#1 Oil

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Synthetic base oils are acceptable for use in Caterpillar engines and in Caterpillar machines if these
oils meet the performance requirements that are specified by Caterpillar for a particular
compartment. Each compartment has specific lubrication specifications in order to ensure proper
lubrication and life of the system.
Synthetic base oils generally perform better than conventional oils in the following two areas:
• Synthetic base oils have improved flow at low temperatures especially in arctic conditions.
• Synthetic base oils have improved oxidation stability especially at high operating temperatures.
Some synthetic base oils have performance characteristics that enhance the service life of the oil.
However, Caterpillar does not recommend automatically extending the oil drain interval for any
machine compartment for any type of oil, whether synthetic or non-synthetic.
Oil drain intervals for Caterpillar diesel engines can only be adjusted after an oil analysis program that
contains the following data:
• Oil condition, oil contamination, and wear metal analysis (Caterpillar S·O·SSM Services Oil
Analysis)
• Trend analysis
• Fuel consumption
• Oil consumption
Refer to the Extended Engine Oil Drains and Warranty article in the forward of this special
publication.
Additives
Additives strengthen or modify certain characteristics of the base oil. Ultimately, they enable the oil
to meet requirements beyond the abilities of the base oil.
The most common additives are detergents, oxidation inhibitors, dispersants, alkalinity agents, anti-
wear agents, pour-point depressants and viscosity index improvers.
Here is a brief description of what each additive does and how.
Detergents help keep the engine clean by chemically reacting with oxidation products to stop the
formation and deposit of insoluble compounds. The detergents in use today are metallic salts called:
sulfonates, phenates, phosphonates or salicylates.
Alkalinity agents help neutralize acids. The detergents are also strong acid neutralizers, changing
combustion and oxidation acids into harmless neutralized salts.
Oxidation inhibitors help prevent increases in viscosity, the development of organic acids and the
formation of carbonaceous matter. These antioxidants are the following chemicals: zinc
dithiophosphates, phenate sulfides, aromatic amines, sulfurized esters, and hindered phenols.
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Depressants help prevent sludge formation by dispersing contaminants and keeping them in
suspension. Common dispersant types include polyisobutenyl succinimides and polyisobutenyl
succinic esters.
Anti-wear agents reduce friction by forming a film on metal surfaces and by protecting metal surfaces
from corrosion. The principal types of agents are alkaline detergents, zinc dithiophosphates and
dithiocarbamates
Pour-point depressants keep the oil fluid at low temperatures by preventing the growth and
agglomeration of wax crystals. Pour point depressant types are polymethacrylates; styrenebased
polyesters, crosslinked alkyl phenols and alkyl naphthalenes.
Viscosity Index improvers help prevent the oil from becoming too thin at high temperatures.
Viscosity index improvers (VI improver) are chemicals which improve (reduce) the rate of viscosity
change with temperature change. Chemicals used as VI improvers are polyisobutenes,
polymethacrylates, styrene-based polyesters, styrene-based copolymers and ethylene propylene
copolymers.
Aftermarket Oil Additives

Caterpillar does not recommend the use of aftermarket additives in oil. It is not necessary to use
aftermarket additives in order to achieve the maximum service life or rated performance of the
machine or engine. Fully formulated, finished oils consist of base oils and of commercial additive
packages. These additive packages are blended into the base oils at precise percentages in order to
help provide finished oils with performance characteristics that meet industry standards.
There are no industry standard tests that evaluate the performance or the compatibility of aftermarket
additives in finished oil. Aftermarket additives may not be compatible with the finished oil's additive
package, which could lower the performance of the finished oil. The aftermarket additive could fail to
mix with the finished oil. This could produce sludge. Caterpillar discourages the use of aftermarket
additives in finished oils.
To achieve the best performance from Caterpillar machines or engines, conform to the following
guidelines:
• Select the proper Caterpillar oil or select commercial oil that meets the specifications
designated by Caterpillar for the compartment.
• See the appropriate Lubricant Viscosities for Ambient Temperatures table in this publication in
order to find the correct oil viscosity grade.
• At the specified interval, service the engine or service the other machine compartments. Use
appropriate new oil and install an appropriate new oil filter.
• Perform maintenance at the intervals that are specified in the Operation and Maintenance
Manual, Maintenance Interval Schedule.
Total Base Number

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

The ash content of an oil is the noncombustible residue of a lubricating oil. Lubricating oil detergent
additives contain metallic derivatives, such as barium, calcium, and magnesium compounds that are
common sources of ash. These metallo-organic compounds in the oils provide the TBN for oil
alkalinity. Excessive ash content will cause ash deposits which can impair engine efficiency and
power.
Viscosity
Viscosity is one of the more critical properties of oil. It refers to its resistance to flow. Viscosity is
directly related to how well an oil will lubricate by forming a film to separate surfaces that would
contact one another. Regardless of the ambient temperature or engine temperature, an oil must flow
sufficiently to ensure an adequate supply to all moving parts.
The more viscous (thicker) an oil is, the thicker the oil film it will provide. The thicker the oil film,
the more resistant it will be to being wiped or rubbed from lubricated surfaces. Conversely, oil that is
too thick will have excessive resistance to flow at low temperatures and so may not flow quickly
enough to those parts requiring lubrication. It is therefore vital that the oil has the correct viscosity at
both the highest and the lowest temperatures at which the engine is expected to operate.
Oils change viscosity with temperature, becoming less viscous as their temperatures increase.
Refining techniques and special additives increase the Viscosity Index (VI) of oil. The higher the VI
number of the oil, the lower its tendency to change viscosity with temperature.
The Society of Automotive Engineers (SAE) standard oil classification system (SAE J300)
categorizes oils according to their viscosity (via a number system such as SAE 10W, SAE 30, SAE
15W40, etc.).
Each of the viscosity grades or numbers has limits on the viscosity of the oil at given temperatures.
For viscosity grades specified with a W the oil viscosity is defined by both viscosity at 100°C and at
maximum low temperature for cranking and pumping. In other words, the oil's viscosity has been
tested to verify the oil's flow under specified low temperatures. Therefore the W in an oil viscosity
grade is commonly understood to mean that the oil is suitable for winter service. For grades without
the W, the oil viscosity is defined at 100 C only. The attached chart indicates the viscosities for the oil
viscosity grades.
Table 1
SAE Viscosity Grades For Engine Oils (1) - SAE J300 Dec 99
Low Temperature Viscosities High Temperature Viscosities
Low Shear Rate

SAE Cranking (2) Pumping (4) (cP) Kinematic (5) (cSt)
Viscosity (cP (3)) Max at max with no yield at 100° C High Shear (6)
Grade Temp °C stress at temp °C
min max
0W 6200 at -35 60,000 at -40 3.8
5W 6600 at -30 60,000 at -35 3.8

