D02.96.02 - Chemistry for the Evaluation of In-Service Lubricants

SIGNIFICANCE AND USE
5.1 Knowledge of the water content of lubricating oils, additives, and similar products is important in the manufacture, purchase, sale, transfer, or use of such petroleum products to help in predicting their quality and performance characteristics.  
5.2 For lubricating oils, the presence of water can lead to premature corrosion and wear, an increase in the debris load resulting in diminished lubrication and premature plugging of filters, impedance to the effect of additives, and undesirable support of deleterious bacterial growth.
SCOPE
1.1 This test method covers the quantitative determination of water in new and in-service lubricating oils and additives in the range of 10 mg/kg to 100 000 mg/kg (0.001 wt./wt. to 10 % wt./wt.) using a relative humidity (RH) sensor. Methanol, acetonitrile, and other compounds are known to interfere with this test method.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 Warning—Samples tested in this test method can be flammable, explosive, and toxic. Use caution when handling them before and after testing.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.5 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a means for a reliable field determination of fuel dilution that is quick and preparation-free. Results are obtained in approximately 1 min. Such a method is used, for example, at remote railroad depots where it is impractical to carry out a standard laboratory method for determination of fuel dilution, such as described in Test Method D7593, but it is a critical need to determine if fuel has contaminated the lubricant. If fuel has contaminated the lubricant, this is significantly detrimental to the machinery and it is typically serviced immediately. Further, the fuel can ignite at the high temperatures encountered in machinery lubricant paths.
SCOPE
1.1 This test method describes a means for determining the amount of fuel dilution present in an in-service lubricant. This is achieved by drawing into a surface acoustic wave (SAW) sensor vapor from the lubricant. Fuel vapor will be absorbed by the SAW sensor’s polymer coating. The amount of absorbance is then related to fuel content in the lubricant.  
1.2 The range of fuel dilution capable of being measured by the test method is from 0.1 % to 10.0 % by mass fuel dilution.  
1.3 This test method is specifically tailored to determining the fuel dilution of in-service lubricants, including newly utilized lubricants. The method is applicable to contamination with diesel, gasoline, and jet fuels.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  See Section 9.  
1.6 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 Some fuel dilution of in-service engine oil is normal under typical operating conditions. However, excessive fuel dilution can lead to decreased performance, premature wear, or sudden engine failure. This test method provides a means of quantifying the level of fuel dilution, allowing the user to take necessary action. This test method does not purport to accurately quantify the specific fuel present in the in-service lubricant samples due to limitations associated with the aging and degradation of the fuel in the crankcase. Rather, quantification of diesel fuel is normalized using a simulated aged fuel.
SCOPE
1.1 This test method covers the determination of fuel dilution for in-service engine oil by gas chromatography.  
1.2 Analysis can be performed directly by this test method without pretreatment or dilution of the sample.  
1.3 There is no limitation for the determination of the dilution range, provided the amount of sample is within the linear range of the gas chromatograph detector. However, sample dilution can add potential error to the result and may affect the precision obtained as compared to the values presented in Section 14, which were obtained with no dilution.  
1.4 This test method covers a quantitation range up to 10 % (m/m) for diesel and biodiesel, and up to 5 % (m/m) for gasoline.  
1.5 The values stated in SI units are to be regarded as standard. Where non-SI units are provided, they are shown in parentheses.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.7 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 Dispersancy is the property that allows oil to suspend and carry away pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the aging of the oil.  
5.2 When poured on a specific filter paper, oil that is properly dispersing soot and other insolubles produces an evenly graduated spot. The distribution of the different zones (Fig. 1) will reflect the status of oil dispersancy.
FIG. 1 Oil Spot Example and Scheme of the Distribution of the Different Zones  
5.3 While the oil spreads out on the filter paper, the oil carries contaminants, and due to the lamination phenomenon of the oil film, the particles of same size deposit on the paper on the same concentric zones.  
5.4 This test method provides a simple technique for condition monitoring of the dispersancy property of in-service lubricants.  
5.5 An oil that is properly dispersing soot and other insolubles produces an evenly graduated blotter (see Fig. 2—Spot 1). A ring of light debris on the outer circumference of the circular spot also indicates that the oil has retained its dispersancy properties.
FIG. 2 Oil Spot Examples  
5.6 A blotter indicating a high soot load, but even graduation, suggests the oil is still fit for service, but should be watched closely for degradation (see Fig. 2—Spot 2).  
5.7 When dispersancy begins to fail, the insolubles begin to form a dense ring on the exterior of the absorbing oil drop as in Fig. 2—Spot 3. A brown or yellow stain on the blotter spot indicates oxidation.  
5.8 Fig. 2—Spot 4 indicates the characteristic dense black dot and sharp periphery that indicates sludge and the loss of dispersancy as the particles have settled in the center and the oil has wicked outward.  
5.9 From a maintenance perspective, when the ring begins to form around the exterior of the oil blotter, it is time to look at scheduling a drain. If the black dot is allowed to form, the si...
SCOPE
1.1 This test method covers a procedure for determination of the merit of dispersancy of diesel crankcase engine oils as well as other types of engine oils where pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the oxidation of the oil may contaminate the lubricant.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.
Note 1: It is not the intent of this test method to establish or recommend normal, cautionary, warning, or alert limits for any machinery. Such limits should be established in conjunction with advice and guidance from the machinery manufacturer and maintenance group.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method is applicable for determining the level of iron contamination in lubricating oils from sources other than physical wear of the machinery or equipment, such as corrosion. It is particularly suited for oils from engines running on sulphur containing fuels where acidic combustion by-products can enter the lubrication system and cause corrosive damage. The test can be performed at the point of use as it does not require extensive laboratory equipment allowing timely intervention if necessary.
SCOPE
1.1 This method covers a procedure for determining the concentration of compounded forms of iron in in-service fluids. It is applicable over an iron concentration range of 20 mg/kg to 800 mg/kg (ppm by mass hereafter). The test is not sensitive to metallic iron and thus provides a means of discrimination between the two forms of iron. It is suitable for monitoring the condition of equipment where iron contamination in the lubricating oil or functional fluid may not originate solely from physical wear, for example from corrosion or other forms of undesirable chemical processes within the equipment.  
1.2 Units—The values stated in SI units are to be regarded as standard. Concentrations are reported as parts per million by mass (ppm) equivalent to iron contents expressed in mg per kg of oil sample (mg/kg).  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety, health, and environmental practices and determine the applicability of regulatory limitations prior to use.  
1.4 This international standard was developed in accordance with internationally recognized principles on standardization established in the Decision on Principles for the Development of International Standards, Guides and Recommendations issued by the World Trade Organization Technical Barriers to Trade (TBT) Committee.

