Usage
Anyone using a service procedure or tool not recommended in this manual must first satisfy himself
thoroughly that neither his safety nor vehicle safety will be jeopardized by the service method he selects.
Individuals deviating in any manner from the instructions provided assume all risks of consequential
personal injury or damage to equipment involved.

Also note that particular service procedures may require the use of a special tool(s) designed for a
specific purpose. These special tools must be used in the manner described, whenever specified in the
instructions.

1. Before starting a vehicle, always be seated in the driver’s seat, place the
transmission in neutral, apply the parking brakes, and push in the clutch
pedal. Failure to follow these instructions could produce unexpected
vehicle movement, which can result in serious personal injury or death.
2. Before working on a vehicle, place the transmission in neutral, set the
parking brakes, and block the wheels. Failure to follow these instructions
could produce unexpected vehicle movement, which can result in serious
personal injury or death.

Engine-driven components such as Power Take-Off (PTO) units, fans and fan
belts, driveshafts and other related rotating assemblies, can be very
dangerous. Do not work on or service engine-driven components unless the
engine is shut down. Always keep body parts and loose clothing out of range
of these powerful components to prevent serious personal injury. Be aware of
PTO engagement or nonengagement status. Always disengage the PTO when
not in use.

Do not work under a vehicle that is supported only by a hydraulic jack. The
hydraulic jack could fail suddenly and unexpectedly, resulting in severe
personal injury or death. Always use jackstands of adequate capacity to
support the weight of the vehicle.

Before towing the vehicle, place the transmission in neutral and lift the rear wheels
off the ground, or disconnect the driveline to avoid damage to the transmission
during towing.

REMEMBER,
SAFETY . . . IS NO ACCIDENT!

Page 3
 INTRODUCTION
Mack Trucks, Inc. cannot anticipate every 앫 Use hoists or jacks to lift or move heavy
possible occurrence that may involve a potential objects.
hazard. Accidents can be avoided by recognizing
앫 NEVER run engine indoors unless exhaust
potentially hazardous situations and taking
fumes are adequately vented to the outside.
necessary precautions. Performing service
procedures correctly is critical to technician safety 앫 Be aware of hot surfaces. Allow engine to
and safe, reliable vehicle operation. cool sufficiently before performing any
service or tests in the vicinity of the engine.
The following list of general shop safety practices
앫 Keep work area clean and orderly. Clean up
can help technicians avoid potentially hazardous
any spilled oil, grease, fuel, hydraulic fluid,
situations and reduce the risk of personal injury.
etc.
DO NOT perform any services, maintenance
procedures or lubrications until this manual has 앫 Only use tools that are in good condition,
been read and understood. and always use accurately calibrated torque
wrenches to tighten all fasteners to specified
앫 Perform all service work on a flat, level
torques. In instances where procedures
surface. Block wheels to prevent vehicle
require the use of special tools which are
from rolling.
designed for a specific purpose, use only in
앫 DO NOT wear loose-fitting or torn clothing. the manner described in the instructions.
Remove any jewelry before servicing
앫 Do not store natural gas powered vehicles
vehicle.
indoors for an extended period of time
앫 ALWAYS wear safety glasses and protective (overnight) without first removing the fuel.
shoes. Avoid injury by being aware of sharp
앫 Never smoke around a natural gas powered
corners and jagged edges.
vehicle.

Page 4
 INTRODUCTION
CONVERSION CHART
Conversion Units Multiply By:
Length Calculations
Inches (in) to Millimeters (mm) 25.40
Inches (in) to Centimeters (cm) 2.540
Feet (ft) to Centimeters (cm) 30.48
Feet (ft) to Meters (m) 0.3048
Yards (yd) to Centimeters (cm) 91.44
Yards (yd) to Meters (m) 0.9144
Miles to Kilometers (km) 1.609
Millimeters (mm) to Inches (in) 0.03937
Centimeters (cm) to Inches (in) 0.3937
Centimeters (cm) to Feet (ft) 0.0328
Centimeters (cm) to Yards (yd) 0.0109
Meters (m) to Feet (ft) 3.281
Meters (m) to Yards (yd) 1.094
Kilometers (km) to Miles 0.6214
Area Calculations
Square Inches (sq-in) to Square Millimeters (sq-mm) 645.2
Square Inches (sq-in) to Square Centimeters (sq-cm) 6.452
Square Feet (sq-ft) to Square Centimeters (sq-cm) 929.0
Square Feet (sq-ft) to Square Meters (sq-m) 0.0929
Square Yards (sq-yd) to Square Meters (sq-m) 0.8361
Square Miles (sq-miles) to Square Kilometers (sq-km) 2.590
Square Millimeters (sq-mm) to Square Inches (sq-in) 0.00155
Square Centimeters (sq-cm) to Square Inches (sq-in) 0.155
Square Centimeters (sq-cm) to Square Feet (sq-ft) 0.001076
Square Meters (sq-m) to Square Feet (sq-ft) 10.76
Square Meters (sq-m) to Square Yards (sq-yd) 1.196
Square Kilometers (sq-km) to Square Miles (sq-miles) 0.3861
Volume Calculations
Cubic Inches (cu-in) to Cubic Centimeters (cu-cm) 16.387
Cubic Inches (cu-in) to Liters (L) 0.01639
Quarts (qt) to Liters (L) 0.9464
Gallons (gal) to Liters (L) 3.7854
Cubic Yards (cu-yd) to Cubic Meters (cu-m) 0.7646
Cubic Centimeters (cu-cm) to Cubic Inches (cu-in) 0.06102
Liters (L) to Cubic Inches (cu-in) 61.024
Liters (L) to Quarts (qt) 1.0567
Liters (L) to Gallons (gal) 0.2642
Cubic Meters (cu-m) to Cubic Yards (cu-yd) 1.308

