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CERTIFICATION PROG€WV (AB2060) FOR HAZARDOUS WASTE ENVIRONMENTAL TECHNOLOGIES
TECHNOLOGY CERTIFICATION REPORT FOR
TF PURIFINER, TNC ELECTRIC MOBILE OIL REFINER
Volume I
July 1995
State of Caiifomia Department of Toxic Substances Control
This report was prepared by the stafF of the Office of Pollution Prevention and Technology Development. Project Leader for this technology certification was Ronald E. Lewis. Other contributors included Bruce La Belle, Tony LUQ John Wesnousky, and Thomas Scheffelin.
Any questions regarding the technical content of this report should be directed to Ronald E. Lewis, of the Office of Pollution Prevention and Technology Development.
ABSTRACT
The Electric Mobile Oil Refiner is a bypass engine oil atration system. The Electric Mobile Oil Refiner, when properly used per manufactureis instructions, can increase the duration between oil changes, thus reducing the generation of used oil. The system is considered a Pollution Prevention technology. Data Erom analytical laboratories, field testing, diesel engine manufacturers, and end-user contacts provided the technical basis for this certification.
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Volume I
- Page Table of Contents
ABSTRACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
LISTOFTABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
L1.TOF.G.S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . iv
...
I. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
II. TECHNOLOGY DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
III. CERTIFICATION STATEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
IV. CERTIFICATION LINITATIONS/DISCLAR . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
. V.
VI. SYSTEM SPECIFICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
VLT.
Vm. REGULATORY CONSIDEIUTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
TECHNOLOGY EVALUATION AND CERTIFICATION BASIS . . . . . . . . . . . . . . . 3
OPERATION AND M " A N C E REQUIREAMENTS . . . . . . . . . . . . . . . . . . . . . . 9
E. SUMMARY OF VOLUME n, APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . io
Y
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-
LISTS OF TABLES
Table 1
Table 2
Table 3
Table 4
Table 5
Table 6
Table 7
Table 8
Table 9
Table 10
Table 11
Table 12
Table 13
Table 14
Typical Ranges and Warning Limits For Engine Oils
Description of the Ten Trucks Used in the Technology Evaluation
Data on Crumm Trucking, Unit 22
Data on Crumm Trucking, Unit 23
Data on Crumm Trucking, Unit 24
Data on Crumm Trucking, Unit 25B
Data on Crumm Trucking, Unit 26
Data on Merico Trucking, Unit 4
Data on Merico Trucking, Unit 12
Data on Merico Trucking, Unit 14
Data on Merico Trucking, Unit 34
Data on Merico Trucking, Unit 36
Data from Department Directed Testing of Units fiom Crumm Trucking
Data from Department Directed Testing of Units from Merico Trucking
... 111
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LIST OF FTGURES
Figure 1
Figure 2
Figure 3
Figure 4
Figure 5
Figure 6
Figure 7
F i s r e 8
Figure 9
Figure 10
Figure 11
Figure 12
Figure 13
Figure 14
Schematic of Eleciric Mobile Oil Refiner System
Comparison of Oil Consumption and -4vera~e Miles on Oil for Engines With and Without an Electric Mobiie Oil Refiner
Graph of Data fiom Crumm Trucking, Unit 22
Graph of Data from C r u m Trucking, Unit 23
Graph of Data fiom Crumm Trucking, Unit 24
Graph ofData fiom Crumm Trucking, Unit 25B
Graph of Data from Crumm Trucking, Unit 26
Graph of Data from Merico Trucking, Unit 4
Graph of Data from’Merico Truckins, Unit 12
Graph of Data from Mexico Trucking, Unit 14
Graph of Data &om Merico Trucking, Unit 34
Graph of Data from Merico Trucking, Unit 36
Ferrograph Photo-maph of Sample 55E
Ferrograph Photograph of Sample 56E
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I. INTRODUCTION
The California Legislature in Assembly Bill 2060 (AB2060) authorized the Department of Toxic Substances Control (DTSC) to establish a p r o p m to certify hazardous waste environmental technologies. - The Hazardous Waste Environmental Technologies Certification Program includes, but is not limited to, hazardous waste management technologies, site mitigation technologies, and waste minimization and pollution prevention technologies. Certification applications must include any information required by DTSC to make a certification decision. All certifications include: 1) a statement of the technical specifications applicable to the technology, 2) a determination of the composition of the hazardous wastes or chemical constituents for which the technology can appropriately be used, 3) an estimate of the efficacy and efficiency of the technology in regard to the hazardous wastes or chemical constituents for which it is certified, and 4) a specification of the minimal operational standards the technology is required to meet to ensure that the certified technology is managed properly and used safely.
This report documents the evaluation of TF Purifiner‘s Electric Mobile OiLRefiner. The report includes sections from the final certification decision as well as a more in depth discussion of the technology’s evaluation. DTSC’s decision to certifL the Electric Mobile Oil Refiner was published in Caliiomia Regulatory Notice Register on June 24, 1994, Register 94, N0.25-2, pages 1009-10 13. The Certification became effective July 25, 1994 and will remain in effect for a period of three years unless otherwise specified in Title 22, California Code of Regulations or revoked prior to that date for cause.
Supporting information to this report is found in the Appendices that are located in a separate volume. Whenever possible, the applicable appendix is referenced that supports the material discussed.
IL TECHNOLOGY DESCRIPTION -r ..
The Electric Mobile Oil Refiner is a by-pass engixie oil filtration system which is intended to extend oil drain intervals (see F i s r e 1 for schematic of the system and its installation). The system consists of a canister that can be mounted on the fire wall, fender well, or frame of a vehicle. The canister inlet is connected to the engine’s oil pressure sending unit and the outlet to the engine crankcase. The canister houses a disposable cotton filter element and an evaporation chamber with a heating element. Engine oil enters the canister via a metering jet that regulates the flow to approximately three to six gallons per hour. The oil passes through the filter element where particulates are removed. After filtration, the oil is heated in an evaporation chamber in order to remove &el, water, and coolant which are vented into the air cleaner. The filtered oil then flows back into the engine by gavity flow.
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m CERTIFICATION STATEMENT
The Electric Mobile Oil Refiner is certiiied by DTSC as a Pollution Prevention technolo= when installed, operated, monitored, and maintained according to TF PurSner’s standards and specifications. This pollution prevention certification is specific to engine oil usage and used oil generation (no life-cycle analysis was performed). The Electric Mobile Oil Refiner has been shown to be an eEective means of extending engine oil change intervals by aiding in the removal of particulates, water, coolant, and dissolved %el. Extended drain intervals reduce: 1) use of new oil, 2) generation of used oil, 3) potential of spills while draining and transportins used oil, and 4) maintenance time and expense to operate and manage engine oil changing facilities.
The Electric Mobile Oil Refiner has been shown to be capable of maintaining the following engine oil properties within acceptable limits for continued use when operated, monitored, and maintained in accordance with TF Purifiner’s standards and specifications: viscdsity and the content of soiids, water, coolant, &el, wear metals, and oil additives. The engine drain cycle for differing vefiicles may depend on the engine type, fie1 quality, oil type, oil consumption, and loading of engine.
IV. CERTIF’ICATION LIMITATIONS/DISCIAl3&R
DTSC makes no express or implied warranties as to the performance of TF Purifiner’s product or equipment. Nor does DTSC warrant that the TF Purifiner’s product or equipment is free from any defects in workmanship or material caused by negligence, misuse, accident or other causes.
DTSC does believe, however, that the manufacturer’s product or equipment can achieve performance levels set out in the certification. Said beiief is based on a review of the data submitted by the manufacturer and interviews with end-users of the equipment when the product or equipment was used in accordance with manufacturer’s specifications. Limited testing was conducted undei the direction of DTSC to confirm the data submitted by TF Punfiner or collected fiom other sources.
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The certification was issued as part of the pilot project for the Caiifornia Environmental Technology Certification Program. The pilot project purpose is to delineate the practical aspects of the progam that will be adopted in regulations which are under development. Consequently, the certification may be subject to additiond conditions which $11 be required in these regulations, including, but not limited to, the duration of the certification, continuing monitoring and oversight requirements, and certification amendment procedures, including decertification.
By accepting the Certification, the manufacturer assumes, for the duration of the Certification, responsibility for maintaining the quality of the manufactured equipment and materials at a level equal or better than was provided to obtain the Certi5cation and agrees to be
subject to quality monitoring by DTSC as is required by the law under which the Certification was granted.
TF Purifiner provided copies of letters (see Volume 11, Appendix A) from seventeen engine mandacturers which discussed the effect of using a Electric Mobile Oil Refiner on their respective engine warranties. The responses were similar and generally could be summarized as follows:
The original engine warranty covers defects in workmanship and/or materials as manufactured and use of aftermarket devices, such as the Electric Mobile Oil Refiner, does not, in and of itself, void the warranty. However, any e n h e performance problem or failure attributable to use of such devices will not be covered under the terms of the Warranty.
Ifthere is a question concerning engine warranties, the end-user should consult their particular engine manufacturer to detennine if using the Electric Mobile Oil Refiner will affect
L .- their engine warranty. - i
TF Purifiner offers a ten year warranty on the Electric Mobile Oil Refiner.- This warranty includes repairs or replacement of the product itself and also repair of damage to engines caused by the Electric Mobile Oil Refiner during the ten-year wa~anty period. This warranty is limited as specified in TF Purifiner’s warranty statement (a copy of the warranty statement is included in Volume 3I, Appendix A).
V. TECHNOLOGY EVALUATION AND CERTIFICATION BASIS
The main emphasis of the evaluation was to verify that use of the Electric Mobile Oil Refiner would reduce the generation of waste oil without adversely affecting engine wear. The evaluation of the eEect on engine wear was qualitative rather than quantitative. The technology was evaluated primarily fiom five dierent sources of information: A) vendor supplied information, B) outside consultation, C) customer experience, D) customer supplied data, and E) limited data from department directed testing.
A Vendor SuDdied Information - This information includes documents &om TF Pur5ner and users of Electric Mobile Oil Refiners (See Volume LI., Appendix B). These documents provide information related to: 1) the technology description; 2) vendor ciaims; 3) customers; 4) studies and testimonials from customers regarding use of the technology; and 5) other reference information regarding the technology.
B. Outside Consultation - Various outside sources were consulted regarding the Electric Mobile Oil Refiner. These sources included representatives of oil manufacturers and analytical Iaboratories that specialize in the testing of engine oils. The principle information
sought fiom these outside consultants related to how does one know when engine oil is no longer good for continued use. Notes from telephone discussions and other information supplied fiom these sources are included in Volume II, Appendix C.
Most outside consultants hesitated to specie criteria to determine if an oil was still good or not. They were concerned that using specific criteria would over simplify the question and be used as “pasdfail” criteria. For instance, metal levels in engine oils can vary depending on numerous factors such as:
0 engine metallurgy
0 dispersion characteristics of the oil’s additive package (which help hold metals in suspension)
0 filtration configuration
0 oiVlubricant consumption and replacement (which dilutes values)
0 types of engine lubricants and additives (many lubricants and additives may contain metals such as aluminum, chromium, copper, and lead as trace ingredients)
0 engine usage (light or heavy loads, long or short hauls)
0 ambient conditions (summer versus winter conditions, ambient air contaminants).
These and other factors must be considered when evaluating whether an oil is good for continued use. Several outside consultants indicated that rapid changes in contaminant metal concentrations or rapid fluctuations of other oil properties would be much more important in determining whether an oil was failing than a strict adherence to published ranges or criteria.