10W 7000 at -25 60,000 at -30 4.1
15W 7000 at -20 60,000 at -25 5.6
20W 9500 at -15 60,000 at -20 5.6
25W 13,000 at -10 60,000 at -15 9.3
Less than
20 5.6 2.6
9.3
Less than
30 9.3 2.9
12.5
Less than 2.9
Less than (0W-40, 5W-40,
40 12.5
16.3 10W-40 grades)
3.7 (15W-40,
Less than
40 12.5 20W-40, 25W-
16.3
40, 40 grades)
Less than
50 16.3 3.7
21.9
Less than
60 21.9 3.7
26.1
(1)
All values are critical specifications as defined by ASTM D 3244 (see J300 text)
(2)
ASTM D 5293
(3)
cP = 1mPa s: 1 cSt = 1mm2 s
(4)
ASTM D 4684: The presence of any yield stress detectable by this method constitutes a failure regardless of
viscosity.
(5)
ASTM D 445
(6)
ASTM D 4683, ASTM D 4741, CEC-L-36-A-90
Note: The new standard carries a revision date of December 1999. Mandatory compliance with
the new Cranking limits begin June 2001.
API Engine Oil Classifications

The diesel and gasoline engine oil performance classifications are defined by the American Petroleum
Institute (API) service classifications established jointly by API, SAE and ASTM (American Society
of Testing Materials).
API gasoline engine oil classifications have two letter designations that start with the letter S. The
current active designations are API SJ, API SL and API SM.
API diesel engine oil classifications have two letter designations that start with the letter C. The
current active four-stroke cycle diesel engine oil classification designations are API CJ-4, API CI-4
CI-4PLUS, API CH-4 and API CF. API CF-4 has been obsolete since June of 2008 and API CG-4 is
in the process of becoming obsolete. It is expected that the last CG-4 license will expire by June of
2009.
API-CJ-4 – Introduced in 2006 for Heavy Duty Diesel Engine Service
API CJ-4 was developed for high-speed, four-stroke engines designed to meet 2007 model year on-
highway exhaust emission standards. API CJ-4 oils that also satisfy Cat ECF-3 are strongly
recommended for use in all applications and are compatible with off-highway applications. Because
API CJ-4 oils were developed for use with Ultra Low Sulfur Diesel (ULSD) fuel of 15 ppm (0.0015%
by weight) sulfur or less, the use of fuels with higher sulfur level may impact the oil drain interval and
S.O.S oil analysis is recommended. When API CJ-4 oils are used with diesel fuels of sulfur levels
greater than 500 ppm (0.05%), S.O.S oil analysis is very strongly recommended. Note that the use of
fuels with greater than 15 ppm (0.0015%) sulfur fuel in aftertreatment equipped engines is can
negatively impact exhaust aftertreatment system durability and shorten the mandated cleaning service
intervals.
API CJ-4 oil is the first oil category developed with chemical limits. API CJ-4 oils are formulated
with a maximum of 1%sulfated ash, a maximum of 0.4% sulfur and a maximum of 0.12%
phosphorous. For this reason, API CJ-4 oils are effective at sustaining emission control system
durability where particulate filters and other advanced aftertreatment systems are used.
API CJ-4 oils provide optimum protection for control of catalyst poisoning, particulate filter blocking,
engine wear, piston deposits, low and high temperature stability, soot handling properties, oxidative
thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the performance criteria of
API CI-4 CI-4 PLUS, CH-4, and CF service categories and in most applications can effectively
lubricate engines calling for those API Service Categories.
API CI-4 Introduced in 2002 for Heavy Duty Diesel Engine Service
API CI-4 oils were developed for high-speed, fourstroke cycle diesel engines designed to meet 2004
exhaust emission standards. API CI-4PLUS was developed for high-speed four-stroke cycle diesel
engines, including engines using EGR (Exhaust Gas Recirculation). Hence this oil is designed to
disperse large percentage of soot that can be generated by the EGR technology, while fully
compatible with non-EGR engines. API CI-4 CI-4PLUS oils that also satisfy Cat ECF-2 are strongly
recommended for use in all applications that do not utilize a diesel particular filter (DPF). These oils
are also compatible with off-highway applications. API CI-4 CI-4PLUS oils are compounded for use
in all applications with diesel fuels of sulfur content up to 500 ppm (0.05% by weight). For
applications with fuel sulfur level greater than 500 ppm (0.05%), S.O.S oil analysis is strongly
recommended to determine optimal oil drain interval.
API CI-4 CI-4PLUS oils that also satisfy Cat ECF-2 specification provide optimum protection for
control of corrosive wear tendencies, low and high temperature stability, soot handling properties,
piston deposit control, valvetrain wear, oxidative thickening, foaming and viscosity loss due to shear.
API CI-4 CI-4PLUS oils exceed the performance criteria of API CH-4, and CF Service Categories.
API CH-4 oils – Introduced in 998 for Heavy Duty Diesel Engine Service.
API CH-4 oils were developed in order to meet the requirements of high –speed four-stroke diesel
engines with pre-2002 emissions requirements. API CH-4 oils the also satisfy Caterpillar ECF-1-a
specification are acceptable for use in Caterpillar engines that do not utilize aftertreament devices.
API CH-4 oils are acceptable for use in older diesel engines and in diesel engines that use high sulfur
diesel fuel. API CH-4 oils will generally exceed the performance of prior API categories, most of
which are now obsolete or in the process of becoming obsolete, in the following criteria: deposits on
pistons, control of oil consumption, wear of piston rings, valve train wear, viscosity control, soot
dispersion and corrosion.
It is important to note that the more advanced the API category, the more performance engine and
bench tests the category requires. API CJ-4 requires 15 engine and bench tests, including the
demanding multi-cylinder Cat C13 engine test and three new full-scale engine tests. In comparison,
API CI-4 requires 14 engine and bench tests and API CH-4 require 12 engine and bench tests. Some
of the engine tests common to multiple categories may have more strict limits in the more advanced
oils. This process ensures that the newer engine oil categories offer superior protection of the engines
compared to the preceding ones and are backwards compatible.
Customers need to know that Caterpillar engine oil requirements are per Caterpillar ECF
specifications, which may have more additional requirements to API categories. Cat ECF
specifications are discussed in detail later in this section.
API CG-4 oils are no longer accepted in Caterpillar engines. This oil category is not robust and does
not meet the minimum requirements to protect Cat engines.
Note: Do not use single grade API CF oils or multigrade API CF oils in Caterpillar Direct Injection
(DI) Diesel Engines (except Caterpillar 3600 Series Diesel engines).
NOTICE
API CF is not the same classification as API CF-4. API CF oils are only
recommended for Caterpillar 3600 Series Diesel Engines and
Caterpillar engines with precombustion chamber (PC) fuel systems.
Some commercial oils that meet the API classifications may require
reduced oil change intervals. To determine the oil change interval,
closely monitor the condition of the oil and perform a wear metal
analysis. Caterpillar's SOSSM Oil Analysis Program is the preferred
method.
NOTICE
Failure to follow these oil recommendations can cause shortened

engine service life due to deposits and or excessive wear.
Engine Oil - Engine Crankcase Fluid Recommendations for all Caterpillar 3500
Series, C175 Series, and Smaller Direct Injection (DI) Engines
Exceptions to these recommendations are 3116 and 3126 Marine Engines with Mechanical Unit
Injection (MUI).
Cat Diesel Engine Oils