Page 5
 INTRODUCTION
Conversion Units Multiply By:
Weight Calculations
Ounces (oz) to Grams (g) 28.5714
Pounds (lb) to Kilograms (kg) 0.4536
Pounds (lb) to Short Tons (US tons) 0.0005
Pounds (lb) to Metric Tons (t) 0.00045
Short Tons (US tons) to Pounds (lb) 2000
Short Tons (US tons) to Kilograms (kg) 907.18486
Short Tons (US tons) to Metric Tons (t) 0.90718
Grams (g) to Ounces (oz) 0.035
Kilograms (kg) to Pounds (lb) 2.205
Kilograms (kg) to Short Tons (US tons) 0.001102
Kilograms (kg) to Metric Tons (t) 0.001
Metric Tons (t) to Pounds (lb) 2205
Metric Tons (t) to Short Tons (US tons) 1.1023
Metric Tons (t) to Kilograms (kg) 1000
Force Calculations
Ounces Force (ozf) to Newtons (N) 0.2780
Pounds Force (lbf) to Newtons (N) 4.448
Pounds Force (lbf) to Kilograms Force (kgf) 0.456
Kilograms Force (kgf) to Pounds Force (lbf) 2.2046
Kilograms Force (kgf) to Newtons (N) 9.807
Newtons (N) to Kilograms Force (kgf) 0.10196
Newtons (N) to Ounces Force (ozf) 3.597
Newtons (N) to Pounds Force (lbf) 0.2248
Torque Calculations
Pound Inches (lb-in) to Newton Meters (N폷m) 0.11298
Pound Feet (lb-ft) to Newton Meters (N폷m) 1.3558
Pound Feet (lb-ft) to Kilograms Force per Meter (kgfm) 0.13825
Newton Meters (N폷m) to Pound Inches (lb-in) 8.851
Newton Meters (N폷m) to Pound Feet (lb-ft) 0.7376
Newton Meters (N폷m) to Kilograms Force per Meter (kgfm) 0.10197
Kilograms Force per Meter (kgfm) to Pound Feet (lb-ft) 7.233
Kilograms Force per Meter (kgfm) to Newton Meters (N폷m) 9.807
Radiator Specific Heat Dissipation Calculations
British Thermal Unit per Hour (BTU/hr) to Kilowatt per Degree Celsius (kW/°C) 0.000293
Kilowatt per Degree Celsius (kW/°C) to British Thermal Unit per Hour (BTU/hr) 3414.43
Temperature Calculations
Degrees Fahrenheit (°F) to Degrees Celsius (°C) (°F − 32) x 0.556
Degrees Celsius (°C) to Degrees Fahrenheit (°F) (1.8 x °C) + 32

Page 6
 INTRODUCTION
Conversion Units Multiply By:
Pressure Calculations
Atmospheres (atm) to Bars (bar) 1.01325
Atmospheres (atm) to Kilopascals (kPa) 101.325
Bars (bar) to Atmospheres (atm) 0.98692
Bars (bar) to Kilopascals (kPa) 100
Bar (bar) to Pounds per Square Inch (psi) 14.5037
Inches of Mercury (in Hg) to Kilopascals (kPa) 3.377
Inches of Water (in H2O) to Kilopascals (kPa) 0.2491
Pounds per Square Inch (psi) to Kilopascals (kPa) 6.895
Pounds per Square Inch (psi) to Bar (bar) 0.06895
Kilopascals (kPa) to Atmospheres (atm) 0.00987
Kilopascals (kPa) to Inches of Mercury (in Hg) 0.29612
Kilopascals (kPa) to Inches of Water (in H2O) 4.01445
Kilopascals (kPa) to Pounds per Square Inch (psi) 0.145
Power Calculations
Horsepower (hp) to Kilowatts (kW) 0.74627
Kilowatts (kW) to Horsepower (hp) 1.34
Fuel Performance Calculations
Miles per Gallon (mile/gal) to Kilometers per Liter (km/L) 0.4251
Kilometers per Liter (km/L) to Miles per Gallon (mile/gal) 2.352
Velocity Calculations
Miles per Hour (mile/hr) to Kilometers per Hour (km/hr) 1.609
Kilometers per Hour (km/hr) to Miles per Hour (mile/hr) 0.6214
Volume Flow Calculations
Cubic Feet per Minute (cu-ft/min) to Liters per Minute (L/min) 28.32
Liters per Minute (L/min) to Cubic Feet per Minute (cu-ft/min) 0.03531

Page 7
 NOTES

Page 8
ENGINE OIL ANALYSIS

ENGINE OIL ANALYSIS

Page 9
 ENGINE OIL ANALYSIS
ENGINE OIL ANALYSIS — MONITORING PROCEDURES
1

Figure 1 — Oil Analysis System

The condition of the oil in an engine greatly Oil analysis consists of a series of laboratory
affects engine operations. Engine oil not only tests conducted on the engine lubricant. Most
provides a lubricating film between moving parts, tests reveal conditions of the engine, while others
it also suspends and conveys (to the oil filters) indicate the condition of the lubricant. Mack
dirt, wear particles and other harmful Trucks, Inc. does not advocate extending lube oil
contaminants which can be detrimental to the services beyond the recommended drain
engine. Whereas the oil filtration system removes intervals. However, with proper testing,
the largest contaminants, particles that are small MaxiGard/2 can be applied to ensure the
enough to pass through the filter system remain lubricant being used is providing adequate
in the lube oil until drained at the appropriate protection for the duration of the service interval.
drain interval. A small sample of the oil should be Regularly scheduled oil sampling is
routinely analyzed to monitor overall conditions. recommended.