Care must be taken when evaluating metals analysis data. Two outside consultants stated that standard spectrophotometer analysis for metals will not ionize particles greater than approximately two microns. Therefore, particles of greater size are not detected. However, particles greater than this size are more likely to cause frictional wear in engines because they are larger than typical ensine tolerances. pote: n is could have significant implications when evaluating by-pass oz filtration Systems such as the Electric Mobile Oil Refiner. Winning limits for engine oils were developed for engines using conventional oil filtration systems and oil .&ainage cycles. n e Electric Mobile Oil Rejiner may remove the lurger particles that are more damagrng to engrnes but not the unharmful Smaller particles which show up in a spectrophotometer anatvsis. Therefore, additionr ? care,?udgement is required when evahrating metal levels in systems using by-pass oil filters.]
The outside consultants were also very concerned that oil additive packages might become depleted when using a filtration system such as the Electric Mobile Oil Refiner. They stated that the additive packages are designed to be depleted as they work, e.g., an additive to neutralize acids is consumed as it performs this function. /Note: In response to this concem, it should be pointed out that even when engine oils are not drained engine oil is replenished due to: I ) normal oil consumption of the engrne and 2) addition of make-up oil when theyow-firll and Electric Mobile Oil Refiner filter elements are replaced This is shown graphically in Figure 2. Thisjgure shows that for a Wical scenario, over a period of 180,000 miles, an engme equipped with an Electric Mobile Oil Refiner consumes 254 quarts of oil compared to 678 quartz for an engine without an Electn'c Mobile Oil Refiner. This means that additive packages contained in new oil will be replenished to some degree by the addition of make-up oil. The figzre also shows that the average "age" of the oil in the engine with an Electric Mobile Oil Refiner is approximate& three times that of the ultimate age of oil in a conventional drain cycle.]
The outside consultants pointed out that determining whether an additive package is depleted is difficult because additive packages vary fiom one manufacturer to another and most analytical tools available do not directly measure the concentration of the additivepackage. The parameters that are typically monitored are viscosity, total base number (a measure of the oil's ability to neutralize acids), and the concentration of some elements (e.g., calcium, magnesium, phosphorus, sodium, and M c which are part of many additives). The suggested methods for evaluating these parameters include confjrming that: 1) Viscosity does not change significantly up or down; 2) total base number stays above a value of two; and 3) concentrations of elements associated with additive packages should be maintained.
The warning l i i t s and typical oil properties obtained fiom the outside consultants are summarized in Table 1. Note these levels were developed for engines with conventional oil drainage cycles and will not take in to account the factors discussed above:.
C. Customer Emerience - The Department of Toxic Substances Control interviewed thirteen end-users regarding their experience with the Electric Mobile Oil Refiner (see Volume II, Appendix D). The interviews included discussions of number of units used, years of experience with product, vekicldengine types, model year of vehicles, mileage on vehicles whiIe using the Electric Mobile Oil Refiner, oil filter change intervals, oil drain htervals, oil consumption rates, engine load factors, engine maintenancdrepair information, and satisfactioddissatisfaction with product.
The end-users interviewed included ten who used the Electric Mobile Oil Refiner on diesel .trucks, two who used them in marine applications and one who used it on a hydraulic press. All e a
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The dieseI truck applications included:
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0 One fleet of 18 trucks with an average of over 800,000 miles per truck without changing the oil;
0 One fleet of five trucks, each with over 300,000 miles without changing the oil;
0 Two fleets with a total of 15 trucks: each with over 200,000 miles between oil changes;
0 Four fleets with a total of 52 trucks, each with 90,000 to 150,000 miles between oil changes; and
0 Two fleets with a total of four trucks, each with 80,000 miles or less on the oil without an oil change.
The marine applications included:
0 Two main engines with oil change intervals greater than 10,000 hours (the engnes were not rebuilt until over 60,000 hours of operation);
0 Two nine-year old generator engines with oil change intervals greater than 1,500 hours; and
0 Two nine-year old main engines with oil change intervals greater than 1,500 hours.
In the hydrauiic press application, the oil has not been changed since 1981; prior to installing the Electric Mobile Oil Refiner, the oil was changed after every 1,000 hours of operation with an average usage of 1,300 hours per year.
One customer stated he was very curious about how his Electric Mobile Oil Refiners were affecting engine wear. So when one of his trucks reached 450,000 miles of operation with an Electric Mobile Oil Refiner, he dismantled the en,he to inspect it for wear. The main bearings were checked with a micrometer and the level of wear was found to be insi-mrificant. He was so impressed at the condition of the engine, that after the inspection, the engine was reassembled without replacing any parts. In this instance, the oil drain intervals were 80,000 miles.
Another customer dismantled an engine (its oil had not been drained in over 300,000 miles) due to a broken compression ring. He stated engine internals looked unusually clean and .that the broken compression ring was not caused by lubrication failure. In fact, the main bearings and other inspected surfaces showed very little wear. However, the main bearings were replaced when the engine was reassembled .,as a matter of practice.
Another customer has a truck fleet of eighteen trucks with an average of 500,000 miles on each truc!c. Most trucks have never had their oil drained. None of the engnes have had B major
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engine repair or overhaul. The fleet’s fuel economy is 6.75 miles per gallon. The customer stated that, based on his knowled_ge of similar trucks, his fleet’s fuel economy was approximately one mile per gallon higher than expected. TF Purifiner claims that using the Electric Mobile Oil Refiner decreases wear and fiction leading to better fuel economy. A number of variables can e e c t fie1 economy: load factor, length of trips, type of terrain traversed, vehicle speed, etc. But the customer attributes his higher fuel economy, at least in part, to use of the Electric Mobile Oil Refiners.
One customer mentioned that he had an engine in a marine application that frequently had fuel injector leaks (this was noticed due to increases in engine oil level). After the leaks were fixed, the excess oil was removed to return the oil level to the full mark. When the boat returned to port and the oil was analyzed, the diesel fuel content was within acceptable limits (indicating that the Electric Mobile Oil Refiner had been successful in removing the fuel that had leaked into the oil). This customer also mentioned that he had an engine powering an electrical generator that had a head gasket leak after 16,000 hours (the oil is drained every 1,500 hours). When the engine was repaired and the cylinder walls inspected, the original cross-hatching (machining) was still visible. This indicated there had been very little engine wear. The engine now hm25,000 hours with no other major repairs.
Another customer mentioned that he has operated similarly equipped boats, with and without Electric Mobile Oil Refiners. His experience has been that engines with Electric Mobile Oil Refiners last approximately five times longer (60,000 hours versus 12,000 hours) before needing to be rebuilt.
D. Customer Sumlied Data - The Department of Toxic Substances Control reviewed the engine oil analyses data for two long-time customers, Crumm Trucking, a customer since 1988, and Merico Trucking, a customer since 1982 (see Volume II, Appendix E). Both customers have Electric Mobile Oil Refiners installed on all their vehicles and never drain the oil from their engines. Both customers supplied data on five trucks from their fleets (See Table 2 for a description of these vehicles). Each of these trucks have operated an average 480 thousand miles while using Electric Mobile Oil Refiners. Wear metal, viscosity, and other pertinent data on these trucks aremmmarized in Tables 3 to 12 and graphed in Figures 3 to 12.
The supplied data were compared to the typical ranges and warning limits for e n h e oils that were obtained from outside consultants. The data reviewed compared favorably for most of the criteria shown in Table 1. All data provided stayed within the criteria for water content, he1 content, and viscosity range. The levels for aluminum, chromium, and silicon never exceeded any
.of their respective warning limits. Some levels for copper, iron, and lead exceeded warning limits at times but not by significant margins. Note, as discussed in Section B, there is some question regarding the appropriateness of applying these criteria to engines equipped with Electric Mobile Oil Refiners. The higher metal levels may be attributed to either: 1) the build up of small metal particles which are detected by the spectrophotometer but may not be large enough to be harmhi to the engine and 3) the hi& - average “age” of the oil in these engines equipped with an Electric
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Mobile Oii Refiner. Additionally, as can be seen in Figures 3 to 12, the metal levels varied somewhat with time but there were no sudden or sustained increases which would indicate a lubrication failure. Occasionally, an individual metal level might increase for a short duration and then later come back down to a more moderate level. But other metal levels did not have corresponding increases. This susgests that the increase in metal level may have been due to some outside factor such as the use of an additive which contains this metal.
mote: AIthough the data reviewed above may not validate.aII the cIaims made by the mamfacturer or answer all PotentiaI questions concerning use of Electric Mobile Oil Refiners, the &ta show that ten trucks operated a total of 4.8 miIIion miles without oil changes and without am/ enene revair due to lubrication failure.]
E. Department Directed Testing - The Department of Toxic Substances Control evaluated more extensive analyses of the oil &om the ten trucks discussed in section D, above (see Volume II, Appendix F for complete laboratory reports of DTSC-directed testing). Some of this testing was paid for by Chevron Research and Technology Company (Chevron is the manuf&rer of the oil used by one of the two truck fleets involved in the test). The testing also included analysis of new oil used by the respective customers. The results of these analyses are summarized in Tables 13 and 14.
The data show that the properties of the oil fiom engines using Electric Mobile Oil Refiners for extended periods, without draining the oil, compare favorably with the warning limits shown in Table 1 and with the vdues for new oil. All data stayed within the warning h i t s for water content, %el content, and viscosity range. The levels of elements associated with additive packages (calcium, magnesium, phosphorus, and zinc) were simi1ar to that found in new oil. The total base number remained well above the minimum value of two, indicating that the oil was maintaining adequate levels of the acid-neutralizing components of the additives packages. The levels for aluminum, cho”, and silicon never exceeded any of their respective warning limits. In a few instances, the levels for copper, iron, and lead exceeded the warning limits but not by significant margins. As was discussed in Section B, this result is not unacceptable when the limitations of spectrophotometer analysis and operation of the Electric Mobile Oil Refiner are considered. .
In addition to the above testing, TF Purifiner paid to have two of the above samples analyzed by ferrography. Ferrography is an ordered precipitation (fiom larse to small) of magnetic particles on a microscope slide. The resultant slide can be viewed to determine the size, shape, and relative number of particles in the oil.
Copies of the photographs fiom the fenogaph testing are shown in Figures 13 and 14. Sample 55E was taken from the sump of Unit 4 jvst prior to Electric Mobile OiI Refiner replacement. This reoresents a “worst case” condition since the Electric Mobile Oil Refliner’s filter element would have been in use for approximate!y 20:OOO miles. Sample 56E, also from Unit 3, was suppose to have been taken downstream of the Eler,:rk Mobile Oil Refiner before
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replacing the Electric Mobile Oil Refiner filter element. However, due to a misunderstanding, the sample was taken downstream of the Electric Mobile Oil Refiner after replacing the Electric Mobile Oil Refiner filter element. Both samples were in remarkably good condition. The technician who did the analysis, unaware of the source of the samples, thought the oil was relatively new. Sample 55E had one aluminum particle that was approximately one micron in size; all other particles were appreciably smaller. In Sample 56E, all the particles, with a single exception, appear to be in the sub-micron size range. This approximately 5 micron particle was non-metallic and is thought to be a chunk of cotton or gasket material that was dislodged during the replacement of the Electric Mobile Oil Refiner filter.
M. SYSTEM SPECIFICATIONS
’ Electric Mobile Oil Refiners come in six different sizes depending on oil sump capacity (8, 12,24,40,60, and 240 quarts). The devices can also be used in multiples for extra large sumps. The Electric Mobile Oil Refiner comes with all the mounting brackets, stainless steel hardware, aircraft quality hose fittings, and complete instructions for installation and maintenance of the unit. Replacement filter elements and other optional equipment are sold separately.