Cat oils have been developed and tested in order to provide the full performance and service life that
has been designed and built into Cat engines. Cat oils are formulated with high quality basestocks and
with optimal amounts and composition additives. Cat oils are currently used to fill diesel engines at
the factory. These oils are offered by Cat dealers for continued use when the engine oil is changed and
for aftermarket service of the engines. Consult your Cat dealer for more information on these oils.
Due to the additional full-scale proprietary engine testing required of Cat DEO-ULS and Cat DEO,,
and due to significant variations in the quality and in the performance of commercially available oils,
Caterpillar makes the following recommendations:
• Cat DEO-ULS (Diesel Engine Oil - Ultra Low Sulfur) (15W-40, 10W-30 and 5W-40)
• Cat DEO (Diesel Engine Oil) (15W-40, 10W-30, 5W-40 and 0W-30)
Note: Cat DEO-ULS and Cat DEO multigrade oils are the preferred oils for use in ALL Cat diesel
engines. More information can be obtained from SEBU documents and from Cat dealers. Commercial
alternative diesel engine oils are, as a group, second choice oils.
Cat DEO-ULS multigrade and Cat DEO multigrade oils are formulated with the correct amounts and
composition of additives including detergents, dispersants, and alkalinity in order to provide superior
performance in Cat diesel engines where recommended for use.
Cat DEO-ULS and Cat DEO multigrade oils are available in various viscosity grades that include
SAE 10W-30 and SAE 15W-40. Multigrade oils provide the correct viscosity for a broad range of
operating temperatures.
Note: Do not use single grade oils in Caterpillar 3500 Series, C175 Series and smaller Direct
Injection (DI) diesel engines.
NOTICE
Oils that have more than 1% total sulfated ash should not be used in
aftertreatment device equipped engines.
In order to achieve expected ash service intervals, performance, and

life, aftertreatment device equipped diesel engines require the use of
Cat DEO-ULS or oils meeting the Cat ECF-3 specification and the API
CJ-4 oil category. Oils that meet the Cat ECF-2 specification and that
have a maximum sulfated ash level of 1% are also acceptable for use in
most aftertreatment-equipped engines. Use of oils with more than 1%
total sulfated ash in aftertreatment device equipped engines will cause
the need for more frequent ash service intervals, and or cause loss of
performance. Refer to your engine specific Operation and
Maintenance Manual, and refer to your aftertreatment device
documentation for additional guidance.
Cat DEO-ULS multigrade and Cat DEO multigrade oils can be used in other manufacturer's diesel
engines and in gasoline engines. See the engine manufacturer's literature for the recommended
categories specifications. Compare the categories specifications to the specifications of Cat DEO-ULS
multigrade and Cat DEO multigrade oils. The current industry standards for Cat DEO-ULS
multigrade and Cat DEO multigrade oils are listed on the product labels and on the datasheets for the
product.
Consult your Cat dealer for part numbers and for available sizes of containers.
Cat DEO-ULS and Cat DEO pass additional proprietary accelerated multi-cylinder engine tests and
bench tests that are above and beyond the testing by the various API categories they meet and the
various Cat ECF specifications. The additional tests include the following: sticking of the piston ring,
oil control tests, wear tests and soot tests. Proprietary tests help ensure that Cat multigrade oil
provides superior performance in Cat diesel engines. In addition, Cat multigrade oils exceed many of
the performance requirements of other manufacturers of diesel engines. Therefore, these oil are
excellent choices for many mixed fleets. True high performance oil is produced by using a
combination of the following factors: industry standard tests, proprietary tests, field tests and prior
experience with similar formulations. The design and the development of Caterpillar lubricants that
are both high performance and high quality are based on these factors.
Commercial Oils
Caterpillar developed the Engine Crankcase Fluid (ECF) specifications to ensure the availability of
high performance commercial diesel engine oils in order to provide satisfactory life and performance
in Cat diesel engines where recommended for use.
There are three current Cat ECF specifications:
• Cat ECF-3
• Cat ECF-2
• Cat ECF-1-a
Each higher specification provides increased performance over lower Cat specification. For example,
Cat ECF-3 provides higher performance than Cat ECF-2 and much higher performance than Cat ECF-
1-a.
Note: Non-Caterpillar commercial oils are, as a group, second choice oils. Within this grouping of
second choice oils there are tiered levels of performance.
NOTICE
Caterpillar does not warrant the quality or performance of non-

Caterpillar fluids.
Cat DEO-ULS multigrade exceeds the requirements of the Cat ECF-1-a, Cat ECF-2, and Cat ECF-3
specifications. Cat DEO-ULS multigrade exceeds the performance requirements for the following
API oil categories: API CJ-4, API CI-4 CI-4 PLUS, API CH-4, and API CF.
Cat DEO multigrade exceeds the requirements of the following Cat Engine Crankcase Fluid (ECF)
specifications: Cat ECF-1-a and Cat ECF-2.Cat DEO multigrade exceeds the performance
requirements for the following American Petroleum Institute (API) oil categories: API CI-4 CI-4
PLUS, API CH-4, and API CF.
Note: API CF-4 is obsolete and API CG-4 will be obsolete in June of 2009. Oils claiming the
performance requirements of these two oil categories are inferior to the current API oils and are not
acceptable in Cat engines.
Note: The availability of Cat DEO multigrade and DEO-ULS multigrade exceeding the noted
requirements will vary by region.
Note: Cat DEO-ULS and DEO are required to pass additional proprietary full-scale diesel engine and
bench testing that is above and beyond the testing required by the various Cat ECF specifications and
by the various API oil categories that they also meet. This additional proprietary testing helps ensure
that Cat multigrade diesel engine oils, when used as recommended, provide superior performance in
Cat diesel engines. If Cat DEO multigrade or DEO-ULS multigrade oils are not used, as a second
choice, use only commercial oils that meet the following specifications:
• When the recommended and preferred Cat diesel engine oils are not used, commercial oils that
meet the requirements of the Cat ECF-1-a, Cat ECF-2, and or the Cat ECF-3 specification are
acceptable for use in Cat diesel engines per the requirements of the Operating and Maintenance
Manual of the engine. API category oils that have not met the requirements of at least one Cat
ECF specification may cause reduced engine life. Note that in order to achieve the maximum
expected engine performance and life, some engines engine applications will require the use of
higher performance oils such as those meeting Cat ECF-3 versus meeting Cat ECF-2 or Cat
ECF-1-a.
• When the recommended and preferred Cat diesel engine oils are not used, commercial oils that
meet the requirements of the Cat ECF-3 specification are acceptable for use in Cat diesel
engines per the requirements of the Operating and Maintenance Manual of the engine.. After
Cat DEO-ULS and Cat DEO, commercial oils that meet the Cat ECF-3 specification are
preferred oils, when compared to commercial diesel engine oils that do not meet the Cat ECF-3
specification for use in Cat diesel engines per the requirements of the Operating and
Maintenance Manual of the engine. Note that in order to achieve the maximum expected engine
performance and life, some engines engine applications will require the use of higher
performance oils such as those meeting Cat ECF-3 versus meeting Cat ECF-2 or Cat ECF- 1-a.
Oils that meet the API CJ-4 oil category requirements are Cat ECF-3 specification compliant.
Severe Applications Require the Use of Higher Performing Diesel Engine Oils
In order to help ensure the maximum expected compartment performance and life, severe duty
applications such as those operating at greater than 75% load factor, operating in high humidity,
operating with fuel sulfur levels that are above 0.1% (1000 ppm), etc., require the use of higher
performing fluids as described in this Special Publication, versus using fluids that meet the minimum
performance levels that may be allowed for typical applications.(ex: Where fluids meeting either Cat
ECF-1-a, Cat ECF-2 or Cat ECF-3 are offered as an option in typical applications, in order to help
ensure the maximum expected engine compartment performance and life, oil meeting the Cat ECF-3
specification must be used.)
Note: There are additional oil considerations that are related to fuel sulfur levels. Refer to the various
Total Base Number (TBN) and Fuel Sulfur Levels topics in this Special Publication. Also refer to the
Diesel Fuel Sulfur topic in this Special Publication.
NOTICE
In selecting oil for any engine application, both the oil viscosity and oil
performance category specification as specified by the engine
manufacturer must be defined and satisfied. Using only one of these
parameters will not sufficiently define oil for an engine application.
In order to make the proper diesel engine oil viscosity grade choice, refer to the Lubricant Viscosities
for Ambient Temperatures for DI Diesel Engines table in this Special Publication.
NOTICE
Oils that have not met the requirements of at least one Cat ECF
specification may cause reduced engine life.
NOTICE
Failure to follow these oil recommendations can cause shortened

