TYPICAL ABBREVIATIONS USED FOR UNIT IDENTIFICATION:
| A | Front Engine | FA | Front Axle | LFFD | Left Front Final Drive |
| B | Rear Engine | RA | Rear Axle | LRFD | Left Rear Final Drive |
| HS | Hydraulic System | LFD | Left Final Drive | RFFD | Right Front Final Drive |
| GB | Gear Box | RFD | Right Final Drive | RRFD | Right Rear Final Drive |
| T | Transmission |
1. NORMAL VISCOSITIES FOR LUBRICATING OILS - As measured at 100o Centigrade:
| SAE 10 4.1 to 5.5 | SAE 20 5.6 to <9.3 | SAE 30 9.3 to <12.5 |
| SAE 40 12.5 to <16.3 | SAE 50 16.3 to <21.9 | SAE 60 21.9 to <26.1 |
The viscosity is reported in centistokes at 100o Centigrade (212o F). It is compared with the viscosity of new oil to determine if significant thinning or thickening has occurred.
- - If sample viscosity is considerably higher than normal SAE grade,
this may indicate a danger signal.
Check for: - Sludge or carbon buildup
- Excessive blow by or soot loading.
- Higher SAE grade oil used in make up.
- - If sample viscosity is considerably lower than normal SAE grade,
this would indicate fuel dilution.
Check for: - Loose and/or broken fuel lines.
- Improper air-to-fuel ratio or a faulty fuel pump.
- Lower SAE grade oil use in make up.
2. GLYCOL
Reported as positive (POS), negative (NEG) or trace (TR). A test for ethylene glycol (antifreeze) in the oil. This contamination cause serious varnish and sludge formation and can result in engine seizure. (Some new oil additives contain glycol. This may cause positive test results.) THE SOURCE OF ANTIFREEZE CONTAMINATION SHOULD BE INVESTIGATED IMMEDIATELY!
- - Check for:
- Leaking Gaskets.
- Loose or cracked head or block.
- Leaking sleeve seals.
- Leaking air cooler.
3. FUEL DILUTION
Reported as positive (POS) if it's greater than 2.5%, negative (NEG) if undetectable. Oil dilution due to fuel thins the oil and causes increased wear in the ringland area. Excessive fuel dilution can greatly reduce engine life. Proper control of this factor is important to preserve lubricity and adequate oil pressure.
- - Check for:
- Inadequate crankcase ventilation.
- Low engine temperate.
- Excessive idling.
- Low compression pressure.
- Injector dribble.
- Defective spray pattern.
- Worn injection pump seals.
- Leaking transfer pump seals.
- Leaking fuel lines.
4. WATER
Reported as positive (POS) if it's greater than 0.1%, negative (NEG) if undetectable, or trace (TR). Moisture in oil prevents proper lubrication and causes sludge formation in the crankcase
- - Check for:
- Inadequate crankcase ventilation.
- Low engine temperate.
- Cooling system leaks.
5. WEAR METALS for the TYPICAL DIESEL ENGINE
- PB - Lead
- A measurement of lead in a used oil sample does not necessarily indicate a wear rate. If lead appears in a diesel engine sample, it indicates wear from babbitt or copper lead bearings.
- FE - Iron
- Indicates wear from rings, sleeves, crankshaft, cylinder walls or valve train.
- AL - Aluminum
- In many engines, the presence of Aluminum indicates pistons and bearing wear.
- CU - Copper
- Indicates bearing and bearing cushion wear, or in the case of gear lubes, wear on bronze bushings and other parts. Can also indicate Turbo Charger bearing wear.
- CR - Chromium
- Chromium originates from wear on engine parts that have been chromed. Primarily indicates ring wear.
- SN - Tin
- Indicates bearing wear where babbitt is used.
- SI - Silica/Silicon (dirt)
- Tests for silica/silicon are used to determine the level of dirt and abrasives in the oil. Silica contributes to more engine wear than any other single factor. The presence of silica is an excellent indication of improper air cleaner service.
- NA - Sodium
- Great care should be used when establishing warning limits for NA. Possible indicator of antifreeze/coolant contamination in oils. Used to determine the severity of a coolant leak. Coolant formulations vary widely among manufactures, resulting in differing levels of NA. NA may not be present some coolant formulations.
- K - Potassium
- Great care should be used when establishing warning limits for K. Possible indicator of antifreeze/coolant contamination in oils. Used to determine the severity of a coolant leak. Coolant formulations vary widely among manufactures, resulting in differing levels of K. K may not be present in some coolant formulations.