VIL OPEXATION AND MAINTENANCE R E Q ” T S
In engine applications using the TF8SP, i.e. the unit designed for oil sumps up to 8 quarts . in capacity, TF Purifiner’s servicing recommendations state that the Electric Mobile Oil Refiner’s filter element should be replaced every 12,000 miles or 300 hours or as oil analysis dictates. In a l l other applications, TF Puriiiner’s servicing recommendations state that the Electric Mobile Oil Refiner’s filter element should be replaced at your normal periodic maintenance interval or as oil analysis dictates. In engine applications using the TFSSP, TF Purifiner’s sedcing recommendations state that the standard hll-flow oil filter should be replaced every 50,000 miles or 1,250 hours or once a year, whichever comes fist. In all other applications, TF Purifiner‘s servicing recommendations state that the standard 111-flow oil filter should be replaced every 60,000 miles or 1,500 hours or at least once a year, whichever comes first.
In all applications, TF PURIFINEK Inc. requires that after initial installation of the refiner, the factory full flow filter and the TF PURIFINERa filter element be changed at one half the normal change interval discussed above.
The installation manual for Electric Mobile Oil Refiners is included in Volume 11, Appendix G.
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Vm. REGULATORY CONSIDERATIONS
The Caiifomia Air Resources Board has derermined that installing the Electric Mobile Oil Refiner will not “reduce the efkctiveness of the applicable vehicle pollution control system and, therefore is exempt from the prohibirions of Section 27156 of the Vehicle Code for instaIIation on all 1993 and older model-year vehicles with pressure oil systems.” (see Volume II, Appendix H>
Used oil and oil filter elements are presumed to be hazardous wastes, unless derermined to be non-hazardous, and must be properly managed. The used oil filter elements may be crushed in such a way as to recover any resulting used oil and then recycled for metals recovery without obtaining a hazardous waste treatment pennit. Used oil from extended drains and fiom crushing of oil filter elements must be transported to a permitted used oil recycling facility. DTSC’s Resource Recovery Unit may be contacted at (916) 323-6042 for more information on recycling of used oil and oil filters.
SUMMARY OF VOLUlME II, APPENDICES
Volume IT of the Final Report is divided into lettered appendices which contain the supporting documentation used to certify the TF Purifiner system. The following summarizes these Appendices.
Appendix A contains information related to product warranties:
o A copy of TF Purifiner‘s 10-year limited warranty and a copy of their $1,000,000 product liability insurance policy against engine failure claims due to the installation of the Electric Mobile Oil Refiner; and
0 Letters &om seventeen different engine manufacturers responding to a TF Purifiner, Inc. inquiry regarding how the Electric MobiIe Oil Refiner Will affect their manufacturer‘s engne warranty. The engine manufacturers include Caterpikr, Inc.; Mack Trucks, Inc.; Cummins Engine Company, Inc.; Komatsu Dresser Company; Outboard Marine Corporation; Chrysler Motors Corporation; Klockner-Humoldt-Deutz AG; Murphy Diesel; Mercedes-Benz of North America, Inc.; Ford Motor Company; Waukesha Engine Division, Dresser Industries, Inc.; Detroit Diesel Corporation; Brunswick Marine Power; Saab Car USA, Inc.; Volkswagen of America, Inc.; Navistar International Transportation Corp.; and Toyota Motor Sales, U.S.A., Inc.
Appendix B contains misceilaneous information related to the technolo=:
0 Testimonial letters froni the Houston Post; the Commonwealth of Pennsylvania; Hialeah >fecal Spinning, Inc.; Lady .;\lice Co., Inc.; Bottom Times Aavenrures; Powell Brothers
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0
0
Barge Terminal, Inc.; The Cousteau Society; Manufactura Industrial Automot&, Autolina Argentina S.A; Vulcan Materials Company; and Merico, Inc.;
Two letters containing supporting data from testing conducted by the authors: the Florida Association for Pupil Transportation and Exxon OSD (Off Shore Development);
Reports presented at Society of Automotive Engineers (SAE) conferences published by SAE including: "Extending Engine Life and Reducing Maintenance through the use of a Mobile Oil Refiner", Report No. 83 13 17; "Impact of Electric Mobile Oil Refiners on Reducing Engine and Hydraulic Equipment Wear and Eliminating Environmentally Dangerous Waste Oil", Report No. 942032; and a reference from SAE paper No. 66008 1;
Other reports or evaluations including: a test report fiom Southwest Research Institute (1988), a test report from Cummins Michigan Inc. (1988), a test report from Southem Sanitation (1991), a revised interim report from the Department of the Air Force (1994), and a report from Southwest Research Institute (1995);
A particulate and metal analysis of used engine oil fiom Southwest Research Institute ( 1 9 87);
Oil analysis data from the North Carolina Highway Patrol, submitted to the DTSC after the certification was issued;
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Engine manufacturer's literature including: "Lubrication and Filtration," Cummins Engine Company; "Exxgard Lube Oil Analysis Program," Exxon Company U.S.A; and "Caterpillar Predictive Maintenance," Caterpillar;
A paper submitted to DTSC fiom Lubricant Consultants, which describes various oil andysis test methods and explains the significance of oil analysis test results; and an oil analysis chart fiom Ana-Labs, which graphically describes potential causes of hi& levels of various metals and chemicals in oil sample andysis results;
Trade m a g h e articles and advertisements including: "Modem Oil for Modem Engines", Richard &, EauiDment World, January, 1995; and letters to the editor, Trucking;, December, 1994; and
TF 'Purifiner literature and product specifications including: General Specifications, TF Purifiner Sugsested Retail Price List, Questions and Answers on the TF Purifiner, Cost Benefit Ratio Information, and two magazine advertisements.
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Appendix C contains information provided by parties consulted outside of the certification program:
Notes fiom telephone conversations with Ernest Pilon, Dave Wheetman, and Fred Gonzalez of Texaco Oil Products & general gidelines for enghe oiI analysis warning limirs sent to DTSC by Mr. Gonzales;
Notes from telephone conversation with Harry Walker of Chevron Research and Technology Company;
Notes from telephone conversation with John Sowers of Lubricon Consultants & a document describing engine oil analysis techniques and interpretation of the analysis results sent to DTSC by Mr. Sowers;
Notes from teiephone conversation with John Ison of CalflEPA Department of Toxic Substances Control & a memorandum prepared by Mr. Ison regardins his review of literature provided by TF Purifining, Inc.; and
Memorandum fkom Leif Peterson of CaVEPA, Department of Toxic Substances Control summarizing his concerns regarding the evaluation of the Electric Mobile Oil Refiner.
Appendix D contains telephone logs of interviews of Ti? Purifiner end-users:
0 Armed Air Force Exchange;
0 Bottom Times Adventures;
0 Crumm Trucking;
0 Finest Kind Marine;
0 Hialeah Metal Spinning;
0 Pilgrim Pride Poultry;
0
0 Randall's Supermarkexs;
0 Rollins Leasing;
Precision Printing & Packaging (formerly Menco Truckins);
12
0 RolIins Trucking;
0 Tri State Delivery;
0 Unique Transportation; and
0 Vulcan Chemical.
Appendix E contains the engine oil analyses provided by users of the EMOR
0 132 oil sample analyses from five Crumm Trucking vehicles; and
0 89 oil sample analyses from five Merico Trucking vehicles.
Appendix F contains analytical laboratory results from additional testing directed by DTSC.
Southwest Research Institute (San Antonio, TX) performed the engine oil analysis using both an FTIR and a ferrogaphy analysis of oil samples from Crumm Trucking and Merico Trucking.
a.
Appendix G contains the installation manual for Electric Mobile Oil Refiners.
Appendix H contains a report by the Califonria Air Resources Board, “EVALUATION OF TF P T INC. MOBILE OIL REFINER FOR EXEMPTION FROM THE PROHIBITIONS OF VEHICLE CODE SECTION 27156 IN ACCORDANCE WITH SECTION 2222, TITLE 13, OF THE CALXFORMA CODE OF REGULATIONS”
Appendix I contains information submitted to DTSC after TF Punfiner’s certification became effective:
0 A report from the Department of the Air Force (1 995);
0 A product evaluation of the TF Purifiner by the City of Ft. Lauderdale;
0 A magazine article, “Optimization of Engine Lube to Meet Emission Targets”;
0 A letter from the Florida Professional Engineers in Industry choosing TF Purifiner as the winner of the 1995 Governor‘s New Product Award in the Small Company Category; and
0 various trade magazine articles and advertisements.
13
Table 1. Typical Ranges and Warnin0 Limits for EnOine Oils
h i t # _ _ 22 23 24 258 26 Ford Ford Ford Ford Ford
F7000 L8000 F7000 L8000 L8000 1987 1988 1987 1988 1987
Caterpillar Ford Caterpillar Ford Ford 3208 L8000 3208 L8000 L8000 Diesel Diesel Diesel Diesel Diesel 170 240 170 240 240
34,000 62,000 34,000 62.000 62,000 1 qtlwk 1 qtlwk
9 7 9 7 7 200 hrs or 300 hrs or 200 hrs or 300 hrs or 300 hrs or
-- -
- 1.QtIwk 1 qtlwk 2 qtlwk
rlehicle Maker r/ehicle Model
4 12 International International
F9370 F9370 1986 1986
Cummins Cummins 300 300
Diesel 300 300
35,000 35,000 1 gallwk 1 gal/wk
6.75 6.76 16,000 miles 15,000 miles
Diesel
fear EnOine maker Engine Model Fuel Type
Load Factor, Ibs gross Oil Consumption ~
Manufacturer's recommended oil chanoe intervals Oil - sump capacity, -- qts. Filter installed:
Date Ilours on vehicle Miles on vehicle
-.--
!I? ___-----
Ecol~omy, mpo
--_-- ___ ~ _ _ _ _ . _ _ I
6.75 15,000 miles
_------
6.75 6.75 16,000 miles 15,000 miles
. ~ -
Current Mileage Date Ilours on vehicle
---
6000 miles
12
10122188 2,299 58,201 - - ~
Miles on vehicle
10,000 miles 6000 miles 10,000 miles 10,000 miles
36 12 36 36 40 4 0
9171a8 9120188 8123188 2/23/88 Jun-86 Jun-86 1,254 2,475 1,066 1,039 0 0
39,668 62,520 21,744 32,606 0 ' 0
Table 2. Description of the Ten Trucks Used in the Technolooy Evaluation
36
F9370 _-
1986 1 1986 I 1986 I Cummins Cummins Cummins
4 0 I 4 0 1 4 0 I
9/10/93 1-1 11/18/93 1 855,212 910,057 497,999
Table 3. Data on Crumm Trucking, Unit 22
22 22 -
2: 2: - 2; 2; 2:
- - - Ave. hours per 1 I I I I I I - I I
filter change I 31 21 I I I I I I I
11/12/921 50231 ‘4/7/931 53231 B / Ti TI AI 941 81 € 9/7/93 1 563 1 I 1 AI TI TI AI 931 61 E
21 8 21 3
NILI a N I L I 4 21 2 31 16
11 I 11 2 11 I 11 I 11 4 21 E 11 4
10 6 4 6 6 10 12 5
1 1 1 5 4 6 6 6
- - -
I
T =Trace, A =Acceptable, B = Sorderiine, E = Excessive
Table 4. Data on Crumm Trucking, Unit 23
-
E n r'
c
0 0
cn .- - -- -
2 3 3 6 2 4 5
NIL 9 3
NIL 5 9
12 8 4 6 4 5 6 1 4 6 - 5 5 5 5 4 8
11 13 8 6 3
- - - - -
-
s /B 0 Z
2 I 1 . ; > 23 23
911 3/88
12/28/88 211 5/89 411 7/89
712 5 18 9 911 2/89
10131 189 1/2/90
io/27/8a
. 51311a9
3001 1 1.98 6591 12.75 23
23 - 01 11 4
4 6
- - 971 1 13.82
12671 15661 19101
23 23 -
51:
19i 211 ; 53 241 26 781 461 26 67 511 10 60 9 131- 4 47 50 28 *-- 3 46 5 0 4 NIL 61 74 15 3 71 108 65 7 55 74 1 5 81 89 43 6 54 54 10 a 53 50 20 9 521 441- 9 2
7 6 -
23 23 - A
A - T/ 11 A - , - ,
22141 251 31 2840 1 31 521 34441
23 23 23 23 23 23 23 23 23 23 23 23
- - - - - - - - - - -
2/20/90 4/9/90
37731 611 3/90 40891 4403 I 4720 I 5036 5339 56431 59241 62241 6541 I 6851 I
813 1 I90 A A - 10/29/90
1 I319 1 A A - 3/11 19 1
51619 1 A - e
711 1 /9 1 911 119 1
29 29 - -
A 1 .o 1 .o 1 :c 1 .c 1 :c 1 .c
- - - - - -
q-q+ 57 221 9 r t
11/15/91 3/3/92
4/27/92 71751 74851
6/29/92 8/24/92 TI 11 P
Ti 11 P 77871 81 101
10/20/92 12/21 192 TI 11
TI 11
~i i i
Ti 11 P Ti 1 ) f
1 .c 0.c - 8362!