Engine oil analysis is an important diagnostic and

preventive maintenance tool which is useful for
maintaining engine performance and ensuring The oil should be changed immediately when
durability. Monitoring the lube oil through the contamination is present in concentrations
MaxiGard®/2 oil analysis program can provide exceeding the MaxiGard/2 warning limits.
insights to wear rates, lubricant conditions and
the presence of harmful contaminants. Monitoring
these conditions allows for corrective actions to The following information is provided to assist
be taken before serious engine damage occurs. you in applying oil analysis results and obtaining
maximum benefit from MaxiGard/2 analyses.

Page 10
 ENGINE OIL ANALYSIS
Oil Analysis Monitoring Unless imminent failure is indicated, retesting
should be performed at half intervals until
Each MACK engine is unique, so oil analysis conditions have returned to normal. It is
reports will vary from engine to engine. Likewise, sometimes helpful to examine data from a
since MACK engines are completely different comparable engine being used in a similar
from other manufacturers’ engines, application to determine how normal conditions
recommendations and guidelines used for other should appear.
manufacturers’ engines must never be used to
judge the performance of a MACK engine.

Engines are used and applied for different types Be cautious of disassembling any components
of service and operate under varying conditions, solely on the basis of an oil analysis report.
speeds, loads and environments. Thus, oil
analysis results obtained for an engine used in an Imminent engine failures can only be determined
off-road construction chassis would not be through a continuous oil analysis program. This is
comparable to results obtained for an engine why Mack Trucks, Inc. offers the MaxiGard/2 oil
used in a line-haul tractor. analysis program. Changes or deviations from
baseline data can be applied to interpreting the
Oil analysis, in itself, does not measure wear. extent of wear or corrosion. Confirmation of the
However, oil samples monitored regularly need for an engine overhaul should be based on
through the MaxiGard/2 program can monitor the operational or diagnostic data (for example,
oil conditions and reveal patterns of wear. As increasing oil consumption and crankcase
levels begin to deviate from patterns or trends pressure) and physical inspection of components.
observed in previous reports, investigations as to
possible causes should be initiated. This is why
regular sampling is recommended. The most
effective oil analysis programs begin when the
It should never be concluded that an engine is
engine is new.
worn out based on a single measurement that
exceeds the warning level. Elevated levels reflect
the need for diagnostics and condition
evaluations, not an engine teardown.
MaxiGard/2 may reveal that shorter drain
intervals are required due to operating or
environmental conditions. However, oil and filter
change intervals must never be extended beyond Oil Analysis Test Kits
the MACK recommended service intervals.
Always adhere to the oil and filter change MaxiGard®/2 oil analysis test kits are available
intervals established by Mack Trucks, Inc. through the MACK Parts System. The differences
between the types of kits outlined in the following
chart are the type of oil sampling container
A single oil analysis report is not an absolute provided, and whether or not the kit includes the
indicator of engine condition. Specific values can Total Base Number (TBN) test.
be misleading and the validity of the sample or
condition must be confirmed. An engine should
not be disassembled based solely upon an oil
analysis report! Your MaxiGard/2 report will To be of any significant value for cooled EGR
include detailed recommendations providing a engines such as MACK MP7 or ASET™ AC, test
description of any abnormal properties, possible results must include the TBN.
causes and recommended diagnostics or
corrective action. Discuss the report with your Unless the engine is equipped with an oil
MaxiGard/2 laboratory, seeking suggestions and sampling valve, the bellows-type sampling
recommendations, prior to making any decision container is recommended for drawing samples.
regarding major inspections or repairs. For the most accurate test results, refer to the
procedure outlined under the heading
“DRAWING AN OIL SAMPLE” in this manual.

Page 11
 ENGINE OIL ANALYSIS
Kit Part No. Usage Sampling Container Oil Analysis Tests
4549-PMXBB Mandatory for MACK MP7, Bellows Type Spectrochemical, LEM (to
MP8 and ASET™ AC (cooled determine soot levels), fuel
EGR) engines, and dilution, viscosity and acid
recommended for all other neutralization (known as
engines (E6, E7, E9, TBN)
E-Tech™ and ASET™
4549-PMXBJ Jar Type Spectrochemical, LEM (to
AI/AMI engines)
determine soot levels), fuel
dilution, viscosity and acid
neutralization (known as
TBN)
4549-PMXAB Can be used for E6, E7, E9, Bellows Type Spectrochemical, LEM (to
E-Tech™ and ASET™ determine soot levels), fuel
AI/AMI engines. NOT dilution, water and viscosity
acceptable for MACK MP7,
4549-PMXAJ MP8 or ASET™ AC engines. Jar Type Spectrochemical, LEM (to
determine soot levels), fuel
dilution, water and viscosity

Analysts, Inc. Southeastern laboratory location 3. Never take an oil sample just after an oil
administers the MaxiGard®/2 Oil Analysis change or after a large amount of makeup
Program for Mack Trucks, Inc. For additional oil has been added. The dilution from the
information, contact Analysts, Inc. at the following “clean oil” may hide any serious conditions
address: that might exist.
4. Use a clean, dry container. Whenever
Analysts, Inc.
possible, use the containers supplied by
your MaxiGard/2 laboratory.
3075 Corners North Court, N.W.
Norcross, GA 30091-5000
There are three (3) approved methods for taking
Tel: 800-241-6315
oil samples.
Fax: 770-448-5918

