Concerned/ want opinions (oil sample)

[barbwire]

Sorry guys I tried a thousand times to flip the pic but to no avail. I sure would appreciate some opinions on this sample report from you guys that have some expierience on these matter. If you can make it out that is

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[RKohn]

looks like time to change.

I don't understand their negative numbers on th anti-wear additive and I wonder about that jump in copper. But what really caught my eye is... . aren't you changing your filters?



rick

 

[barbwire]

changing filters

I don't understand their negative numbers on th anti-wear additive and I wonder about that jump in copper. But what really caught my eye is... . aren't you changing your filters?



rick

Yes I am changing the filters, at the 10000 mile intervals. However, I wait untill I take the sample to do that. That is why it is not reflected on the reports. I guess that I do not tell them that. I am definately going to drop the 5/30 Amsoil! Where does copper come from? Rod bearings?

Also, with that much junk floating around in my oil, it would indicate that my duall bypass system is not working, wouldn't it???????????

 

[barbwire]

You know, they do not put in the report, how many microns these particles are. Does anyone have any ideas on this

 

[EMD Diesel Power]

Both the Copper and Iron levels are too high in my opinion, especially with the jump in the Copper level from one test to the next. Not sure how the Amsoil and the same oil for 50k (with filter changes) will affect test results though... ... . Also the bearing materials may be different between the 12-valve and the HPCR engine.



I never had any Iron reading higher than 25 on my '96 12-valve. My Copper readings were always 1-2. This was running Shell Rotella 15-40, with 10k oil/filter change intervals.



I would keep a close eye on the Iron and Copper readings... . Im surprised that SOS-CAT didnt say anything, but that also depends on a great extent to the skill of the tester. Just from what I know and the numbers that are showing up, I would say that you have some possible bearing problems that have just started..... even with the condensation levels taken into effect.



Who knows, maybe this is normal, hopefully others will be able to chime in with their test results. Check with Cummins too and see what they say!



Hopefully that helps..... sorry for the long post... . lots of info.



Jeff







FYI

Here are my notes regarding wear metals and locations from in oil analysis:



FE - Iron

Indicates wear from rings, sleeves, crankshaft, cylinder walls or valve train.



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.



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.



AL - Aluminum

In many engines, the presence of Aluminum indicates pistons and 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.

 

[David Oxland]

I had a '99 that in it's early days started to show copper particularly after I switched to synthetic. I inquired from Cummins and the lab and they both felt that this was most likely that this was from an unpassivated oil cooler.

I'd thought that moisture from cold running or accumulated from a lot idling in cold weather might contribute to breakdown of the passivated layer on a copper cooler. There is, I believe, a thread or two about high copper readings



If you are making metal from bearings I'd say you were in trouble. It should be accompanied by high Lead being from the overlay and later from copper.

 

[Vaughn MacKenzie]

I've seen a lot of posts about Copper suddenly spiking on oil analysis reports so it's a fairly common thing with our CTDs. Nothing to worry about, just keep an eye on it. My copper readings spiked a lot higher that yours barbwire. It tapered off and stabilized to low numbers again after about 30,000 miles. I did, however, have a jump in Iron count with Amsoil 5W30 when I tried it for 20k so decided not to run it any more.



Vaughn

 

[barbwire]

I've seen a lot of posts about Copper suddenly spiking on oil analysis reports so it's a fairly common thing with our CTDs. Nothing to worry about, just keep an eye on it. My copper readings spiked a lot higher that yours barbwire. It tapered off and stabilized to low numbers again after about 30,000 miles. I did, however, have a jump in Iron count with Amsoil 5W30 when I tried it for 20k so decided not to run it any more.



Vaughn

Your post puts me more at ease. But if your samples took 30000 miles to come around to better #s, you must have been quite concerned as well. I trust you have put many more miles on since the #s fell back in line? And all is well?

I think that since I pull constantly, I will opt for a higher viscosity oil as well.