86801 9018!
211 619: 4/29/92
1 .c 1 .c - 321 191 121
371 171 12i L
711 5/92 911 319: 11/8/9:
93381 12.1 96681 12.: 22
2: - 1 .c -
Averages I 12.2 Std Dev I 0.; 2: - I I
i l 15: 251 131 1
I l l I 3111
Ave hours per filter change I I I - -
T=Trace, A =Acceptable, 8 =Borderline, E = Excessive
1
Table 5. Data on Crumm Trucking, Unit 24
T =Trac8, A =Acceptable, f! = Scrjerline, E = Excessive
Table 6. Data on Crumm Trucking, Unit 25B
Table 7. Data on Crumm Trucking, Unit 26
o 0 0
u b 8 8 3 .. F z 0 v) K
0 .- v)
3 0' - E d I > G
* C 3
Y .-
s E € 2 E
. . - L - a - a 3 3
= c
2 ;;e E Q E E I E I E C
J * - C Q a J L e s g 2 E 0
a -- 0 a x = =
E .c r'
3,ZIS ,L o A o a c 0 v , $ Q . ! ! ? 0 'j
T=Trace, A =Acceptable, B =Borderline, E = Excessive
261 4/26/881 3321 A TI 11 AI 121 51 NIL NIL1 31 2
261 11/21/89 . 35811 I A TI 1 A 57 30 17 41 41 5 26) 1/25/90 38781 E TI T A 41 23 42 61 131 5 26 I 2/9/90 39641 A TI T A 37 26 28 4 12 4 261 4/9/90( 4194) A T T AI 45) 27 17 4 11 5 26 7/3/90] 45241 . A, T 1 A 51< 26, 121 4, 7 ) 7 26 9/26/901 48341 AI T 1 A 39 25 11 2 2 13 261 11/27/90] 51101 A! T 1 AI 67 37 35 71 18 4' 26) 2/12/91) 54071 4 81 T 1 AI 421 20 NIL 21 121 NIL
. 261 4/16/97( 57101 B1 T 1 AI 481 18 14 41 151 3 261 '7/8/911 60091 521 B! TI 1: AI 201 11, 31 121 5 261 g / i i / g i l 6313i I E/ TI 11 AI 631 301 171- 41 151 7 26) 11/26/911 66141 I A! TI 11 A / 601 191 91 4) 51 6 261 3/22/92] 69141 11.01 TI 11 A ! 711 221 131 41 51 7 261 9/3/92) 7246; (2.01 TI 21 AI 661 241 111 41 51 5
261 10/30/93) 78801 12.51 1.01 Ti 11 AI 611 291 141 41 5 / 5 26 I (Averages 1 12.51 1 1 I 1 501 251 161 4j 91 5
261 3/1/931 75561 12-01 TI 21 A I 76i 301 i s / 51 6 1 6
26 1 (Std Dev 1 1 I I I I 151 71 91 1 ) 4: 2~ p v e . hours per I I l I / / l I I : I
~ filter change 1 302' I I l l 1 I I l l /
Table 8. Data from Merico Trucking, Unit 4
1
N =Not Detected
1
Table 9. Data from Merico Trucking, Unit 12
E a n . C 8 .- I i7j -
3
N = Not Detected
7
Table 10. Data from Merico Trucking, Unit 14
* C 3
Y .- w k- d
141 2/24/891 356,993 112.8 141 4/21/89i 374.190 112.8 141 I I 14 9/11/89f 414,244 I 12.0 14 11/3/89( 433,395 I 12.8
-1/16/901 450,821 112.6 3/8/90 470,831 11.7 5/2/90) 489.058 12.3
14 9/4/90 14 141 10/24/91
14) 5/4/92
141 9/24/92 14) 12/3/92
I '
645.045 1 1O.C 664,796 I 12.g 683,482 I 13.E
742,022 I 12.E 760,281 I 12.C
141 2/1/931 778,386 I12.C 141 4/2/931 799,388 I 12.E 141 5/28/93( 818,762 I12.E 141 7/19/931 837,948 I 12.: 141 9/10/931 855,212 12.1 141 IAveraaes I 12.L 141 /S td Dev I 0.;
Ave. Mi. Der I 20.027 1 filter change I I
0.2 1 N O.OlN - O.OlN O.O!N 0.5lN 1 - 1.1 I
I I
N N 119 71 37 11- 2 N N 115 41 27 04 0 - '
N =Not Detected
Table 11. Data from Merico Trucking, Unit 34
* N IN
N - 101 76 I
34) 8/20/891 401,656 I 11.71 0.2 34i 9/25/89! 420.272 I 11.71 0.2 11 11 : 341 12/18/891 439.561 I 11 -71 0.2
I 101 77
c
N N N N N N N N
- - - -
w 21 11 :
341 2/15/91 I 577,627 12.3 0.2 341 4/18/91 I 596,434 12.8 0.C 34 7/8/91 615,785 12.81 0.2 34 9/5/91 638,044 10.91 02 34 10/24/91 659.T79 12.01 0.C
N N N N
- - - -
341 3/16/921 696,686 1 12.61 0.C 34 1 5/4/92i 715.418 I 12.81 ox
151 53 131 49 -. - ,
341 I 1 . 34; '1 1/4/921 776,907 I 12.31 0.C NJ
N I - U 341 1 /25/93 I 795,244 1 1.41 0.2
341 3/19/931 812,371 12.61 1.5 341 I I
361 55 471 32
I 341 5/20/931 832,651 I 12.01 2.c 431 37
431 42 341 31 311 2s 27'; 27 211 55 131 25
I i
11 21 : 11 21 :
1.61 1.61 4.. 34i 2/1/94( 910,057 I 12.31 O.E 341 /Averages 1 12.1 I 0.2 341 IStd Dev 1 0.6i 0.5
N IN I
Ave. Mi. per 1 ~ 20,280 1 I filter chanae 1 I !
N =Not Detected
Table 12. Data from Merico Trucking, Unit 36
E € n a
s 0) 0 - - s 2 0 c - €
0 .o g " € e g g s e z o , E n Q J 3 8 r
In 0' 2 + - * - r' g 2 ' ,E g I n - Q S E o 0 Q) r 3
0
C i - Z ~ < Q . -
0)
0 0 u ; $ ~ + P Q , E ,,.c 2 * W CI I-
361 9/12/90 202,142 111.2 0.2 N N _ N 57 20 98 311 2 9 36 12/6/90 222,026 11.4 0.2 N N N 62 24 102 3' 2 7 36 2/28/91 231,864 11.7 0.0 N N N 150 16 80 3 2 6 36 6/6/91 250,813 12.6 0.0 N N N 54 16 77 2 2 6 361 9/3/91 I 280,062 12.3 0.0 N N N 50 20 75 2 1 4 36 11/22/91' 298,970 12.3 O.OlN N N 161 24 92 2 2 5
-36 1/23/92 317,879 12.0 0.0 N N N 47 18 67 21 1 4' 36 4/9/92 337,035 12.0 0.0 N N N 55 18 711 01 0 1 36 5/4/92) 346,260 12.3 0.0 N N IN 1391 13 521 11 1 1
-361 7/17/92) 365,682 12.0 0.0 N N IN 14-41 16 55 11 11 1 361 10/1/92f 385,527, 12.3 O.O(N IN N 451 161 60, 21% 11 3
-361 11/16/92! 403,803 11.4 O.O(N N N 421 241 50 21. 11 3 361 2/19/93 423,783 12.310.21N N N 131 241 29 11 01 1 36) *4/26/93 441,640 12.3 0.2 N N N 17 26 31 11 1 I 1
-361 7/16/93 459,704 12.6 0.2 N N N 40 31 341 11 1 I 1 -361 9/10/93( 477,539 111.71 0.0 N N N 1341 24 311 21 11 3 .36( 11/18/93? 497,999 1 12.01 O.OlN IN N 1401 291 351 21 11 3' 36 1 Averages 12.01 0.1 N N N 1451 211 611 1.81 1.21 3.5 36 1 Std Dev 0.41 0.1 I 121 51 241 0.81 0.6) 2.5'
- ,5 n 5 j- t % s k a = u A 0;; a .-
Ave. Mi. per I I I I I I I filter change I 18,491 1 I 1 I I I I 1 I I I d
N = Not Detected
Table 7 3. Data from Department Directed Testing of Units from Crumm Trucking
Table 14. Data from Department Directed Testing of Units from Merico Trucking
PRESSURE I-IOSK CONNECTION ( I ) 314'' IN5PLCnON 11OSE
(2 ) 314" MI'. x 3N" llOSE UARD
0) 314" 1lJUE x 3 N JIC 90' I l l 118" STREET TEE (7) 90' STRAINER (TF-8-SP ONLY) 12) 4 P ELBOW ( 3 ) 90' SBUTOFFVALVE
(8) 114"M P. x1/8"FP BUSliltlG
(9) 1B"M P. x 114" F P ADAPTER
(4) 114' x 4 IO" BOLT ( 5 ) 114" x 314" DOLT (6) 3B" FLAT VJASIIER (7) 3/8" LOCK WASHER (8)3B" HEX IIUT ( 9 ) IN"R.AT WASHER (10) 114" LOCK WASIIER ( I I ) 114" HEX iiu-r
700
600
500
4 400
4 .
2 5 300 0
0 - .-
200
100
0
Figure 2. Comparison of oil consumption and average miles on oil for engines with and without an Electric Mobile Oil Refiner
Assumptions: 1) EnOine has 40 quart oil sump; 2) EMOR filter volume is 5 quarts; and 3) EiiOine Sonsumes 1 quart of oil per 1000 miles with oil make-up added every 2000 miles.