Or visit their website at www.analystsinc.com 1. SYPHON METHOD

The syphon method is most typically
Drawing an Oil Sample accomplished through the dipstick tube to obtain
a sample. Allow a few minutes for the dipstick
To ensure the validity of an oil sample, there are tube to cool to ensure against possibly melting
certain procedures that must be followed when the plastic tubing.
drawing engine oil samples. Regardless of the
sampling procedure you use, the following rules It is extremely important to replace the hose of
should be followed: the bellows-type squeeze container or syphon
gun before each sample is taken. This is done so
1. Be consistent. Always sample in the same samples will not be cross contaminated.
manner and from the same point. Keep the
sampling frequencies as uniform as One must also be careful when taking the sample
possible. to be sure that the hose or tube is not taking a
2. The engine sampled should be brought to sample from the bottom of the oil pan where
operating temperature or run for at least fall-out and gummed materials accumulate. A
fifteen (15) minutes prior to sampling. Some sample from this area will not give a
of the contaminants of interest in used oil representative sample of the engine or oil quality.
analysis are insoluble in the lubricant and
tend to settle out when an engine is inactive. A good practice is to insert the hose or tube into
Operating the system will mix these the sump the same length as the dipstick. This
contaminants evenly and ensure that the will draw the sample from mid-sump and ensure
sample is representative. accurate and consistent samples.

Page 12
 ENGINE OIL ANALYSIS
2. OIL GALLEY (PRESSURE VALVE) METHOD ENGINE INFORMATION
This method is the most accurate means of The designs, metallurgies and components of
obtaining a lubricant sample. The sampling valve MACK engines may differ in different models, or
is usually placed on the outside of the engine different vintages, of MACK engines. The
block or in a low pressure oil line. operating application and conditions are also of
great importance to the oil analysis.
Analysts, Inc., provider of the MaxiGard/2
1. Provide the chassis model and serial
services, furnishes a Quick Sampling System
number.
(QSS) valve ideal for this sampling method. The
valve is pressure closed and insertion of a 2. Provide the complete specific engine model
sampling tube allows oil flow to a sample and serial number.
container. Engine shut-down is not required for
this method. OIL INFORMATION
As discussed in more detail later in this manual,
3. DRAIN PLUG METHOD many of the analysis results must be compared to
the properties of the lube oil in service for
Using this method, the sample is drawn from the
accurate and meaningful analyses.
drain plug located on the bottom of the oil pan.
The sample should be drawn after the engine has 1. Provide the complete oil manufacturer’s
been warmed up to operating temperature. After name, full brand name and viscosity grade.
the drain plug has been removed, approximately
one (1) quart of oil should be allowed to drain COOLANT INFORMATION
before taking the sample. This allows for
The MaxiGard/2 program monitors for the
excessive dirt and debris to be washed away
presence of coolant contamination.
from the drain plug area.
1. Provide the manufacturer and brand name
of the antifreeze in service.
2. Provide the manufacturer, brand name and
Extreme caution should be used when form (liquid or dry filter) of supplemental
removing an oil pan plug. Engine oil will be coolant additives used.
extremely hot!
OPERATING INFORMATION
Oil analysis only measures the levels of wear
Sample Frequencies metals, contaminants and oil properties. The
meaningful application of the measurements is in
Mack Trucks, Inc. recommends routine relationship to time. Rates and trends cannot be
scheduled use of the MaxiGard/2 oil analysis determined unless proper operating information
service. The sampling frequency should coincide is provided with each oil sample.
with other routine maintenance, most typically in
conjunction with each oil and filter change. 1. Provide the operating miles and hours on
the oil at the time the sample was drawn.
2. Provide the operating time since new or last
Sample Information major overhaul.

Accurate and meaningful interpretation of the 3. Provide the amount of make-up oil added
analysis results is dependent upon receiving since the last oil change.
complete and detailed information regarding the
engine and lubricant sampled. The MaxiGard/2
program provides sample information forms
designed such that the user can easily provide all Samples submitted without proper operating data
of the appropriate information. are of limited value. Rates and acceptability of
wear metals levels cannot be determined without
complete information.

Page 13
 ENGINE OIL ANALYSIS
INTERPRETING OIL ANALYSIS Wear Metals
RESULTS
Engine oil analysis reports, such as the
When the oil sample testing has been completed MaxiGard/2 program, provide valuable data
and analyzed, a report listing the test results and relating to the amount of wear that may be
some general recommendations and suggestions occurring within an engine. The type and amount
will be issued. of wear metals generated will give clues as to
which components may be showing signs of
wear.

Wear metals are typically high while an engine is

Your MaxiGard/2 report will include detailed
new and following a rebuild. However, following
recommendations providing a description of any
initial break-in (usually after the second drain
abnormal properties, including possible causes,
interval), wear levels and contaminants should
and recommended diagnostics or corrective
level off to consistent values. When levels of wear
action.
metals begin to deviate from established trends
(typically requires three uncontaminated oil
Your MaxiGard/2 oil samples will be tested for the samples), an investigation into the cause should
following: be performed.
앫 Wear metals
IRON
앫 Silica (dirt, dust, sand) 2

앫 Coolant
앫 Fuel dilution
앫 Soot
앫 Water
앫 Viscosity
앫 Total Base Number (mandatory for cooled
EGR engines and recommended for all
other engines)

Because of the many variables involved in oil

analysis (such as sampling procedures, operating
conditions, environment and oil filtration systems,
etc.), it is not possible to establish absolute levels
or limits to all properties and contaminants.