SIGNIFICANCE AND USE
5.1 This test method provides a means for a reliable field determination of fuel dilution that is quick and preparation-free. Results are obtained in approximately 1 min. Such a method is used, for example, at remote railroad depots where it is impractical to carry out a standard laboratory method for determination of fuel dilution, such as described in Test Method D7593, but it is a critical need to determine if fuel has contaminated the lubricant. If fuel has contaminated the lubricant, this is significantly detrimental to the machinery and it is typically serviced immediately. Further, the fuel can ignite at the high temperatures encountered in machinery lubricant paths.
SCOPE
1.1 This test method describes a means for determining the amount of fuel dilution present in an in-service lubricant. This is achieved by drawing into a surface acoustic wave (SAW) sensor vapor from the lubricant. Fuel vapor will be absorbed by the SAW sensor’s polymer coating. The amount of absorbance is then related to fuel content in the lubricant.  
1.2 The range of fuel dilution capable of being measured by the test method is from 0.1 % to 10.0 % by mass fuel dilution.  
1.3 This test method is specifically tailored to determining the fuel dilution of in-service lubricants, including newly utilized lubricants. The method is applicable to contamination with diesel, gasoline, and jet fuels.  
1.4 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.5 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.See Section 9.

SIGNIFICANCE AND USE
5.1 Knowledge of the water content of lubricating oils, additives, and similar products is important in the manufacture, purchase, sale, transfer, or use of such petroleum products to help in predicting their quality and performance characteristics.  
5.2 For lubricating oils, the presence of water can lead to premature corrosion and wear, an increase in the debris load resulting in diminished lubrication and premature plugging of filters, impedance to the effect of additives, and undesirable support of deleterious bacterial growth.
SCOPE
1.1 This test method covers the quantitative determination of water in new and in-service lubricating oils and additives in the range of 10 mg/kg to 100 000 mg/kg (0.001 wt./wt. to 10 % wt./wt.) using a relative humidity (RH) sensor. Methanol, acetonitrile, and other compounds are known to interfere with this test method.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 Warning—Samples tested in this test method can be flammable, explosive, and toxic. Use caution when handling them before and after testing.  
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 Some fuel dilution of in-service engine oil is normal under typical operating conditions. However, excessive fuel dilution can lead to decreased performance, premature wear, or sudden engine failure. This test method provides a means of quantifying the level of fuel dilution, allowing the user to take necessary action. This test method does not purport to accurately quantify the specific fuel present in the in-service lubricant samples due to limitations associated with the aging and degradation of the fuel in the crankcase. Rather, quantification of diesel fuel is normalized using a simulated aged fuel.
SCOPE
1.1 This test method covers the determination of fuel dilution for in-service engine oil by gas chromatography.  
1.2 Analysis can be performed directly by this test method without pretreatment or dilution of the sample.  
1.3 There is no limitation for the determination of the dilution range, provided the amount of sample is within the linear range of the gas chromatograph detector. However, sample dilution can add potential error to the result and may affect the precision obtained as compared to the values presented in Section 14, which were obtained with no dilution.  
1.4 This test method covers a quantitation range up to 10 % (m/m) for diesel and biodiesel, and up to 5 % (m/m) for gasoline.  
1.5 The values stated in SI units are to be regarded as standard. Where non-SI units are provided, they are shown in parentheses.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 Some fuel dilution of in-service engine oil is normal under typical operating conditions. However, excessive fuel dilution can lead to decreased performance, premature wear, or sudden engine failure. This test method provides a means of quantifying the level of fuel dilution, allowing the user to take necessary action. This test method does not purport to accurately quantify the specific fuel present in the in-service lubricant samples due to limitations associated with the aging and degradation of the fuel in the crankcase. Rather, quantification of diesel fuel is normalized using a simulated aged fuel.
SCOPE
1.1 This test method covers the determination of fuel dilution for in-service engine oil by gas chromatography.  
1.2 Analysis can be performed directly by this test method without pretreatment or dilution of the sample.  
1.3 There is no limitation for the determination of the dilution range, provided the amount of sample is within the linear range of the gas chromatograph detector. However, sample dilution can add potential error to the result and may affect the precision obtained as compared to the values presented in Section 14, which were obtained with no dilution.  
1.4 This test method covers a quantitation range up to 10 % (m/m) for diesel and biodiesel, and up to 5 % (m/m) for gasoline.  
1.5 The values stated in SI units are to be regarded as standard. Where non-SI units are provided, they are shown in parentheses.  
1.6 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.