H
0 0 0 0 co
0 0 0 0 CD
0 0 0 0 -3
0 0 0 0 cv
0 0 0 0 0 c
0 0 0 0 m
F
0 0 0 0 CD .-
0 0 0 0 -3 r
0 0 0 0 w w-
0
40000
35000 L i3
30000 0)
5 .c 0
25000 U L 0
20000 g c L. 0 v)
15000 g z Q) cn
10000 $ h
5000
0
Miles on Engine
e Oil Consumption with Oil Consumption __C_ Average Miles Oil with Average Miles on oil without TF Purifiner TF Purifiner without TF Purifiner
(System drained every TF Purifiner (Filter chanoed every 20,000 miles) 14,000 miles)
Figure 3. Graph of Data from Crumm Trucking, Unit 22
d
--.- Aluminum, ppm
Chromium, ppm
__*- Copper, ppm
_Q__ Iron, ppm
- A- Lead, ppm
---t+-- Silicon, ppm
0 1000 2000 3000 4000 5000 6000 Hours on Oil
T
0
25 0 F
0 0
0
a2 .d
0
0 0
Q3
0
0
0
I- 0 0 0
(0 - a
85
%
f
0
1
0 0 0
w
00 0 0 0 0
0
N
0 0
0
.-
0
0
0
0
w
N
0
co 0
0
0
N
0
co
- .-
E E 2 0
d c 0'
E C
C
E' 3 .- E
c
E C c
Q c
C
0
u L
E n n
2 0
L. -
E
d C
0
m 0)
0
C 0
03
0
0 0
IC
8 0 CD
0
0
0
In - i5 8
: S
f
0 I
0
0 0
0
0 0 0
hl
0
0
C c
C
C
0
0
C'
0
0
0
C
0
0
m
(D
cy N
0
m
(0
-3
N
- .-
c
F
c
. I. I
I
80 --
70 - -
60
50
4 0
30
20
l o
0
Figure 6. Graph of Data from Crumm Trucking, Unit 25B
- -
- -
- -
- -
- -
- -
- -
-.- Aluminum, ppm
Chromium, ppm
__e_ Copper, P P ~
Iron, ppm - Lead, ppm
Silicon, ppm
0 1000 2000 3000 4000 5000 6000 7000 8000 9000
Hours on Oil
Figure 7. Graph of Data from Crumm Trucking, Unit 26
80 -r
70
60
50
4 0
30
20 - -
l o - -
0
- -
- -
- -
- -
- -
- -
0
U- Aluminurn, ppm - Chromium, ppm
-
COPPerl PPrn __+__
Iron, ppm ---- Lead, ppm - Silicon, ppm 1
6000 7000 8000 3000 4000 5000 Hours on Oil
1000 2000
I t
80
70
GO
50
4 0
30
20 - -
lo - -
Figure 9. Graph of Data from Merico Trucking, Unit 12
-
- -
. -
- -
- -
- -
/
1 4 - I I I I i
550,000 650,000 750,000 850,000 Mileage on Vehicle
I
- .- Aluminum, ppm - Chromium, ppm
*- Copper, ppm - - Iron, ppm
---+--- Lead, ppm
Silicon, ppm -- Viscosity, CS 01 OOC
0 .
Figure IO. Graph of Data from Merlco Trucking, Unit 14
9- Aluminum, ppm
--u- Chromium, ppm
-+- Copper, P P ~
-
I I _Q_ Iron, ppm
---A- Lead, ppm
+ Silicon, ppm 1, 0- Viscosity, CS @lOOC
650,000 750,000 850,000 350,000 4 50,000 550,000
Mileage on Vehicle
E c c
E' E a 2 =i
S
.- E i
E C C
-
i
c. .- u
l 0
0
ul
5
b
c3
'I:
d E
2 rc cp c
a"
I I
6
0
r - I
C
0
C
c= 0
CD
C
N
0
c
- . .
120
100
80
60
4 0
20
0
Figure 12. Graph of Data from Merlco Trucking, Unit 36
200000 300000 400000
Mileage on Vehicle
500000
- +- Aluminum, ppm
--u-- Chromium, ppm
- +- Copper, ppm - Iron, ppm - lead, ppm
__fr__ Silicon, ppm
-+ Viscosity, CS @ 1 OOC
Figure 13. Ferrograph Photograph of Sample 55E
This sample contained particles that would exhibit the start of aluminum engine wear. As seen in the Polaroid pictures, the larger particles are from an aluminum source (the size of the largest particle is approximately one micrometer). Also, the wear is seen in the ratio of large versus small particles. There is very little ferrous engine wear seen in the ferrograph slides. (Ferrograph magnification is 400X).
Largest Aluminum Particle (-1 pm)
Figure 14. Ferrograph Photograph of Sample 56E
This sample contained a similar ratio of large to small particles as that found in Sample 55E. This equa te s to the wear metals a n d illustrates n o increase in engine wear. This is very clean oil. There w a s o n e large particle, approximately five micrometers on the ferrograph slide. This particle is not ferrous o r aluminum. Since there is only o n e particle of this type, it is unlikely that it demonstrates a failure in the engine. (Ferrograph magnification is 400X).
-**
It , rompanv
I! Contact
11 Phone
Engine Maker
Engine Model
H D
Year
Load Factor
Oil Consumption
Fuel Mileage
FilterChanpe Cycle
Oil Change Cycle
Filter Performance
Engine Performance
1 Comments
Arrned Air Force Exchange
Garv Shelton
(817) 666-5579
2
Cummins
L10
3 00
20,000 lbs. 90% of the time
N.A
Did not chanpe.
20,000 miles
80,000 d e s
Oil tested good.
One of the two engines was opened up after 450,000 miles solely to see how the engine internals were holding out. The bearing wear was checked using a micrometer. The wear was insignificant and the engine was reassembled without replacing any parts. The other engine has over 540,000 d e s on it . There are no plans to open it up until oil analysis indicates there is a problem.
He would recommend the product to anybody.
Company
Contact
Phone
ff of engines
Engine Maker
Engine Model
Hp
Year
Load Factor
Oil Consumption
Sump Capacity
Fuel MileaEe
Filter Change Cycle
Oil Change Cycle
Filter Performance
Engine Performance
Bottom T i e s Adventures
Ron Paccari
(305) 921-7798
2 generators
Perkins Diesel
6-3 54
1985
60 to 100% of max
1/2 qt per 24 hour
6 gallons each
3.5 gal per hour
500 hours
1500 hours
Oil has always come back clean (except one time where silica was found; this was attributed to breakdown of media in muf€ler which got back into air intake.
Head gasket problem at 16,000 hours on one engine. Cylinder walls were inspected and cross- hatching was still visible which was surprising and indicated very low level of wear. 25,000 hours with no major repairs required.
2 main engines
Rolls Royce
CV 12-800
800
1985
80% of m a
1 gal per 10 hours
37 gallons each
37 gal per hour 500hours ’ -.
approx 500 hours * Rolls Royce recommended oil changes every 100 hours. They did their own oil analysis each 100 hours for the first 500 hours and were satisfied that oil
maintained. properties were being . .
* Engines have had perpetual problems of coolant leaking into oi1 due to aiuminum corrosion. Problem has been attributed to bad “melt” of aluminum in exhaust manifold (coolant leaks into cyliider and then builds up in oil). Engines are going to be replaced with Caterpillar engines within next month. When heads have been removed and cylinder walls inspected, they looked good. 5,700 with no major reDairs required.
Comments
.. .,. . . . , . I
. .
They have been a user of the product 15 years and are quite satisfied with it. They said the manufacturer has been very responsive any time they have had questions or concerns. Previously they owned a boat which had Detroit Diesel engines and also used a TF filter. The enenes fiequently had he1 injector leaks (they notice due to increases in engine oil Ievel). After they fixed the &el leaks, they wouId drain oil to get back to full mark. By the time they would get back to port and set an oil sample analyzed, the diesel fuel had been removed from the oil and the oil tested out fine.
Contact
Phone
# of Vehicles
Engine Maker
Engine Model
Hp
Year
Gene Crumm, Owner
(407) 683-03 16
5 inchdins a dump truck and 3 tandem axle
Load Factor
Oil Consumption
Fuel Milease
Fdter Change Cycle
Oil Change Cycle
Filter Performance
Enene Performance
Comments
Records kept at filter changes but not in between.
Doesn’t keep records but he doesn’t think there has been any effect.
300 hours
Don’t change (most vehicles have over 300,000 miles without change)
Oil analyses keep coming back “good for continued use”
No major engine work has been required
Broke down one engine at 300,000 d e s due to broken compression ring. Engine intemals looked unusually clean. Bearings were replaced at that time; this was not because they showed any wear but as a matter of practice.
7
-
Comuany
Contact
Phone
i# of engines
Engine Maker
Engine Model
Hp
Year
Load Factor
Oil Consumption
~
Fuel Mileage
Filter Change Cycle
Oil Change Cycle
Filter Performance
Engine Performance
~~
Comments
Finest Kind Marine (formerly Ladv Alice Comoany, Inc.)
CaDtain Gallemore
(609) 494-4866
Many over the years. He commented principally on two that he had the longest.
GiM
CV1271
1975
Heavy (he said he has since replaced these engines on his 95 foot boat because he needed the boat to go faster)
1 qt per 24 hours (this reflects the highest level of oil consumption by the engines at the h e they were rebuilt after 60,000 hours of use)
NA
150 hours
Once per year (approx 10.000 hours)
Oil analysis always came back good
Engines with purifiners didn’t need rebuilding until 60,000 hrs. Similar engines without filters have required rebuilding at 12,000 to 13,000 hours.
He would recommend the product to anyone. He did mention that he had refiained &om using the filters on some engines during their warranty period because the engine dealer had indicated they would not honor the warranty if he used the filter (though he said this was a long time ago and things may have changed) . As mentioned above, the engines that did not have the filters (because of the deder’s advice) actually performed worse than those that used the device.
Company
Contact
Phone
# of Units ~ ~~
Hydraulic Press Make
Model
Filter Change Cycle
Oil Change Cycle
Filter Performance
Press Performance
Comments
Hialeah Metal Spinnine,
Carla Aaron
(30515 58-5991
1
Schuler-Leukart
150 ton
1,000 hours
Don’t change
Analysis always comes back in stating oil is in good condition.
No breakdowns of press. They feel TF filter has extended press life.
Press has 400 gallon capacity. The press is the most.important piece of machinery used in their business. Before using the TF filter, they changed the hydraulic oil every 1000 hours; they operate the press approx. 1,300 hour per year. Theyare “sold on the
Companv
Contact
Pilgrim Pride Poultry
Bruce Patriceila
# of Vehicfes
I En.pineMaker I Mack .I Hp
It 11 Fuelmeage I 4 s & 5 s
I
I 11 Filter Change Cycle 15,000
1985s to 1990s year
L 11 Oil Change Cycle 1 90,000 (note they use custom oil)
Load Factor
Oil Consumption
1 11 Filter Performance I Oil checks out good
Legal limit one direction
Low (unit cut consumption roughly in half)
II 11 Engine Performance I No problems reported
Comments Previously changed oil every 30,000 miles. Miles are off-road with power take-offwith 150 mile delivery radius. More extensive testing was done by Lubrication Engineers, Contack Walter MOITIIOII, (903595-1 63 1
2
Company/Address
Contact
Phone
ff of Vehicles
En-&e Maker
En.gine Model
Hp
Year
Load Factor
Oil Consumption
Fuel Mileage (mpg)
Filter Change Cycle
Oil Change Cycle
Filter Performance
11 Engine Performance
Precision Printing & Packaging (formerly Merico Trucking) P.0 Box 1155 Paris, TX 75461
George Robinson
(800) 527-1004
18
Cummins
300
300
1986
35,000 # ave. - -
"i- Approx one gallon per week (3000 d e s ) ___ --. -.
"4,. < I - . .
6.75 - - - - __-. - _- 17,000 to 20,000 d e s
- . Have not changed (fleet ave of 800,000 miles)
Oil analysis looks good except marginally high wear metals (copper, iron, and lead on some vehicles). These levels are not perceived to be a problem because of the number of miles on the oil and the fact that the levels are holding steady.
No major repairs have been needed
Their company is sold on this product. Similar 1986 trucks normally get approx 5.75 mpg (the purifiner is thought to be partially responsible for their higher fleet mileage). This is the second fleet of trucks which has used the purifiner; they had similar positive results with the earlier fleet.
Comoanv
Contact
Phone
Year 1 1987 to 1993 1
Randall’s Supermarkets
Xmmv Wilkerson
(713) 954-2501. ext.
i# of Vehicles
Engine Maker Cummins
Engine Model LlO
HD 3 00
1 20 tractors
Filter Performance Oil comes back clean 1
2 bobtails
Cummins
L10
3 10
Engine Performance I No problems I
Load Factor
Oil Consumption
Fuel Mileage
Filter Change Cycle
Oil Change Cycle
Not heavy outsoing; but backhauls are often at max.