The following information concerning wear metals,

oil characteristics and contamination is intended to
provide helpful guidelines to aid in understanding
and interpreting oil analysis reports. A table, which
gives approximate levels of allowances and what Figure 2 — Cylinder and Valve Train
action is to be taken, is provided on “MACK
TRUCKS, INC. MAXIGARD/2 OIL SERVICE Oil samples showing high iron levels indicate that
GUIDELINES” on page 21. excessive amounts of cylinder or valve train wear
may be occurring.

The levels in the Table of Guidelines must not be

taken as an absolute indication of engine
condition.

Page 14
 ENGINE OIL ANALYSIS
ALUMINUM AND CHROMIUM
4

Figure 4 — Bundle-Type Oil Cooler

The plate-type oil cooler, which is used on all

MACK engines manufactured after the year 2000,
Figure 3 — Piston and Piston Rings
is made of stainless steel, and copper foil is used
in the brazing process to bond the various
Pistons used in engines prior to the MACK MP
components of the cooler together. Because
series contain aluminum, and the piston rings
considerably less copper is used in the
used in all MACK engines are plated with
construction of the plate-type oil cooler, initial
chromium. If an oil sample from an earlier MACK
levels of copper will not be as high as engines
engine (E6, E7, E9, E-Tech™, Eco-Tech™ or
equipped with the bundle-type oil cooler.
ASET™) reveals excessive levels of aluminum 5
and/or chrome, the pistons and rings should be
checked for signs of scuffing and abnormal or
excessive wear. Abnormal piston scuffing and
piston/piston ring wear in a MACK MP engine
(MP7, MP8, etc.), will be indicated by excessive
levels of iron and chrome.

COPPER (ONLY)
Prior to the year 2000, MACK engines utilized a
bundle-type oil cooler. With the bundle-type oil
cooler, elevated levels of copper without lead
being present are normal. These characteristics
are generally attributed to the engine oil cooler.
The inner bundle of the oil cooler, which is made
of copper, reacts with the engine oil and
eventually forms a thin, dull-brownish layer of
oxidation. Once the oxide coating develops
completely, the engine oil no longer reacts with
the oil cooler tubing and copper levels in the oil
samples will decrease and stabilize.

Figure 5 — Plate-Type Oil Cooler

Page 15
 ENGINE OIL ANALYSIS
Oil Contamination

Changing the brand of oil in service or increased The major solid contaminants found in engine oils
operating temperatures could affect the oxide are soot, silicon (dirt) and wear metals. These
coating within the cooler tubing and temporary contaminants make up the greatest percentage of
copper increases may be experienced. High the total solids found in diesel engine lube oil.
copper levels only relate to bearing wear when However, their presence and levels do not
accompanied by high levels of lead. correlate with the amount of wear an engine may
exhibit.

LEAD AND COPPER SOOT

6 7

Figure 6 — Bearing Material

Engine bearings are composed of a copper-lead

alloy bonded to a steel backing, with a tin or
lead-tin overlay plated over the copper-lead
bearing material. Cam bearings, turbocharger
bearings, air compressor bearings and thrust
washers are also made of copper alloys. High
copper levels only relate to bearing wear when Figure 7 — Soot Production in the Engine
accompanied by high levels of lead.
Soot is a very fine carbon particle produced
during the combustion process. The presence of
soot is what makes the oil black. High-quality
diesel engine oils contain dispersant additives
Readings of 50 PPM or more lead combined with that will hold a normal level of soot particles in
50 PPM or more copper beyond break-in periods suspension and not allow them to “agglomerate”
are considered significant. Bearing wear is (clump together). Agglomerated soot formations
indicated if these values are obtained in two or may result in viscosity increase, sludging, filter
more consecutive samples. plugging, hardened deposits and accelerated
wear (particularly in the valve train area).

NICKEL
Nickel is alloyed with iron to produce the
high-strength steel used in the manufacture of
camshafts, steel roller lifters, valve stems and
valve guides. Oil samples showing high nickel
levels indicate that camshaft, steel lifter rollers,
valve stem and/or valve guide wear may be
occurring.

Page 16
 ENGINE OIL ANALYSIS
Accurate soot measurement is essential. An There are many forms of silica that are measured
accurate, cost-effective method of determining as silicon in lube oil analysis, including silicone
the percentage of soot in an engine oil has not anti-foaming additives blended into engine oils.
always been available. However, Analysts, Inc., To determine the actual level of contamination,
Mack’s approved oil analysis laboratory and new oils must be measured and the level present
provider of the MaxiGard/2 program, provides in the new oil must be subtracted from the used
soot measurements by Light Extinction oil (silicon) level. The acceptability level in the
Measurement (LEM). Specifications for the table “MACK TRUCKS, INC. MAXIGARD/2 OIL
maximum allowable soot levels are given in the SERVICE GUIDELINES” on page 21 is to be
“MACK TRUCKS, INC. MAXIGARD/2 OIL applied to the corrected level.
SERVICE GUIDELINES” on page 21 for E6, E7,
E9, E-Tech™, ASET™ and MP engine models.

Not all silicon is “dirt”. Other sources include

greases, sealants and silicates (antifreezes).
In order to compare the soot results from oil Consult with your MaxiGard/2 laboratory.
analysis reports to MACK specifications, the soot
must have been measured using either the LEM
or Thermogravimetric Analysis (TGA) method. WATER/COOLANT
Water is not generally found in engine oil samples
because it evaporates due to engine operating
SILICON
temperatures. However, evaporated engine
8
coolant leaves behind a residue of the coolant
and/or water treatment additives.