engine service life due to deposits and or excessive wear.
Total Base Number (TBN) and Fuel Sulfur Levels for Direct Injection (DI) Diesel
Engines
The use of Cat SOSSM Services oil analysis is strongly recommended for determining oil life.
Note: The following information concerning oil life relative to used oil TBN level is provided for
general information only, and is not the recommended method for determining oil life. If the one half
of new oil TBN guideline that is stated below is used for determining oil life it must only be used
in conjunction with a complete SOSSM Services oil analysis program.
Note: TBN is also commonly referred to as Base Number (BN).
The minimum required Total Base Number (TBN) for oil depends on the fuel sulfur level. For direct
injection engines that use distillate fuel, the minimum new oil TBN must be 10 times the fuel sulfur
level. The TBN for new oil is typically determined by the ASTM D2896 procedure.
Note: The minimum TBN of the new oil is 5 regardless of the fuel sulfur level. Reaching one half of
new oil TBN is one of the condemning factors for diesel engine oil, but, in order to help provide the
best protection for your engine, Cat SOSSM Services oil analysis is the preferred method of
determining oil life. For best results when determining oil life using the one half new oil TBN
method, determine the new and used oil TBN using both the ASTM D2896 and the ASTM D4739 test
methods. Change the oil when reaching one half of new oil TBN with either respective TBN test
method using the results from which ever respective test method shows reaching one half of new oil
TBN first.
For example, new oil with a TBN of 10 by ASTM D2896 should be changed when, during use, the
TBN deteriorates to 5 as determined by the ASTM D2896 test method, and new oil with a TBN of 10
by ASTM D4739 should be changed when, during use, the TBN deteriorates to 5 as determined by
the ASTM D4739 test method. Use the results from which ever respective test method reaches one
half of new oil TBN first.
Excessive piston deposits can be produced by oil with a high TBN and or high ash. These deposits
can lead to a loss of control of the oil consumption and to the polishing of the cylinder bore.
There are many factors that contribute to rapid TBN depletion, a not all inclusive list follows:
• High sulfur fuel (The more fuel sulfur, the more rapid the TBN depletion.)
• Faulty engine coolant regulators
• Light loads
• Short operation cycles
• Excessive idling
• Operating in applications were normal operating temperature is seldom reached
• High humidity (allowing excessive condensation)
Note that bullets 2 through 7 directly above all can contribute to excessive water in the crankcase oil.
The water combines with available sulfur to form sulfuric acid, neutralizing this and other acids that
are formed contribute to rapid TBN depletion.
NOTICE
Depending on application severity and localized environmental

conditions, and also depending on maintenance practices, operating
Direct Injection (DI) diesel engines and operating PC (Precombustion
Chamber) diesel engines on fuel with sulfur levels over 0.1 percent
(1000 ppm) may require significantly shortened oil change intervals in
order to help maintain adequate wear protection. Refer to this SppecisN1 0 1 4131 0 0 gf 0 0 0
• Following maintenance intervals as published in engine specific Operation and Maintenance
Manuals
More severe applications may require shortened oil drain intervals, while less severe applications may
allow for longer than standard oil drain intervals. High load factors (above 75%), particularly in
conjunction with high sulfur fuels, can contribute significantly to reducing oil drain intervals below
standard oil drain intervals.
Consult with your Caterpillar dealer regarding the testing that is required in establishing oil drain
intervals that are optimized for your application.
In order to help protect your engine, and in order to help optimize oil drain intervals for engine
specific applications and duty cycles, Cat S·O·SSM Services oil nd lysis is:
NOTICE
Proper oil viscosity AND oil type (category specification) are required
to maximize engine performance and life. Do NOT use only oil
viscosity, or only oil type to determine the engine oil selection. Using
only the oil viscosity or only the oil type to determine the engine oil
selection can lead to reduced performance and engine failure.
NOTICE
The footnotes are an integral part of the Lubricant Viscosities for

Ambient Temperatures tables - read all footnotes!
NOTICE
In colder ambient conditions an engine warm-up procedure and or

supplemental engine fluid compartment heat may be required. Engine
specific warm-up procedures can typically be found in the Operation
and Maintenance Manual for the engine.
NOTICE
Not following the recommendations found in the Lubricant Viscosities

for Ambient Temperatures Tables and associated footnotes can lead to
reduced performance and engine failure.
NOTICE
Do NOT use only the oil viscosities when determining the

recommended oil for an engine compartment. The oil type (category
specification) MUST also be used.
The API Donut

To aid customers in selecting the appropriate oil, the American Petroleum Institute has developed the
API donut symbol. The symbol (see drawing below) indicates the API service classification (upper
half of the circle), SAE viscosity grade (center of the symbol) and, if applicable, energy conserving
feature of an oil (bottom half of the circle). Energy conservation is not applicable to heavy-duty diesel
engine oils.
While any oil supplier may use the API service classifications to indicate the performance level of any
one of their commercial oils, only licensed companies may use the API donut symbol on their labels.
Licensees who use this donut have certified that each licensed oil meets all prescribed technical
performance standards. Some monitoring is done through the SAE Oil Labeling Assessment Program
(OLAP), cosponsored by API and the U.S. Army, which analyzes a representative sample of oils in
the marketplace. Therefore, for best assurance that an oil does meet the advertised performance
classification, select an oil that has the API donut display.
Illustration 2 g02142675
Cold Weather Lubricants
NOTICE
Recommended engine warm-up procedure must be followed. Refer to

the engine Operation and Maintenance Manual. Also refer to the
relevant Lubricant Viscosities for Ambient Temperatures table
footnote in this Special Publication.
NOTICE
Excessive engine idling time can contribute to excessive water in the