20,000 miles ‘
100,000 miles
Comments Most’miles are in-town tra8Fic. 1987s have 437,000 d e s without any engine work. He “can’t say anything bad about it.’’
Company
Contact
Phone
# of Vehicles
Engine Maker
Engine Model
Hp
Year
Load Factor
Oil Consumption
Fuel Mileage
Filter Change Cycle
Oil Change Cycle
Filter Performance
En.&e Performance
Comments
Roilins Leasing
Jack
(409) 778-0832
2
Cummins
23 0
1992
Not Heavy (vehicles are seldom shut-down, they are used to deliver buns to McDonald’s)
No idea
approx. 7 mpg
30,000 miles
- 1 - .L I. .
-1 .
15,000 miles
Oil analysis looks good every time.
Happy with units but corporate office won’t let them leave oil in perpetually. Preventive maintenance every 7,500 miles with oil changed every other time.
Comoanv I Rollins Trucking 1
Engine Maker
Engine Model
HD
Contact I George Wetzel I
Cummins
3 50
Phone I (609)665-4477 I
Oil Consumption
Fuel Mileage
Filter Change Cycle
Oil Change Cycle
% of Vehicles I 2
Headquarters keeps records
Don’t change
Don’t charge
Fdter Performance
Year I 1991 1
Sample every 60 days, always looks good
Engine Performace I No problems
Comments I Used two years. Never changed oil; only changed filter once.
COmDany
Contact
Phone
# of Vehicles
Engine Maker
Engine Model
Hp
Year
Tri State Delivery
DOUEI Cu"ings
(50 1)772-2943
2
cummins Detroit
NTC3 15, Big Cam 4
3 15 400
Series 60
Load Factor
Engine Performance
Comments
Oil Consumption
Fuel Mileage
Filter Charge Cycle
Oil Change Cycle
records @st to be d e ) .
2.5 years with no problems 8 months with no problems
They consider themselves to st i l l be in a testing mode. They are happy with product so far.
Filter Performance
1988
70-80,000 lbs (both ways)
1 to 2 qts per 1000 miles
5.5 to 6.0 mpg
14,000 miles
130,000 miles
Wear metals were high at 80,000 miles but came back down. Changed oil at 130,000 miles due to loss of some maintenance
1993
70-80,000 Ibs (both ways)
<I qt. per 1000 d e s ~ I -- 6.0 to 6.5 mpg - .. r
30,000 miles I ~.. . I_
80,000 miles (haven't changed yet, still counting)
Comes back clean
Companv
Contact I Bill Dugan 1
1 I Unique TransDonation
Phone
2 of Vehicies
Engine Maker
Engine Model
Detroit
HD
Cummins
Year
Don’t keep track I
Load Factor
Oil ConsumDtion
Fuel Mileaqe
Filter Change Cycle
Oil Change Cycle
Filter Performance
Engine Performance
Comments
Series 60 I M-14 1
365 I 430 I
1990 I 1991
Heavy (75% of limit)
!I Oil looks good, always low on Cu, Pb and AI. No problems
They have saved a lot of dollars on flters & oil. Happy with product. Initial investment keeps them from putting it on alI their trucks but he wishes they were on all.
Contact
Phone
# of Vehicles
Encine Maker
Engine Model
HD
Year
Load Factor
Oil Consumption
F u e l k e a g e
Filter Change Cycle
Oil Change Cycle
Filter Performance
Engine Performance
Vulcan Chemical
D O U ~ Webb
(3 16)529-7483
Caterpillar
1992
low
- * -<- 20,000 miles
200,000 d e s
Tested TF filters beginning in 1991. ‘These tests included 5 tractors which already had 500,000 d e s on engines. After 6 months, they concluded that results were satisfactory and installed the units on 13 new 1992 tractors.
I
_- I
I I
!
_. .
\
7
3 %j i a
z1 -
Company
Contact
Phone
Comments
Texaco Oil Products ~
Ernest Pilon (referred to by Nick Skoulos) and Dave Wheetman
(9 14) 83 1-3400 Ernest Pilon: Ernest was asked what oil analyses should be done and what are the critical levels to determine if an oil is still useable. The discussion focused on oil for diesel trucks. He was concerned about additive depletion when extended drain intervals are used. New oils have a Total Base Number (TBN) in the range of 7 to 11. The general recommendation is that TBN be 20 times the sulfur % of the diesel fuel used in the engine. He recommended that (800) STAR-TLC be called to get additional information. He also recommended talkin Wheetman.
Dave Wheetman: Dave said that concerns would be different depending on whether a base oil or synthetic oil was being used. He also stated a concern that the additive package be maintained. This package includes anti- oxidants,viscosity index improvers, etc. These additivies are made to be used up, i.e., they are consumed as they do their job. He also mentioned that in diesel engines soot build UD and Total Base Number should be watched. .
Company
Contact
Phone
Comments
1 - 1
Trace Metals, ppm I
Texaco Oil Products
Fred Gonzalez
(800)STAR TLC (option 4)
He faxed a copy of Texaco's 'WARNING LIMITS FOR ENGXNE OILS IN SERVICE." This information is repeated below:
Cr I
Appearance Odor
Water, crackle test
Water, Distillation, %
Viscosity Increase @40°C Viscosity Decrease @40°C Fuel Dilution, % (Run only if there is significant viscosity decrease)
Fe Pb
Diesel Engines Gasoline Engines No numerical limits
Interpreted by analyst
If positive result then run water distillation test
0.3 0.3 *
35 % 50% ~ 25% 25 %
3 3
Si 20 20
02-fr l -94 1!:42AM FROM TEXACO T e c h I n f o C t r TO 9 / 9 1 6 3 2 7 4 4 9 4 ? 0 0 1 / 0 0 2
DATE: 02/01/94 COVER + 1 pages
FAX NO: 916327 4494 MESSAGE TO: RON LEWIS
PHONE NO: 91 6322 6872
Following is the information you requested:
MESSAGE FROM: FRED GONZALEZ; 1-800-STAR-TLC (1-800-782 409-989-681 6 ” .
QUESTION: NEED INFORMATION ON USED OIL ANALYSIS-
ANSWER GENERAL GUIDELINES FOR ENGlNE OILS 1N SERVICE BEING FAXED. IT SHOULD BE EMPHASIZED THAT THESE LIMITS CAN SERVE ONLY AS GUIDEPOSTS.- EXPERIENCE MAY SHOW THAT THESE UMITS ARE MORE ORL LESS RESTRICTIVE THAN NECESSARY 1N CERTAIN CIRCUMSTANCES. FOR A SPECIFIC ENVIRONMENT IT MAY BE THAT HIGHER OR LOWER LIMITS WOULD BE APPROPRIATE. THIS WOULD DEPEND ON USED OIL DATA OVER A PERIOD OF TIME, OPERATING EXPERIENCE AND ENGiNE CONDITION AT OVERHAUL.
Thanks for calling.
, - _ _ - - - - - 52 Option 41, FAX
” I .
_ _ _ _ _-.- - - - ” - <--
* -
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FRED GONZALEZ
QE
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I
Company
Contact/address
Phone
Comments
Chevron Research and Technology Company
Harry Walker Room 61-1616 100 Chevron Way Richmond, CA 94802
(5 10)242-4963 (5 10)242-3 173 (fa) He said Cheveron has been doing research on extending drain intervals and reducing additives (in order to reduce ash content in engine exhaust). He thought the most critical factor to scrutinize when evaluating the performance of the unit is the oil consumption of the engine. An engine with a 40 quart sump, which consumes a quart every 500 miles, is “changing its own 03 every 20,000 miles.” (Note: this isn’t strictly true since any replacemem oil is just as likely to be conswked as the rest of the oil in the engine). He recommended that users of the product be asked:
I. engine type - 2. model engine
3. horsepower 4. year 5. load factor
7. fuel mileage. . 6. oil consumption, and
He stated that Chevron would be willing to provide free detailed testing of a limited number of engine oil samples which have been exposed to extended drain intemals while using the TF Purifiner.
3
Company
Contact
Phone
Comments
Lubricon Consultants, Inc.
John Sowers (referred to by Brett Morton at Penzoil, 713- 546-4209)
(800) 831-3400
He indicated that some of the critical parameters to veri@ that used oil is good for continued use are:
1. wear metals 2. dirt 3. coolant 4. fuel 5. viscosity 6. TBN 7. TAN
Oxidation of the oil is a concern with extended drains. Oil also produce acids and polymerize (thicken) when used. He will fax an eleven page summary document of what is important in oil analyses.
3
TO 9191€3274CS4 P.02
GLOSSARY DESCRl PT I O N : Any of several tec5nic;ues for dexcting and quantifjing meAlic elements, in which ihe sample is energized to rake the eiement(s) ernit or absorb 'i quantifiable amount of light energy.
HOW IS THE TEST PERFORMED? Two methods prevail today: EMISSION - t h e sample is energized via eiestric arc. Tine elernents emit discrete wavelengths of e n e b . Photomultiplier tubes (at least one for eacq element of interest) measure :he amount of e n e r a for each element. Enersy measured is propofiiooal t o the concentration of each respective elemnt AB SO RPTION - t h e d e m e n t of kterest absorbs tght energy emi?;ted tion a tube whcse c&o,de is made of that element. Akorption technique is confined TO one element at a tic&.
/I
REPORTING UNITS: Parts-per-million (ppm) by weight. 1 w m = O.OOOt%. REPEATA31LiTY (apex.]: 1 -20ppm( i / - l ppm); 20-5~00(+/-5%); 500+(+/-8 t o I 0%)
, N T Z S F XZTATI ON : Spec:renetals (S?) testing provides information on THREE distinct areas of inter- = WEAR, CONTAMINATION, ADDITIVES.
Vea r Metals: Iron, Chrome, Molybdenum, Aluminum, Lead, Copper, Tin, Nickel, Silver, Antimony, Titanium :ont aminant Metals: Silicon, Sodium, Pottssium,Boron idc i t i v t Metals: Masnesium, Calcium, Barium, Phosphorus, Zinc
Jctethat the listing a b o v e provides ONLY the PRIMARY situation in which one my detect the metak. n reality, nearly every element can fit into all three categories, and many fR into two routinely: :.g., IRON can also be from r u f f contamination; SILICON is r o ~ i n e f y present in rhe form of silicone additive is an ant i foamant ; at this writing C O P P E R is B popular additive in s3me motor lubes. khat about envirop nental swrcts likt cczper or titanium oxide mines, or aluminum can plants, or stet1 mills? It is best, s h e r e 'ore, not to make assumptions as to an element's source, ufiless altemaie sources have been pmdentfy consid- :red. Ncw that we bsve the "cavetts" out of the way, let's look at (jest) some typical METALS SOURCES: r o n (F e): pistqn, ring, cylinder; gear; block; head; car; shak; roller bearing; shell bearing 'back; seal 3 r o m e (C r): various platinp line;, ring, si tae alloy, e.&, some shafts, gears; chromate cooiant additive qolybdenum(Mo): ring p!;;ting, oil additive or off-the-shelf supplement (OTSS) 4 I u mi n u m (A I): piston; shell bearing; bushing; thrust; block: head; blower; crznkcase paint; grease additive Eopp er( C u): bushing; bea:ing; thrust; piston insert; gear; axial hydraulic pistoh assembly; additivecstal Lead( Pb): bearing; shaft, bearing, thrust plating; piston Insert; wet dutch; gasoline additive; OTES T i n ( S n): bearing/bushing/pistan piating or alloy N i c k e I ( N i): steel alloy; 'heavy' fuel contaminant; seIIite (cobak-nicks!) valve seat Silver (Ag ): EMD wrist pin bushing/ turbo bearing; bezring plating or alloy; silver solder Antimony( S b): bearing alloy, babbitt alloy; tracer metz! for Some componems; lube additive i it ani u m (Ti): Gas turbine Searinp/hubs, blades; "white" lead; paint Si 1 i c on (Si): abrasive; aeicarant additive; silicate coolant addizivc; siiiccne seal, synthetic lube, wet ' tch Sodium( Na): coolant addjrive; lube additive; latent (harmless) from lube additive preparation; salt H +f Potassium(K): =Gaily a coofant additive S or o n ( B ): csolant addixive; lube addiiive Magnesium( Mg): lube adtibve; sea wtter; some sas turbine me:allurgy Calcium( Ca): lube additive; s:a water s a r i u m ( 3 a ) : lube adolcjve P h O S p h a r u s (P): lube adcirivs; syntberic $ ~ s ~ i ; z : t ester lube; phosphoric acid (plant envirsnnent) Zi ne ( 2 n): lube addilive; Galvanized metaidplumbins; brass :ampcnen?