There are many forms and combinations of

coolant additives, including sodium, boron,
potassium, phosphate and molybdate. The
element common to engine coolants is sodium.
Sodium contamination could be an indication of a
coolant leak and should prompt an investigation
of the cooling system.

Sodium is also present in various levels in new

oils. As discussed with silicon earlier, sodium
levels must be monitored in new oils and
subtracted from the used oil results before
comparing to the table levels on “MACK
Figure 8 — Silicon Entry through Faulty Air Intake
TRUCKS, INC. MAXIGARD/2 OIL SERVICE
System
GUIDELINES” on page 21.
Silicon is measured as a representation of dust,
dirt or sand (Alumina-silicate) contamination. If an
analysis report shows high levels of silicon
contamination, the air intake system should be
checked for cracks, leaks, faulty air filter
elements or air filter elements that do not seat or
seal properly. Silicon can also enter through the
oil fill tube, but this is unlikely.

Page 17
 ENGINE OIL ANALYSIS
FUEL DILUTION 1 quart of fuel will leak into the crankcase. For
9 proper unit pump removal, refer to the applicable
engine service manual.
10

Figure 10 — Electronic Unit Pump — E-Tech™ and

ASET™ Engines

Viscosity
Figure 9 — Unit Injector — MP Engines
Viscosity, which is a measurement of an oil’s
resistance to flow (in relation to time) at a given
In any diesel engine, low levels of fuel will be
temperature, is a very important property of an
present in the engine oil. These normal levels will
engine oil. The most accurate and accepted
not cause any significant reduction in oil viscosity.
method of measuring engine oil viscosity is the
However, if two consecutive oil analysis reports
Kinematic Viscosity test, measured at 100°C for
have confirmed fuel dilution exceeding 3% and
engine oils. At 100°C (212°F) the oil’s viscosity is
12.4 centistokes (cSt) or less viscosity, evaluation
tested at a temperature that relates to engine
of operating modes and investigation of the fuel
operating conditions. Viscosity results are
injection system are warranted.
reported in centistokes (cSt).
Engine operating conditions which can result in
To establish acceptable, alert and maximum
fuel dilution include excessive idling (particularly
changes in viscosity, you must first know the
in cold weather), and cold weather starts and
viscosity of the new oil. The viscosity of an SAE
warm-up. Oil samples should not be obtained
40 (single or multi-grade) oil at 100°C can range
immediately following these conditions.
from 12.5 to 16.2 cSt. MACK specification
heavy-duty diesel engine oils are typically around
15.5 cSt when new.
When abnormal levels of fuel are present and the
operating modes are not considered a possible
cause, checking the injection nozzles is the first
Single viscosity grade oils are not recommended
recommended practice.
for use in MACK engines. Multi-viscosity oils are
mandatory for 1994 and later engines, and are
When investigating fuel dilution on an ASET™ or recommended for earlier engines.
E-Tech™ engine, also check for a dislodged
supply pump seal or a cut electronic unit pump
(EUP) O-ring, as either of these conditions will
allow a large amount of fuel into the crankcase.
Additionally, if a unit pump has been removed
without draining the fuel gallery, approximately

Page 18
 ENGINE OIL ANALYSIS
DECREASE IN VISCOSITY The following are the first areas to address
should oil thickening occur:
A primary cause of viscosity decrease is fuel
dilution. As a general rule, it requires 5.0% fuel 1. Use the most current specification engine
contamination to decrease the viscosity one SAE oils and MACK-approved filters
grade (approximately 4 cSt). Such a severe
2. Monitor oil conditions by performing regular
reduction would warrant investigating the fuel
oil analyses. The MaxiGard®/2 oil analysis
injection system.
test kits are available with and without
inclusion of the TBN test. Using a test kit
Another possible cause of viscosity decrease is
which includes TBN is highly recommended
the shearing of viscosity improver (VI) additives in
for all engine models and mandatory for
multi-grade oils.
cooled EGR engines such as MACK MP or
ASET™ AC engines. Review the oil analysis
INCREASE IN VISCOSITY report results and recommendations as soon
as the report is received.
Although a gradual increase in viscosity is
expected during the service interval, severe 3. Verify that the oil drain intervals are within
changes are a reliable indicator of an engine or the allowable mileage and/or hour limits, and
lubricant problem. Viscosity increases through that the appropriate interval (hours or miles)
service intervals vary with different lubricants and is being used based upon vehicle vocation.
service applications. Certain chassis vocations may require
service intervals more frequent than the
There are several factors which can contribute to maximum allowed intervals. If soot and/or
increases in viscosity. One cause is oil oxidation viscosity are at or near the maximum
which occurs when the oil is subjected to a allowable levels, adjust the service interval
prolonged period of high operating temperatures. as required to maintain soot and viscosity
If oxidation is considered to be occurring, the levels within allowable limits.
cooling system should be checked for proper
4. Inspect the charge air cooler for signs of
coolant level, antifreeze:water mixture, and/or dirt
cracks and/or leakage. If leakage is
or scale build-up (detailed coolant analysis is also
suspected, pressure test the charge air
available through Mack Trucks, Inc. MaxiGard/2
cooler and verify that the leak-down rate is
analysis program).
within allowable limits.
Another possible cause for viscosity increase is 5. Determine that there is no over-fueling
coolant leaking into the crankcase. The oil will caused by a malfunctioning or incorrect
react to the presence of water and glycol. If the injection nozzle.
leak is severe enough, the oil can thicken to the
6. Analyze the vehicle/engine operating
consistency of grease.
conditions, ambient temperatures and oil
temperatures experienced during everyday
However, the most common cause of oil
operation. Oil thickening can result from
thickening or sludging in heavy duty diesel
oxidation degradation of the oil if subject to
engines is high levels of combustion soot in the
prolonged operation at very high
oil. The type of service, type of oil being used,
temperatures (exceeding 270°F [132°C] oil
drain intervals and various engine conditions can
temperature).
all be factors in soot related oil thickening.
7. Verify that glycol in the oil is not the root
cause of the increase in viscosity. (Coolant
loss with no visible signs of an external
coolant leak combined with a high
concentration of glycol on the analysis report
is an indication that coolant is leaking into
the crankcase.)