crankcase oil, causing corrosion, sludge, and other problems. Excessive
engine idling time can also lead to injector fouling, piston and
combustion chamber deposits, corrosive damage, and increased oil
consumption.
For proper selection of oil type, refer to the applicable Engine Oil article in this Special Publication.
For the proper selection of oil viscosity grade, refer to the Lubricant Viscosities for Ambient
Temperatures tables in this Special Publication. Also, refer to this Special Publication, Lubricant
Viscosities article.
Before attempting to start the engine, make sure that the oil in the engine is fluid enough to flow.
Check the oil by removing the dipstick. If the oil will drip from the dipstick, then the oil should be
fluid enough to allow the engine to start. Do not use oil that has been diluted with kerosene. Kerosene
will evaporate in the engine. This will cause the oil to thicken. Kerosene will cause swelling and
softening of the silicone seals. Kerosene will dilute the oil's additives. Dilution of the oil's additives
will reduce the oil's performance, and reduce the engine protection that the additives provide.
If the viscosity of the oil is changed for colder weather, also change the filter element. If the filter is
not changed, the filter element and the filter housing can become a solid mass. After the oil is
changed, operate the engine to circulate the thinner oil.
When you start a cold-soaked engine or when you operate an engine in ambient temperatures that are
below−18°C (0°F) use base oils that can flow in low temperatures. These multigrade oils have
lubricant viscosity grade of SAE 0W or of SAE 5W. An example of viscosity grade is SAE 5W-40.
When you start a cold-soaked engine or when you operate an engine in ambient temperatures that are
below −30°C (−22°F), use a synthetic base stock multigrade oil. The oil should have a lubricant
viscosity grade of SAE 0W or SAE 5W. Use an oil with a pour point that is lower than −40°C (−40°
F).
Note: Use the highest oil viscosity grade that is allowed for the ambient temperature when you start
the engine. If a different oil viscosity grade is specified in the table for Lubricant Viscosities for
Ambient Temperatures, use the viscosity grade that is specified in the table. In arctic applications, the
preferred method of lubrication is to use an engine compartment heater that is properly sized and to
use oil that is a higher viscosity grade. Refer to the Lubricant Viscosities article in this Special
Publication for further details.
Note: Cold-soaked starts occur when the engine has not been operated for a period of time, allowing
the oil to become more viscous due to cooler ambient temperatures. Supplemental heat is
recommended for cold-soaked starts that are below the minimum ambient temperatures listed in the
Lubricant Viscosities for Ambient Temperatures tables. Supplemental heat may be required for cold-
soaked starts that are above the minimum temperature that is stated, depending on the parasitic load
and other factors.
NOTICE
Engines that use fluid or pan heaters, or heated enclosures, or are kept
running under load, etc. can, and generally should use higher viscosity
oil. The Lubricant Viscosities for Ambient Temperatures tables
(Maintenance Section) Minimum viscosity for ambient temperature
recommendations are for cold-soaked conditions. Use the highest
viscosity oil that is allowed for the ambient temperature when you start
the engine - BUT, under Continuous Usage (Multiple Shifts Day), and
or when using fluid or pan heaters, etc., use a higher viscosity oil, NOT
the oil with the minimum recommended viscosity for coldsoaked
starting conditions. The higher viscosity oil will maintain the highest
possible oil film thickness. Refer to the Lubricant Viscosities for
Ambient Temperatures tables and the table footnotes for exceptions.
Example: The oil viscosity recommended for use in Caterpillar diesel

engines for cold-soaked starts at −40 °C (−40 °F) is multigrade oil of
the SAE 0W viscosity grade (SAE 0W-30, etc.). If the diesel engine is
run continuously, SAE 15W-40 viscosity grade diesel engine oil can be
used - and is generally the preferred oil viscosity in this situation.
NOTICE
If ambient conditions warrant, a higher viscosity oil of the

recommended specification category for a given compartment may
need to be installed in order to provide adequate film thickness.
NOTICE
Recommended engine warm-up procedure must be followed. Refer to

the Operation and Maintenance Manual.
Cleanliness Oil Filtering

Normal engine operation generates a variety of contaminants - ranging from microscopic metal
particles to corrosive chemicals. If the engine oil is not kept clean through filtration, this
contamination would be carried through the engine via the oil.
Proprietary Media designed to maximize engine life.
Non-Metallic Center Tube prevents metal contamination and is stronger than metal to prevent collapsing.
One-Piece Urethane End Caps bond tightly with filter media for greater strength.
Contamination & Degradation
Taking an oil sample.
The presence of water in the oil is verified and measured by the sputter test.
S·O·SSM Wear Rate Analysis

Prevent problems and reduce costs by knowing wear rates
Wear Rate Analysis is an integral part of our S·O·SSM Services program that helps you maintain
engine performance and maximize availability. Through regularly scheduled testing of oil samples
from your engine, Wear Rate Analysis detects tiny metal particles caused by component wear. By
monitoring trends in the type and quantity of particles, you can get early warning of problems before
major damage occurs.
Understanding Wear Metals

Every engine produces wear metals in everyday operation. If wear accelerates, the concentration of
wear metal particles increases, signaling a problem. Wear Rate Analysis allows you to find problems
before they result in major repairs or engine failure.
Wear Rate Analysis can detect particles that range up to about 10 microns in size. Wear metal
concentrations are expressed in parts-per-million (ppm). The S·O·SSM Services program tests for at
least 9 different substances: copper, iron, chromium, lead, tin, aluminum, molybdenum, silicon and
sodium. All are wear metals found in Caterpillar engines except silicon (which generally indicates
dirt) and sodium (which indicates water or coolant). Certain elements in a sample may be from the oil
additive package rather than from wear within the system. Skilled dealer interpreters can tell the
difference between normal elements and those that indicate abnormal wear.
Trending Wear Metals In Your Engine

Two identical engines under identical conditions may generate wear particles at different rates. Our
S·O·SSM interpreters have access to a large database of samples for comparison with samples from
your engine. However, your own engines may provide the best guidelines for appropriate levels of
wear metals in each compartment. That's why trending is an essential part of Wear Rate Analysis.
After three samples have been taken from a particular compartment, a trend for each wear metal is
established. Our interpreters then compare subsequent samples to this trend line to quickly spot
deviations as well as monitor gradual changes in concentration levels. This attention to trends also
assists with life cycle analysis, helping you optimize productivity.
S·O·SSM Services Oil Analysis
NOTICE
These recommendations are subject to change without prior notice.