SIGNIFICANCE AND USE
5.1 Dispersancy is the property that allows oil to suspend and carry away pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the aging of the oil.  
5.2 When poured on a specific filter paper, oil that is properly dispersing soot and other insolubles produces an evenly graduated spot. The distribution of the different zones (Fig. 1) will reflect the status of oil dispersancy.  
5.3 While the oil spreads out on the filter paper, the oil carries contaminants, and due to the lamination phenomenon of the oil film, the particles of same size deposit on the paper on the same concentric zones.  
5.4 This test method provides a simple technique for condition monitoring of the dispersancy property of in-service lubricants.  
5.5 An oil that is properly dispersing soot and other insolubles produces an evenly graduated blotter (see Fig. 2—Spot 1). A ring of light debris on the outer circumference of the circular spot also indicates that the oil has retained its dispersancy properties.  
5.6 A blotter indicating a high soot load, but even graduation, suggests the oil is still fit for service, but should be watched closely for degradation (see Fig. 2—Spot 2).  
5.7 When dispersancy begins to fail, the insolubles begin to form a dense ring on the exterior of the absorbing oil drop as in Fig. 2—Spot 3. A brown or yellow stain on the blotter spot indicates oxidation.  
5.8 Fig. 2—Spot 4 indicates the characteristic dense black dot and sharp periphery that indicates sludge and the loss of dispersancy as the particles have settled in the center and the oil has wicked outward.  
5.9 From a maintenance perspective, when the ring begins to form around the exterior of the oil blotter, it is time to look at scheduling a drain. If the black dot is allowed to form, the situation is problematic because the undispersed portion of soot that has deposited upon surfaces will not be...
SCOPE
1.1 This test method covers a procedure for determination of the merit of dispersancy of diesel crankcase engine oils as well as other types of engine oils where pollutants of diverse sources such as soot from combustion, metallic particles from wear, corrosion of mechanical parts, and insoluble products resulting from the oxidation of the oil may contaminate the lubricant.  
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.  
1.3 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.Note 1—It is not the intent of this test method to establish or recommend normal, cautionary, warning, or alert limits for any machinery. Such limits should be established in conjunction with advice and guidance from the machinery manufacturer and maintenance group.

SIGNIFICANCE AND USE
Knowledge of the water content of lubricating oils, additives, and similar products is important in the manufacture, purchase, sale, transfer, or use of such petroleum products to help in predicting their quality and performance characteristics.
For lubricating oils, the presence of water can lead to premature corrosion and wear, an increase in the debris load resulting in diminished lubrication and premature plugging of filters, impedance to the effect of additives, and undesirable support of deleterious bacterial growth.
SCOPE
1.1 This test method covers the quantitative determination of water in new and in-service lubricating oils and additives in the range of 10 to 100 000 mg/kg (0.001 to 10% wt./wt.) using a relative humidity (RH) sensor. Methanol, acetonitrile, and other compounds are known to interfere with this test method.
1.2 The values stated in SI units are to be regarded as standard. No other units of measurement are included in this standard.
1.3 Warning—Samples tested in this test method can be flammable, explosive, and toxic. Use caution when handling them before and after testing.
1.4 This standard does not purport to address all of the safety concerns, if any, associated with its use. It is the responsibility of the user of this standard to establish appropriate safety and health practices and determine the applicability of regulatory limitations prior to use.