Page 19
 ENGINE OIL ANALYSIS
Total Base Number Natural Gas Engine Oil
Heavy duty diesel engine oils include additives
that neutralize acids formed during the
combustion process. The Total Base Number
(TBN) is a measure of the alkaline reserve (acid Natural gas engines require a low ash content,
neutralizing additives) in an engine oil. When the 15W40 engine oil specifically formulated for use
oil is new and unused, current heavy duty diesel in these types of engines. Do not use diesel or
engine oil will have an approximate TBN of 10. automotive engine oil in a natural gas engine.
Used engine oils have a lower TBN as the acid Natural gas engine oil specifications are listed in
neutralizing capability of the oil is depleted. the table below. Engine damage will result from
use of improper oil.
The TBN will normally deplete throughout the
engine service interval due to acids formed
(sulfur by-product and nitration) during the
combustion process. The TBN is also depleted by New Oil Specifications
oil degradation due to oxidation. SAE Viscosity 15W40
Sulfated Ash, % ASTM D874 0.4–0.6
TBN (Total Base Number) 4.5 minimum
ASTM D2896 (method for
Engine oils formulated to comply with MACK testing TBN of new engine
specifications have sufficient TBN to maintain oil)
safe levels throughout MACK-recommended oil
service intervals. Always use the most current
specification MACK-approved oils and adhere to MaxiGard/2 Oil Service
the oil and filter change intervals established by Guidelines — MACK Diesel and
Mack Trucks, Inc.
Natural Gas Engines
Particularly with cooled EGR engines such as the
MACK MP or ASET™ AC engines, it is important
that the regular oil analysis program includes a With the exception of soot content and fuel
TBN test using the ASTM D4739 (method for dilution, the oil service guidelines listed in the
testing TBN of used engine oil) test method. For table below also apply to MACK natural gas
oil analysis tests performed on a cooled EGR engines.
engine, the minimum acceptable TBN is 3.0. Test
results must be reviewed on a timely basis and oil
drain intervals adjusted so that oil and filter
changes are performed before TBN drops to 3.0.

Some severe operating conditions may cause

rapid depletion of an oil’s TBN. Monitoring the
TBN is important in determining whether the oil
drain interval, for the product in service, is
appropriate or whether a shorter interval may be
necessary.

Page 20
 ENGINE OIL ANALYSIS
MACK TRUCKS, INC. MAXIGARD/2 OIL SERVICE GUIDELINES
TEST/PROPERTY METHOD MAXIMUM
Viscosity, cSt (@ 100°C) ASTM D4451 Increase: 8 cSt
(Change from new oil) Decrease: 3 cSt
Soot Content, % wt.6 LEM or TGA2 5.0 — ASET™
4.0 — E6, E7, E9 and E-Tech™
3.0 — MP engines
Fuel Dilution, % vol.6 ASTM D3524 3.0
Water, % vol. ASTM D1744 0.2
Total Base Number (TBN) ASTM D4739 Minimum: 3.0
Glycol (Coolant) ASTM D2982 Any Detectable
CONTAMINANTS:3 Atomic Emission (AE) Above New Oil:
— Silicon, ppm by wt. 15 ppm
— Sodium, ppm by wt. 100 ppm
— Boron, ppm by wt. 50 ppm
— Potassium, ppm by wt. 50 ppm
WEAR METALS, ppm by wt.: AE
— Nickel 10 ppm
— Iron 150 ppm
— Lead & Copper (both present) 50 ppm 4
Wear Metal Evaluations: AE 100% increase above trend (average)
— Trend Analysis5

1 Procedure defined by the American Society for Testing and Materials.

2 Light Extinction Measurement or Thermogravimetric Analysis.
3 Maximum increase above level present in the new oil.
4 Maximum with both lead and copper present. Significant if present for two or more consecutive non-break-in samples and
copper is determined not to be from oil cooler oxides.
5 Typically requires three uncontaminated samples to establish trendlines. Uncontaminated is defined as being free of dirt,
water, antifreeze and/or fuel dilution.
6 Soot content and fuel dilution do not apply to natural gas engines.

MAXIMUM
A problem likely exists that requires close
consideration, diagnostics and possible
corrective action. The following procedures may
be initiated.
앫 Resample immediately for verification.
앫 Determine probable causes and take the
appropriate corrective action.
앫 Continue on one-half interval samples until
conditions return to Normal.

Page 21
 ENGINE OIL ANALYSIS
Trend Analysis
11

Trend analysis is used instead of the “Alert” limit

which had been used by Mack Trucks, Inc. in the
past. Trend analysis is a more meaningful
concept than simply having an arbitrary “Alert”
specification.

An example comparing two engines, each with

3 oil samples, is shown below. This example
assumes two identical engines in the same type
of service. In order to compare the trend analysis
system to the “Alert” limit system, an
example-only “Alert” limit of 100 ppm is used.