Consult your local Caterpillar dealer for the most up to date
recommendations.
Caterpillar has developed a maintenance management tool that evaluates oil degradation and detects
the early signs of wear on internal components. The Caterpillar tool for oil analysis is called S·O·SSM
oil analysis and the tool is part of the S·O·SSM Services program. S·O·SSM oil analysis divides oil
analysis into four categories:
• Component wear rate
• Oil condition
• Oil contamination
• Oil identification
Component Wear Rate analysis evaluates the wear that is taking place inside the lubricated
compartment. The S·O·SSM Services analyst uses the results of elemental analysis and particle count
tests to evaluate the wear. Trend analysis and proprietary wear tables are then used to determine if
wear rates are normal or abnormal.
Oil Condition analysis is used to determine if the oil has degraded. Tests are done to look at the
oxidation, sulfation, and viscosity of the oil. The S·O·SSM Services analyst uses established guidelines
or trend analysis to determine if the oil has reached the end of its useful life.
Oil Contamination tests are performed to determine if anything harmful has entered the oil. This
analysis relies on the results from the following tests: elemental analysis, soot, particle count, fuel
dilution, water, and glycol. The S·O·SSM Services program has guidelines for the level of
contamination that are allowed in Cat engines.
Oil Identification is another very important part of the S·O·SSM oil analysis program. The wrong oil in
an engine can severely damage major components. The S·O·SSM Services analyst uses elemental
analysis and viscosity results to identify key characteristics of the oils.
These four types of analysis are used to monitor the condition of equipment and help identify
potential problems. A properly administered S·O·SSM Services oil analysis program will reduce repair
costs and the program will lessen the impact of downtime.
The S·O·SSM oil analysis program uses a wide range of tests to determine the condition of the oil and
the condition of the lubricated compartment.
Guidelines that are based on experience and a correlation to failures have been established for these
tests. See the following chart for the guidelines. Exceeding one or more of these guidelines could
indicate serious fluid degradation or a pending component failure. A trained person at your Caterpillar
dealership should make the final analysis.
Note: Cooling system problems will also reduce the life of engines. S·O·SSM coolant analysis together
with S·O·SSM oil analysis provide a complete and accurate method for monitoring the health of all
engine systems. Refer to the S·O·SSM Services coolant analysis information in this Special
Publication. A properly administered S·O·SSM Services program will reduce repair costs and lessen
the impact of downtime.
Consult your Caterpillar dealer for complete information and assistance about the S·O·SSM oil analysis
program.
Obtaining S·O·SSM Oil Samples
Before you obtain an S·O·SSM oil sample, operate the engine until the oil is warm and the oil is well
circulated. Then obtain the S·O·SSM oil sample.
In order to obtain a good oil sample, do not take the oil sample from the drain stream. The drain
stream method can allow a stream of dirty oil from the bottom of the compartment to contaminate the
sample. Likewise, never dip an oil sample from an oil container or pour a sample from a used filter.
There are two acceptable ways to obtain S·O·SSM oil samples. The following methods are listed in the
order that is preferred:
• Use an in-line sampling valve on the pressurized oil manifold.
• Use a sampling gun (vacuum pump) that is inserted into the sump.
Use of the in-line sampling valve is the preferred method. This method provides samples that are less
likely to be contaminated.
In order to obtain an oil sample from the engine, it may be necessary to increase the engine's speed.
Normally, the oil sample is taken at low idle. If the flow rate is too low, increase engine speed to high
idle in order to obtain the oil sample.
NOTICE
Always use a separate vacuum pump for oil sampling, and use a
separate pump for coolant sampling. Using the same pump for both
types of samples may contaminate the samples that are being drawn.
This contaminate may cause a false analysis and an incorrect
interpretation that could lead to concerns by both dealers and
customers.
Oil Sampling Interval

Take the oil samples as close as possible to the standard intervals. In order to receive the full value
from S·O·SSM oil analysis, you must establish a consistent trend of data. In order to establish a
pertinent history of data, perform consistent oil samplings that are evenly spaced.
Note: Refer to the Operation and Maintenance Manual for your specific engine for recommended oil
drain intervals.
Consult your Caterpillar dealer for complete information and assistance in order to establish an
S·O·SSM Services program for your engine.
More Frequent S·O·SSM Sampling Improves Life Cycle Management
Traditionally, the suggested S·O·SSM sampling intervals for diesel engines have been at 250 hours.
However in severe applications, more frequent oil sampling is recommended. Severe service for
lubricated compartments occurs at high loads, in high temperatures, and in dusty conditions. If any of
these conditions or other severe service indicators exist, sample the engine oil at 125 hour intervals.
These additional samples will increase the chance of detecting a potential failure.
Determining Optimum Oil Change Intervals

Sampling the engine oil at every 125 hours provides information for oil condition and for oil
performance. This information is used to determine the optimum usable life of a particular oil. Also,
more points of data will allow closer monitoring of component wear rates. Close monitoring also
allows you to obtain the maximum use of the oil. For detailed information on optimizing oil change
intervals, please consult your Caterpillar dealer.
Optimizing the Component Life Cycle

An increase in the number of oil samples provides a better definition of the trends in data between oil
change intervals. More oil samples will allow you to closely monitor wear patterns of components.
This action will ensure that the full life of the components are achieved.
The Technology Behind Wear Rate Analysis

We use an emission spectrometer to perform Wear Rate Analysis. The spectrometer determines wear
elements and silicon in a sample by subjecting the oil to very high temperatures. At these
temperatures, the elements in the sample are atomized, with each emitting a different wavelength of
light energy. An optical system measures and records the light energy and calculates the results in
parts-per-million for each element.
Table 3
Combinations of Classic Wear Elements
Primary Secondary Potential Wear Probable Problem Area Causes
Element Element
Silicon Iron, Chrome, Liners, Rings, Air Induction System Filter Dirt
(Dirt) Aluminum Pistons Contamination
Abnormal Operating Temps., Oil
Chrome, Liners, Rings, Degradation, Fuel and or Coolant
Iron
Aluminum Pistons Contamination, Stuck Broken
Engines- Rings
Top End
Molybdenum, Blowby, Oil Consumption, Oil
Chrome Rings, Pistons
Aluminum Degradation
Liners, Gears, Abnormal Operating Temps.,
Iron Valve Train, Lack of Lubrication,
Crankshaft Contamination, Storage (Rust)
Silicon Lead,
Bearings Dirt Contamination
Engines- (Dirt) Aluminum
Bottom Lack of Lubrication, Coolant
End Lead Aluminum Bearings Contamination, Fuel
Contamination
Pinpointing the Causes and Effects of Component Wear

By comparing infrared (Oil Condition) test results with wear metal buildup, we can pinpoint probable
causes of elevated wear metals. The chart above illustrates some of the most common wear metals,
their source(s), and the potential problems they indicate.
Spectrometry detects dirt contamination as well as wear metals. Silicon is the most common element
indicating dirt entry, although some clay soils also produce increased aluminum readings.
Monitoring Your Components
When S·O·SSM analysis identifies an increase in the concentration of one or more metals, it can point
to the wearing component most likely causing the increase and, often, the probable cause. For
example, a sudden increase in silicon and iron in an oil sample would probably indicate a problem
caused by either air system leaks or crankcase seal leaks. Refer to Table 3.
Silicon Aluminum Ratio in Dirt Varies by Location

The primary constituents of dirt are minerals containing silicon and aluminum. The ratio of these 2
elements varies widely from place to place. Clay soils contain nearly as much aluminum as silicon.
This is one reason why local interpretation of your sample results is important. We are familiar with
the soils in your area, giving us the best understanding of the combinations of elements in your
samples.
S·O·SSM Oil Condition Analysis: Maximize Performance by Knowing Your Oil

Condition
Oxygen exposure, heat and contaminants cause all oils to degrade. Engine oil is particularly
susceptible to degradation by sulfur, nitration, by-products of combustion, high temperatures, and
water from the combustion process or condensation. Oil Condition Analysis, part of the
comprehensive S·O·SSM Services program, helps prevent component damage by monitoring your oil
and keeping track of its degradation. Oil Condition Analysis also allows you to correct problems that
affect oil performance. The bottom-line benefit: maximum oil performance, optimum oil change
intervals and reduced repair costs.
Understanding Oil Condition Analysis