Nett that there are pienty s i overiapping areas, as i t wcuid take a trearise t o mver s-tific rakes & mcdt's.
-.
1 NT E 3 P fi ETATI 0 N, cont.
Having sated there is not mu& safe3 in UMiTS, lez's look a t same typical RANGES:
3 - 5 0 5-65"" 1 - 1 5 ;pm of >>>>>>>>>>>, E!2 D!ESEt ENGINE .3-150 0 - 2 0 GASOLINE ENGINE 25-300 2-25 2-40 10-75- 10-80+* 7-15 f-C/CiE NATURAL GAS ENG. 1 -40 0-4 0-10 0-20 2-3 0 0-9 K Y C L E M7JRAL GAS ENG. 5 - 8 0 0-1 9 1-20 3-40 3-50** 1-15
!a Al Eh c!J si 2-20
FINAL DRIVE 25-300 0-9 7 - i o 10-75 10-200 5-45
Because r,c distinction is being rrtade for mznufacturer or model these are NOT interpretive guideline: S ~ r t merely an effm to provide a fee! for the magnitude of S U C ~ data. Further, the significance of levels chances ~ z r k t ! y when more &+e one element is involved, thus cambinations are impor tan t?
TECHNlCAL OVERVIEW: SP is canfined t o the measurement of metallic pafiicles <I 0 microns in siz and is thus Iinket! or Frechded from detecting catastrophic hilurts. fn some appkations, it is a weaker a1 wnative. There is ir,suiiiciant energy avaifa'sle (in t h e sandard pracess) to enable ionization of partides a little 2s 3-1 0 microns {varying acccrcing t o the rype of s?ecrtomeiar and the element one is attempting to c tec?, as weI: as the form that element is in), whicb mu= occur if speeral energy is to be developed Becacse is -,artimlarj/ ef;ectivvt for detecting ex-tremdy small particles (the smaller the Sezer) it is one of the tes E A S T af%ctea by szmpling techniqae (which is ^o nc;ii an encGurasement t o be s k ~ p y in me's sampling
' haSizs). Sampling LOCATON, however, should always be a csnsant. NOTE: There is argument abut how ri ' mexais cusk t o be routinely investigated. Ccnsider, however, tht there are numerous alloying pcssibiii5E with e!er;;ents like nickel, t i tanium, vanadium, silver. Silver, from silver solder, e.g., can nicely t: rim tk; ccpper err,ar;ats fiam a csoling csre rather than a 5ushing. lndsive csnc!usicr;s s v e t i n e and Z I ~ r
~~
S U G G E S T E D APPLICATION: A ~ I systems benefi t f r cm :his test :t is very inex3ensive amcunt of pGtZ%ial informaticn i t can prcvice. While mcre h i t E d ir, r o a y sys;ems, it s i l l is very usef;
. .
c-
iiEPORTlNG UNITS: "Centistokes (cs.] cSt.), a metric unit; obsc1e:e: Saybolt Universal Seconds (SIJS) A C C U RACY / S E NS IT i Vi T-Y 53% of vstue is excected in m c s use6 lubes, siighdy better for ilew lubes
FEZ-10-1554 13:45 F2UR LUBRICON Ti) 919163274494 F. 04
2 VISCOSITY - -
SLOSSARY DESCFIIFTION: A fluid's resistance t o 3cw with respec: i o temperattrre.
HOW IS THE TEST PERFORMED? >e lube is pkced in a 'viscometer' (a ditrz:ec! capil!aq tube for precise flow quantity measurement between two pre-marked points on the tube) and prehe-dte.1 t o a Siven -,err;perata:e in a ' v i s ccs i ty bazh' (which is usgaily oik5lled). AFier the oil reaches the temperature at which the visccs2y is desired, gravity-influenced flcw of the oil is ifikioted in t h e viscometer, and timed be- tween two GiiSrzted pcints. This tim becomes *he detemhtnz for the r e s u l t
TECHNICAL OVEgVIEW: *SkiEXRlNG of a lube CCCU~S when irs molecules are split into yet smaller molecules. This can hap2en from t w o k s i c prscesses: h e a t cfi p r e s s u r e from the q&tem (this can a f k : even the lube's base stock, though more sptiy applies t o any vkcmky-index improvers which may have ?n present); mechanical shearing. such as a ring scraping against a cyljnder wall, tiapping lube molecules =cd cutting Them Visccsity I ndex is a measure of a lube's resistanca to thinnins as temperature rises, an im p o t ~ n t propecy, Fatcjcuiariy in cold c h a t s ; one wants a LOW vkstcsity for punpabiiity, but then wants the lube to r e r a i n :hick enough t o provide film sircnsh a t czcratin; temperature. Polymer-based "VI imprc- y e s " help acccmplisti this in r a z o r d s , in parcicdar. VI is of i i t t lc use in used motcr lube anaiysis.
SUGGESTED A?PLICATlON: Viscosity is recomnendei f o r any a'?plic-" 4 don.
]ACCURACY/SENSITIVITY: GC 1-5 ( k 0.5%)' 5 5 - 7 0 (= 1%) ; infrared (=I%); flash, nin. 3.5%
I
'! -I
1 IN 7 E R P RET AT 10 N : iners is not a jot of conpiexity t o the interpretation of fuel contamina+joc - if it's present, somet5ng should be a m e t o remove it and, m m impcfisr;tiy, to fix the prcblem that resuited in t f ; ~ fuel's presence. This is a cantaminant which Wlf\r hzve a cut-ofi UMIT asslpned to it, but this nction n c s be i5nwred 5y the type of F~ei system invoived ar,d the application, even the climate, under which the quipme:
-
* FEE-18-1954 13:47 FZOM LUBRICON
1 lNTERP RETATION : Sigificsnce of scot/soiids will vary accoiding t3 unit Vpe, mode1 and application.
b 1 ES EL ( 0.1 - 5 . 0 % +): ccmbusjon solids or "fuel soot" b o d y carSon from incomplete fuel burn but can
TO
I I 1
I
S19163274494 P. 06
causes:
CCURACYIRANGE 0.2% or 570% of value, whiciever greater. F:acticai range: 0.1 - 5.0%. j
engines. Actual "wcrkhg" limits are m w e
.
Y EC H N 1 CA L OV ERV 1 E W : This t e s was developed primarily wkh Diesel engines in mind, as their c o n bustion nature produces the most obvious scot More reccnrb ir has been disdossi that "he! soot", although 'n causes no known ciirect-wear FrobieEs in moderate amoums, DOES evider,:ly "tit up" the anti-wear adaltive (any of several possijle forms of zinc di-thicphcsghate) to same erionq renderkg that additive less efi- ZiVP,. k follows, Then, that excessive sciids may pcssiSiy impair a n t b e a r benefits and, inairectjr, p e h W lead to additioral wear above "ner;r;ar' for a pivtn unit. DO nct cznfirse SOGT (discussed here) w i t h iW-1
;i
1
Q P F R A T 1 ONS-0 R I F NTE D -LUBE C+ANGE IhTERVAL TOO LONG -OVERFUELING (or excessive idling) -RACK SETTING -RESTRICTED AIR INTAKE -EXCESSIVE EXHAUST BACK'RESSURE -LEAKING/WORN INJECTOR NOZZLE -TiMINGNALC'E StININGS, e x .
?ARTICLE COUNT or DR FERROG3ApHY. T i e k p _ f art entirely CiKerezt invilstjgztive aspees.
WF A R-ORl f N T t
-8LOW-3Y ( excessive crankcase pressure ) {LtORN VALVES'GUIDES or other are of VALVE *.. TRAIN
(WOW ACCESSORY DRlVE AIR COMPRESSOR (as app.) (WORN PISTONS, RINGS, CYLINDERS I
C . - .
fueied ensinols, +-cycle natura] gas engines. -c
. . - . . FEZ-1'3-1394 13:48 F2OM LUEi?ICON : -
t o allow gravity feed) until ;he sample is neutralized. This process is called a titration. The acid is *& t i o tran2. Neutrzliiaticn Is determined with 2 volt or pH meler, and t h e neutrakation point usuz;lly occurs arcund pH 4. Tie amount of acid cmsumed is reecxded, and t h e 7-34 cdmlated From tha t v;;Iue.
RE PO RTI N G U N ITS: miilic~rams( mc) of potassium hydroxide( KO H) */miiiiIiter( ml) of lube.
TO 919163274454 P.08
fBN is attacked by combustion acids, e,g., sulfuric acid, decraasing as it is consumed. There are varying ;chools of *ouSht as to when a Ti3N is dfidencly low enough to suggest a h b e &in.
A crude rule of thumb: if TaN reaches 2.0 or decrezses more *an 50% frcm k a d n g point, a dl . shout be contemplzxed. One needs be careful here - although a used IubricanZ m y exhibii a T3N of, say, 2.0, there may be a need for a higher TaN level at the point of combmion blow-by attack (the ring belt area), m d al- . though She entire crankcase has TBN 2.0 in it, only a srr;sII portion of it cdn be a t the "base pint", partticu- lrrfy when engine shutdown occurs and the cylinder arecos reach dew p d n t for water condensation. A safety margin should be considered whenever sulfur is a potental problem. - .
. -
A typical high-qtrslity motor lube will have a staning T2P4 *om 7-1 2. A t least one manufacmter suggests -h Ti3N be at least 20 tines that of the sulfur in the fuel. At this writing a typical Diesel fuel will have from 0.25-0.3 5% sulfur (nezrty ten tiizeszhat of gasoline, incidentally). Using t h e higher value, T8N minimum recommended would be 20 x 0.3 = 7-00.
Gasoline, 2s mentioned, does not pose a sulfur problem t o an ensine. Instead, gasoline engines, owing'to their fuel type and combustion mechsnirm, tend to form compkx proxy acids which ultimately attack the Ti3U
Mzrine cylinder lube &pes may have 73"s as high as the 70't, as t hese lubes must combat sulfur levels 2s laky as several per cent, dependent on The fud rype and field of ongin. The 'rule of 20', nevertheless, still
TECHNICAL OVERVIEW: *tt appesn incongruous t o ex?ressTW in terms of KOH, inasmuch -Q HCI the titrant, but tSis ccxweniion renders TBN and TAN (total acid #) 'compatible' in t e m of relative I An i tu (neutralization numbers utiIizs the atomic formula weighr of Zfie titrant in the calculation - KOH's formula wei$n: is mart than 1.5 times HCI's). The only oddity of this nction is that T8N and TAN don't necsssariI:,Iy re fate to one ancfher, nor b one the cppcsite cf :he other (it k possible and usual for a motor l ~ j e to have a To and a TAN sinukanecusty), sa %ere is no red need to eSaMsh a "common" denominator. NOTE: ASTM 0664 T3N merhod has siven way (and will not be retained by as a method) to E2896 ("perchioric acid met- cd") as The reconmendes' rr.ethob fcr new lubes, as well as senera1 practice. D664, hcwever, s i i i has FracZi usc ir: t:adiiicr,aI used lube ar;aIvsis. and wit! probably remain t o Some degree for a t t e a s awhiie.