Figure 11 — Oil Analysis Results

The trend analysis shows that Engine 1 is

For trend analysis, the oil samples being
wearing at an acceptably steady rate. Engine
compared must have very similar miles and
2 has had a dramatic increase in iron wear
hours.
which the oil analysis report will bring to the
customer’s attention for possible corrective
ENGINE 1 actions, even though the iron wear is still below
the 150 ppm maximum established by Mack
SAMPLE IRON EVALUATIONS
Trucks, Inc. Refer to the MAXIGARD/2 OIL
BY SERVICE GUIDELINES chart shown in the table
NUMBER PPM “ALERT” LIMIT TREND on page 21.
1 95 Normal Normal
2 103 Abnormal Normal Trend analysis considers changes in the Rate of
Wear.
3 107 Abnormal Normal

ENGINE 2
SAMPLE IRON EVALUATIONS
BY
NUMBER PPM “ALERT” LIMIT TREND
1 26 Normal Normal
2 29 Normal Normal
3 92 Normal Abnormal

Page 22
 ENGINE OIL ANALYSIS
QUICK REFERENCE GUIDE
Element Possible Contaminant Sources
Iron (Fe) Indicates wear from piston rings, shafts, gears, valve train, cylinder liners and
pistons
Chromium (Cr) Chromium contamination can come from certain components such as piston rings
and cylinder liners; Chromium is used as an additive in certain coolants
Nickel (Ni) Nickel is alloyed with iron to make high-strength steel; is a secondary indicator of
wear from certain bearings, shafts, valve stems and valve guides
Aluminum (Al) Indicator of certain bearing and bushing wear, some pistons
Lead (pB) Used as a bearing overlay material; indicates rod and main bearing wear
Copper (Cu) Wear from bearings, rocker arm bushings, wrist pin bushings and other bronze or
brass components; also used as an oil additive
Tin (Sn) Indicates bearing wear when tin or lead/tin overlay is used
Silver (Ag) Indicates bearing wear in bearings where silver is used, or a secondary indicator of
oil cooler problems when coolant is detected in sample
Molybdenum (Mo) Can be an indicator of piston ring or piston wear; Molybdenum is also used as an
additive in certain engine oils
Titanium (Ti) Alloy used in high quality steel for certain gears, bearings and turbocharger
components
Silicon (Si) Airborne dust and dirt contamination, usually indicates improper air cleaner service,
defective air filter element and/or seals
Boron (B) Additive used in coolant and some engine oils
Sodium (Na) Additive used in coolant and some engine oils
Potassium (K) Additive used in coolant
Phosphorus (P) Antirust agent, also used as an extreme pressure additive for certain lubricants
Zinc (Zn) Antiwear, antioxidant, corrosion inhibitor, detergent, extreme pressure additive
Calcium (Ca) Detergent, dispersant, acid neutralizer
Magnesium (Mg) Dispersant, detergent, alloying metal
Barium (Ba) Corrosion inhibitor, detergent additive (toxic and expensive)
Antimony (Sb) Alloy used in bearing overlay, oil additive
Vanadium (V) Heavy fuel contaminant

Page 23
 ENGINE OIL ANALYSIS
Physical Properties Explanation
Water Presence of water indicates contamination from an outside source, which can
include condensation of atmospheric moisture, or internal cooling system leaks.
Water is evaporated at engine operating temperatures, but the presence of water
may indicate internal cooling system leaks and low engine operating temperatures,
or poor storage practices of new oil.
Fuel dilution, % volume Indicates the amount of unburned fuel present in the engine oil. Investigate causes
such as operating conditions (extended periods of engine idling), defective fuel
injectors, leaking unit (injector) pumps, fuel lines or incomplete combustion.
Total solids, % volume Indicates the quantity of fuel soot, sludge, varnish and other insoluble contaminants.
Investigate sources of contamination such as extended oil drain intervals,
environmental contamination (leaking air intake system or defective air filter),
leaking or defective oil filters, wear debris, oxidation by-products.
Fuel soot, % weight (using LEM Accurate measurement of dispersed fuel soot present in oil sample (LEM method is
method) the only soot measurement approved by Mack Trucks, Inc.); results indicate
combustion/operating efficiency of engine and effectiveness of dispersant additive.
Oxidation Measures overall breakdown of lubricant due to aging, operating conditions and
engine overheating.
Nitration Measures build-up of acidic materials during normal service; can be an indication of
cylinder liner/compression ring blow-by.
Glycol Indicates engine oil contaminated with coolant, usually by cooling system internal
leakage; water is generally not present because it evaporates at operating
temperatures.
Viscosity, in centistokes (cSt) Measurement of the lubricant’s resistance to flow; changes in viscosity indicate
improper servicing, dilution or contamination and lubricant breakdown in service.
Total Acid Number (TAN) Measurement of the total amount of acidic product present in the engine oil; an
increase in TAN above new product indicates oil oxidation or contamination with an
acidic product.
Total Base Number ([TBN] acid Measurement of the alkaline content present (or remaining) in the engine oil;
neutralization) decreases in TBN indicates reduced acid neutralizing capacity or a depleted additive
package.
Particle count Measures particles present in a specific volume of sampled oil; indicates oil
cleanliness and effectiveness of the filters.

Page 24
 MACK
DIESEL AND NATURAL GAS
ENGINE OIL
ANALYSIS
PRINTED IN U.S.A.
ENGINE 3-301 © MACK TRUCKS, INC. 2007