Oil Condition Analysis is similar to Wear Rate Analysis with one important exception: it evaluates
chemical compounds in the oil rather than wear element particles.
It works like this:
1. You submit a sample of new oil, called reference oil, when you enroll in the S·O·SSM Services
program and when you get new shipments of bulk oil. Reference oil samples are processed at
no cost to you. If you are using Cat oil, new oil samples may not be necessary. Advise your
S·O·SSM analyst of the viscosity of the Cat oil you use in each system; it has its own Cat oil
reference samples.
2. The new oil is scanned by a special instrument using infrared light. Information is stored in the
instrument's memory.
3. At each scheduled interval, you submit a sample of used oil.
4. The Oil Condition Analysis instrument focuses a beam of light through a film of used oil and
records the data.
5. The instrument uses a mathematical formula to compare the used and new oils and quantify any
differences.
Fourier Transform Infrared Analysis
S·O·SSM Oil Condition Analysis includes an infrared instrument that uses a mathematical method to
convert raw instrument data into meaningful terms. This test, often called FT-IR (Fourier Transform
Infrared Analysis), identifies and quantifies organic compound groups by measuring their infrared
absorption at the specific wavelength of each group. Besides identifying oxidation, soot, sulfur
products and nitration, the test is also used to scan for oil contamination by fuel, water or glycol
(engine coolant).
Identifying Oil Condition Before It Causes Problems

Oil Condition Analysis detects soot, oxidation and nitration products and sulfur products acids. This
test can also detect contamination by water, fuel and glycol from coolant. If detected, specific
contaminant tests are used to confirm findings. Oil Condition Analysis focuses on:
Soot
Soot is the insoluble residue of partially burned fuel. It is held in suspension by the oil additive
package and causes engine oil to turn black. When soot drops out of suspension in the oil, it
contributes to additive depletion and eventually increases oil viscosity. Heavy concentrations of soot
can cause bearing damage by starving contact surfaces of lubrication.
Oxidation
Oxidation occurs when oxygen molecules chemically join with oil molecules. This chemical reaction
is accelerated by high oil temperatures, glycol contamination from engine coolant, the presence of
copper and from extended oil change intervals. Oxidation causes the oil to thicken, form acids, and
lose lubrication qualities, which threatens the life of your components. Oxidized oil will cause
deposits on engine pistons and valves, stuck rings, and bore polishing.
Nitration Products
Nitration occurs in all engine oils but is generally only a problem in natural gas engines. Nitrogen
compounds from the combustion process thicken the oil and reduce its lubricating ability. If nitration
continues unchecked, it can result in filter plugging, heavy piston deposits, lacquering of valves and
pistons, and eventual failure.
Sulfur Products Acids

Sulfur is present in all fuels and affects all engines. During combustion, fuel sulfur oxidizes then
combines with water to form acid. Acid corrodes all engine parts but is most dangerous to valves and
valve guides piston rings and liners.
Optimizing Your Equipment with the S·O·SSM Services Program

Oil degradation may be the result of a number of factors and conditions, including extended oil
change intervals, abnormal temperatures, or contamination by fuel, water or coolant. Lower quality
oils will degrade more rapidly than a premium quality lubricant.
With Oil Condition Analysis, you can determine the extent to which oil has deteriorated during use
and verify whether it is performing up to specification during the entire oil change period.
Oil Condition Analysis is just one part of the S·O·SSM Services program that provides information to
reduce downtime and save you money by preventing major engine problems.
Additional Tests: Glycol, Water, Fuel Detection, Viscosity, and TBN

Additional oil analysis tests may be required to better define the condition of used engine oil. If the
FT-IR results show the presence of glycol, water, or diesel fuel, additional testing will be needed to
measure the quantity of these contaminants in the oil. Also in some cases, severe conditions may
warranty the need for additional oil tests. These additional tests enhance the information already
gathered in the Wear Rate Analysis and Oil Condition Analysis.
Glycol (Coolant)
Glycol causes rapid oxidation of the oil and usually indicates a cooling system leak. Severely oxidized
oil becomes sticky and forms sludge that plugs the filter. Any amount of glycol contamination in the
oil is unacceptable. Engines using water-to-oil coolers may become contaminated with coolant if a
leak develops in a cooler tube or seal.
Water
If infrared analysis indicates the presence of water, the approximate amount is determined by placing
a drop of oil on a plate heated to between 230°-250° F. If water is present, the oil will bubble and
sputter. By comparing the amount of bubbling to laboratory control samples, experienced laboratory
technicians can determine the quantity of water in the sample. Any amount over 0.5% is considered
excessive.
Water can contaminate a system by leaking in from the outside or condensing in the engine's
crankcase or compartment. When water combines with oil, it reduces the oil's ability to lubricate and
forms a sludge that plugs filters. Water passing between very close components can create hot spots.
If the water gets hot enough, it causes tiny steam explosions that can fracture metal.
Fuel
Fuel contamination is confirmed using a flash test in which the used oil is heated to a prescribed
temperature in a closed cup, then subjected to a flame. Fuel vapors driven off by the heat will flash.
Fuel in the engine oil reduces its lubricating properties. Small amounts of fuel are common as a result
of the combustion process. But if fuel levels exceed 4% we will suggest a check for defective fuel
injection nozzles and other sources of leakage. Fuel dilution is generally the result of extended idling,
incorrect timing, or a problem with the fuel injectors, pumps or lines.
TBN
All diesel fuels contain some sulfur. How much depends on the amount of sulfur in the crude oil and
or the refiner's ability or desire to remove it. One of the functions of lubricating oil is to neutralize
sulfur by-products (sulfurous and sulfuric acids), as well as organic acids formed by oxidation. In this
way, the oil helps prevent corrosive damage. Additives in the oil contain alkaline compounds
formulated to neutralize these acids. The measure of reserve alkalinity in the oil is known as the Total
Base Number (TBN). Generally, the higher the TBN value, the more reserve alkalinity capacity the
oil contains.
Sulfuric and other acids signal danger to metal engine parts, causing corrosive wear to the surfaces of
valve guides, piston rings and liners. The type of corrosive wear attributed to high sulfur content fuel
can also accelerate oil consumption. Because the level of sulfur oxides in a used oil increases with a
longer oil change interval, checking the TBN of oil is important. The TBN of the oil should be
checked for each oil sample.
Engine jacket water outlet temperature influences the formation of corrosive acids. Even when using a
fuel with less than 0.5% sulfur coolant temperatures below 82.2° C (180° F) can cause acid vapors to
condense in the engine oil system and corrosive attack occurs. Low temperatures also increase the
amount of water condensation which otherwise might have evaporated out of the oil at normal
operating temperature. This residual water depletes certain oil additives and reduces the oil's ability to
protect engine parts. This causes deposits, sludge formation, lacquering, varnish and carboning. In
applications where humidity is high, acids are more likely to form because of the additional water in
the air. So, both low coolant temperature and high humidity can result in increased corrosive attack.
Viscosity
Viscosity is defined as a measure of a fluid's resistance to flow. The standard measure of this property
for crankcase oils is termed kinematic viscosity. Kinematic viscosity is based on the ability of an oil
to flow under the influence of gravity through a capillary tube. The test for kinematic viscosity is
defined by ASTM D445.
Crankcase oil may begin to lose its lubricating properties after experiencing a 3 cSt. Change. An oil
which has experienced a viscosity change of this magnitude should not be continued in use because
damage to the engine may occur.
There are 2 most frequent causes for an increase in crankcase oil viscosity. The first is an
accumulation of combustion by-products (mainly soot) which can thicken the oil. The second is heat,
which can cause oxidation. Also, oxidation, with resultant oil thickening, can occur if engine coolant
(glycol) enters the crankcase. Water from condensation or contamination can also contribute to
oxidation.
There are two primary reasons an oil might experience a decrease in viscosity. The first is fuel
dilution, which is not a failure of the oil but a contamination problem that must be resolved promptly.
Another possible reason for a viscosity decrease is shearing of the long-chain polymer molecules that
comprise the viscosity improver additives. In such an instance, the oil can no longer maintain
performance at higher temperatures and migrates toward the lower viscosity of the base stock mineral
oil. In either case, fuel dilution or shearing, the oil can thin down to the point it can no longer
maintain an adequate oil film at operating temperatures.
When investigating a change in oil viscosity be alert to the possibility that the wrong oil was used
during an oil change or as make-up oil. Careful analysis of FT-IR test results can help determine this
possibility.
An oil that has experienced a 3 centistoke change has been used beyond its useful life. An increase in
wear metal debris will probably be detected in samples of oil which have experienced this amount of
viscosity change.
Typical Examples of Oil Related Failures