S U G G E S T E D APPLICATION: Reciprocating engines, g z s compressors using a k line lube, acid-snvironment situaticns where alkaline lube is pttsent. TechTraks" is a service =ark of Lubricant Consul tants , Inc., 350 E. Ckurchnan , hdianapclis, tx .?6251 (317) 782-2963 ?e.mSsicn t o cspy Sranted provided LUbriCsn@ is credited as :fit scurcs. 8 Lu&jcsnQ 1987. :
- .'FE3-18-1994 13:48 FZOM LUEZICON TO 919163274494 P. 07
INTERPRETATION: TAN is com$sed of bcth STRONG and WEAK acids. Strong acids tend to &e cor- rcssive, and are usually much more necessary to control accordingby. Exanpies of strong acids are:
Hydruchtcric Acid (HCI) - breakdown of freon in refrigeration csmpresrors; certain work envircnments Hydrofluoric Acid (HF) - breakdown of freon
. - [[ A- -
,Sulfuric Acid (HzSOA') - Diesel combustion by-product from sulfur iq fuef; %-
'Phosphor'ic Acid (H3Po4) - cefiair, work ewironments (e.3 a phosphte mine)
All the above vriil etch or corrode vzirious metab in varying degrees. A [OW pH (<4.5) probably indicates the , presence of ane or more of the above 5ud types in a t kzst zhe basinning st2;gw of ccncem, particdady IF-
work envi tri c Acid (H N 03 1 - certain condkicns where the lube is excessively nitrated (oxides of nitrogen)
1 Weak acids do not usually cause corrcsicn problems, but certain kaded bezrings and ccadngs ca attacked even by weak adds. OftentimeSthe deve!opment of weak acids may indicate Iube oxidation ard, as such, represznrs an effect, not a cause. Once chis occurs t~ excess, however, it can be self-sussining,'thus :
. . - FE3-16-1554 13:50 FROM LUSRICON c m
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TO 9191632744S4 P.1Q
HOW IS THE TEST PERFORMED? A small amount of M p l e is diluted with sckvent and flowed thrcugh a small czpilIary tube which runs rJ7rouSi.l a magnetic fieid. Iron-based PartkIes are systematically (]argest-tc+srr,aIIest) "pinned" by the magnetic field as tical s e s r s are respectively set near tfie entrance and exif: of the C @ l q tube to measure the density of fie t
{iron) par'jcles collected a t ezch of the two points.
RESULT/INTERP RETATION: Two scalar reaainss (without units) art obtained: . "L" cr Large ?azides (appx 21 5 microns) "S" or Small Partjcies (appx. 1 5 microns)
sample flows through the czpfilary tube. TWO 0~
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Tnere are two aspects eTHE MAGNITUDE OF THE READING (larger readinss = more particles) *THE RATIO OF L to S (the greater * e ratio the greater t9e tcndency tomrd hiIure)
Various systems show different "typical" levels. k is very inpo+Lant to w t c h trmdhevelopnents as oppsed tc .. -* &
8 . - II numerical "limits". Following are typical guidelines (L or S): -*.-
HYDRAUUC SYSTEM (OFF-HIGHWAY): 5-1 5 HYDMUUC SYSTEM (INDUSTRIAL PLANT): 1-4
11 DIESEL ENGINE: 10-50 .
b
RESULTS RANGE (L or S): 0.0 - 'I 9 8 (higher invdves ditution); repeatability of a used sample migh be il- 5 46 or 0 I 5 reporting unit, whichever is greater, thus: 1 5 0 (1 42.5-1 27.5) or 0.8 (0.3-1.3)
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TecfiTr;lks" is a service nark cf Lubricant Consultants, h., 350 E. Churchman, Indianapolis, IN 462Si (3i 7) 783-2963 Fermissicn t s ccpy srar;:cd provided Lubric:nB k credited as the sourbt. 0 Lubricona i 967.1 0:
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TO 9191632?4494 F.03
objezives and technological capzbiiities
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solute n u m b s , which determine when to decide, far instance, thar the !&e has "oxidized" t o a significact ex- tent. Saseiine data from new lube. referenczs are very impoeant if carred; inferences are 'to be made. The
1 ckn t ' s on-site supply should be-the baseiine source, since barches of lube may sigiificanrfy vary. in IR ab- sorption properties, t h s , semi-annual lube storase sanpiins is savisea tC remain current.
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0 \st' 1 S TH E TEST P ERF 0 RM ED? A small amount of smnple is diicted with sclvo,nt and flowed across ~c 1eni;t;~ of an inciir,ed microscope siioe, t ' le siide fknked by precisicn permanent masnee,
R ESUI,.,T/l NTER P RETATIO N : Afer roa ra !q, an crderei precipitazion (from large t o srca11) of mag-' netic ptcicles on the slide , znd a semi-randon precipitation Of ccn-magnetic particfes, as influenced by' gravity. The slide is t h e n viewed under a ferroscope {a special nicrosc=pe for illuminating with two differ- ently coIored light sources). An experienced technidan "Sraces" vtfious types of particles (sae below). A per- tinent photograph is usi;ally taken as well, and a bn'ef nanative may also ac~ompany The phctcgaph.
ASRASlVES [A}: Sand, "Ckt", usually silicon-bzsed pacicfes which ap?ear translucent. CUTTING WEAR (C}: Curved or spiral metals, e.g., from a tathe or lapping-type effect from an abrzsive . Lodged in a relatively soft bearing while cutting .into a shak
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T @ G h T r a k s m ANALYTICAL FER ROG RAP HY
,OSSARY DESCRIPTION: Literally transiate:! 2s "iron writin$"' it is a technique uriiizing precision
11 TECHNlCAL OVEilVIEW: Analpica1 ierrography pa~iculariy addresses pafiicles which are larger \an thcse detectable by rapid-procss rtomic emission or abwvdon s?ectrome"iers (which are limited to p.sr,ides of <10 b). Fur',her, the process yields mxp'nobgy ( s h p e ) of particles, which in tum frsquentb reveals zhe CAQSE of a problem. it is one of the no% pov~erfu! and revealing tocts used in rube anaiysis c m - sulthg. It is NOT, hcwever, an end-all. A; this writing There is no si&! test t o supplant all others.
YPARTICLE COUNTING))
1 1 NT E R P R ETAT 10 N : PatLicfes came from TWO sources WEAR and CONTAMINATION. It is not always easy to determine which of the two sources appIies {seals produce both 'wear and contamination' partides) , since PC doesn't identify t h e nature (shape or composi.tion) Of t h e part ic les , Nevert!!eless ANY par- ticle can cause wear, leading to yet more padcles, so t ha t k k essential to control hem. For his reason LIMITS are EMPHASIZED EQUALLY with TRENDS in zhe evafuation process. The mcrt basic convd of pariicle fornation is to service fiiter systems - this might consist of a qaightforward fiker change, or may involve the use of off-line (outboard) fikrztion (there are both stationary units andportable units, t'--.lztter somet;rmes known as "fiiter buggies") when levels are deemed too high to cantrol with a simple fiiter L. .Age.
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b G LO S SA RY D E S C R I P T IO N : Any of several rechnicies to categorize particles in a fluid with resp- -- t o 7urr;jer and size range.
HOW IS THE TEST PERFORMED? A volume of sample is flowed throush a sinall orifice which ~ S S a 1i5ht saurce an cne side, an optical sensor on t h e other. Pafiicks in t empt light impinging on the sensor, causing a pulse or "count" to be geneated. Tne durstion c f the pulse will'change with FarLicle size, enabbng a c;iregorizadon or sizing to be determined. A tec'nnician (Or Computer) reads as many as six chznnek, ea& set io recatd a specific size range. The result is the Particle Count (PC).
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occurring.
LIMITS: Many manufacwters have specifications for PC hits, dthough the ranges and amounts will vary among them. A typical limit set for off-highway ecqApmertt
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be:
PAZTCLE SIZE : & > l d u >15u >2ou ,3_ou , 2 0 I .
LIMiT/ml. : 20000 2000 1000. 200 40
Other system types will require different range and limit sets. in the absence of mfr.'s specifications, three consewtive tests on a syrcem will likely yield a profile to use as a basis far evaluation. Alterrativeiy, one
utilize levels established by similar systems (if available) as profile limits until the system reachs can own equilibrium.
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TECHNICAL OVERVIEW: PC is as technicziiiy simple a concept as there is in lube analysis, yet it a b dresses an area that basic spectrometric metals analysis cannot: p a d d e s > 1 Op. These are the types - = p m i des tha t oken portend failure (it b generally accepted that fatigue-oriented, catasa-ophic failure is drat- terited by generation of part.Licfes sf 0-1 Sp), NOTE: Water and high opacky preclude an ac-,rrr;rta count, as the sensor is "focledl into taming water droplets, and high opacity masks a proper ccunt Samplir is more critical for this test than for any other, as i t is relative'y easy to begin wk? contaminated container: ~f to c m t r x h a t e the container as one samples (much equipment is in a h d l e tnviranment for sanpiicg). Severe inrr2ases in PC withom support. from other res= might, therefore, suggest verification resanpiinp.
SUGGESTED APPLICATION: Pc is best applied to systems with good filtration. Hydraulics are mc amenable. W e r sys;ems: C o m p r esso rs, 2- Cy c ! e G as En sines, A ut 0-P o w e r shift Tr a n sin i ssi o ns. I TechTraksN is a service n a r k of Lubricant Ccnsultants, Inc., 350 E. Chrcf iman, Indianapolis, IN 462S1 (31 7 ) 783-2568 Permission t o ccpy granted provided Lubricona is credited as the saurec. 0 Lubricsn@ 1987.
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319153274494 p.
FAX
HAVE TRANSMITTED /a\ PAGES(XNCLUDE~ c u m ) -
FROM:
JONATHAN SOWERS Manager Consulling
(317) 7832968 Ext. 259 FAX (317) 782-9333
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COMMENTS:
Phone Conversation Log
From: John Ison, Information Analysis Unit ( H e returned my call)
To: Ron Lewis, OPPTD
Subject: TF Purifiner
Date: 1 1 /14/94
Background: John previously reviewed the application from TF Purifiner and wrote a memo to me with his comments. I called John to get information on his background for the file.
also worked for 18 years as a journeyman mechanic speciallizing in repair of . commericial/industrial engines.
- John has a B.S. in Mechanical Engineering but not a P.E. license. He
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We also discussed the issue of whether gasoline or diesel engines 3
provide a more stringent test for the oil. John felt that a diesel engine is a more stringent test due to 1.) higher umpression ratios (20 to 1 vs. 9 to l), 2.) higher temperatures, 3.) more blow-by, 4.) higher sooVparticulate levels, 5.) greater. acid formation potential d6e to higher sulfur content in fuel, and 6.) diesel engines often use turbos.
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TO: RON LEWIS
FROM: JOHN ISON
SbjJECT: TF PURIFINER
From the literature and past eqeriexe, I would have to agree with TF Purif iner Inc. that their by-pass filter Will extend engine life and reduce the volume of waste oil. I can not see any problem in apuroving their product but only with certain cautions that need to be-checked out or brousht to the public's attention. A few would be to inform anyone purchasing their product that motor oil can break down if it becomes too hot (approx above 270 degrees fahrenheit), the filter could put an excessive heat load on the cooling capacity from the heating element in the refihg chamber that evaporates liquid contaminates, there can be the additional cost from test kits and analysis of the oil (approx $12 Per sample) plus possible build up of acids and varnishes (I did not see any mention of this from their literature). I hone I have been of some 'help and if YOU need any other help, please feel free to call me at 445-0603.
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