The Lubrication System
A basic understanding of the engine lubrication system is not only helpful in understanding how oil
contamination degradation can damage engine components but also in understanding how a lack of oil
can have an equally debilitating effect.
Most oil-related failures are caused either by contaminated or degraded oil flowing through the engine
or by oil failing to flow to a given component. Knowing how the lubrication system feeds the engine
can simplify failure analysis. An example of this would be a bearing failure due to lack of lubrication.
If the failure is discovered early, the bearings farthest from the oil supply may show the greatest
damage.
The lubrication system for each engine may differ slightly; however, most principles are the same.
The lubrication system for the 3408 Engine is similar to other engine lubrication systems. As shown
in the schematic, the oil pump sends oil through the oil cooler and then through the oil filters. The
bypass valves for the oil cooler or oil filters protect the system if there is a reduction in the oil flow.
When the engine is started with cold oil, or if the cooler or filter becomes plugged, the bypass valves
assure a constant flow of oil to the engine oil passage.
Oil from the filter flows into the block oil manifold. This oil then flows into the various block oil
passages to lubricate and cool the various engine components; then it returns to the oil pan.
The lubrication system of a 3408 Engine.
Bearings
Oil-related bearing failure is usually attributed to one of two sources: lack of lubrication or dirt in the
oil.
Lack of lubrication or oil starvation refers to an insufficient oil film between the crankshaft journal
and bearing. Prolonged operation of an engine with an insufficient oil film will cause damage to
progress quickly to a smeared bearing, then to a scuffed bearing, and finally to a seized bearing. The
first stage of this type of damage is smearing. This stage will show displacement of the lead-tin
overlay, normally in the center of the bearing.
In the second stage of damage, scuffing, the aluminum in the center of the bearing is displaced. The
final stages of failure result in total seizure.
In all three stages the rotating journal displaces some of the bearing material from the crown toward
the mating face of each bearing half. The amount of displaced material will depend on how severe the
lack of lubrication is.
Contamination in the oil causes abrasion and results in scratching the bearing surface by wiping away
some of the oil film. Particles of iron, steel, aluminum, plastic wood, cloth, etc. can also attack the
journal surface. As the bearing and journal surfaces wear, clearances increase and oil film thickness
changes, resulting in uneven support of the surfaces.
A major source of debris-laden oil is a plugged filter. Plugged filters allow unfiltered oil containing
wear particles, dirt and debris to flow to the bearings, scratching and damaging their surfaces.
Excessively dirty oil can cause damage even after changing oil. Some old abrasives may remain
embedded in the bearings and cause the bearings to act like a grinder on the crankshaft. See the next
section, Minimizing the Occurrence of Oil-Related Engine Failure, for examples of crankshaft
damage.
Bearing shows smearing, which is the initial stage of damage caused by lack of lubrication
Scuffed rod bearing with more severe damage as a result of lack of lubrication.
Seized bearing, which is the final stage of lack of lubrication damage.
Very heavy scratches and wear caused by lack of oil. Some of the lead-tin overlay has been lost.

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Media Search - SEBD0640 - Oil and Your Engine{1000} Page 5 of 41

Here is a brief description of what each additive does and how.

Aftermarket Oil Additives

Total Base Number

Ash or Sulfated Ash

Low Shear Rate

5W 6600 at -30 60,000 at -35 3.8

API Engine Oil Classifications

API-CJ-4 – Introduced in 2006 for Heavy Duty Diesel Engine Service

Failure to follow these oil recommendations can cause shortened

Cat Diesel Engine Oils

In order to achieve expected ash service intervals, performance, and

There are three current Cat ECF specifications:

Caterpillar does not warrant the quality or performance of non-

Failure to follow these oil recommendations can cause shortened

Note: TBN is also commonly referred to as Base Number (BN).

• Faulty engine coolant regulators

• Short operation cycles

• Operating in applications were normal operating temperature is seldom reached

Depending on application severity and localized environmental

The footnotes are an integral part of the Lubricant Viscosities for

In colder ambient conditions an engine warm-up procedure and or

Not following the recommendations found in the Lubricant Viscosities

Do NOT use only the oil viscosities when determining the

The API Donut

Cold Weather Lubricants

Recommended engine warm-up procedure must be followed. Refer to

Excessive engine idling time can contribute to excessive water in the

Example: The oil viscosity recommended for use in Caterpillar diesel

If ambient conditions warrant, a higher viscosity oil of the

Recommended engine warm-up procedure must be followed. Refer to

Cleanliness Oil Filtering

Proprietary Media designed to maximize engine life.

Contamination & Degradation

Taking an oil sample.

S·O·SSM Wear Rate Analysis

Understanding Wear Metals

Trending Wear Metals In Your Engine

S·O·SSM Services Oil Analysis

These recommendations are subject to change without prior notice.

• Component wear rate

Obtaining S·O·SSM Oil Samples

• Use an in-line sampling valve on the pressurized oil manifold.

Oil Sampling Interval

More Frequent S·O·SSM Sampling Improves Life Cycle Management

Determining Optimum Oil Change Intervals

Optimizing the Component Life Cycle

The Technology Behind Wear Rate Analysis

Pinpointing the Causes and Effects of Component Wear

Monitoring Your Components

Silicon Aluminum Ratio in Dirt Varies by Location

S·O·SSM Oil Condition Analysis: Maximize Performance by Knowing Your Oil

Understanding Oil Condition Analysis

It works like this:

3. At each scheduled interval, you submit a sample of used oil.

Fourier Transform Infrared Analysis

Identifying Oil Condition Before It Causes Problems

Sulfur Products Acids

Optimizing Your Equipment with the S·O·SSM Services Program