Explanation to the motor oil analysis
Content:
Problem: Silicone and/or dust
- Air filter is damaged due to incorrect blow out
- Air filter doesn't sit correctly and therefore does not seal tight
- Incorrect air filter size for the housing (not an original spare part)
- Broken or contorted air filter in the housing
- Induction pipe, air inlet pipe or inlet hose from the air filter to the motor is damaged
- Intake pipe is untight, hose clamps at the intake pipe are not tightened
- Air pipe to the turbo charger is not tight
- Low pressure valve does not fit correctly
- Sealings (o-rings) of the injection nozzle of Otto engine is brittle
- Connection between crank case and air filter is faulty
- Missing oil dipstick, seal at the oil dipstick is missing
- Wrong or missing seal at the oil-filler neck
- Incorrect oil storage - upright drums with open or contaminated openings
- Oil top-up with a dirty container
- Incorrect sample taking
- sand blasting works that have been carried out
- Additionally added additive containing silicone
- Silicone is an element in alloys of aluminium and therefore a possible wear particle in fully aluminium motors
- Up to 15 mg/kg of silicone are contained in fresh oil as an anti-foaming additive
- In new or repaired motor silicone may be a component in silicone conatining fitting lubricants or sealing materials.
Problem: Overheating of the motor, water or glycol in the oil
- faulty cylinder head gasket, tears in the cooling circuit
- long Langer idle running or partial load operation during colder temperatures
- faulty thermostat, temperature /water level meter untight
- cooling fin blocked, deposits in the radiator
- damaged water pump seals, damaged bearing
- damaged water hose, (squeeze system and check for leaking)
- cooling water level too low
- pressure compensation valve in the plug cap damaged
- fan belt of the fan slips through
- Fan thermostat does not work properly
- motor is continuously overloaded, incorrect dimensioning of the radiator
- cooling ribs in air-cooled motors are clogged, accumulation of dirt on the motor
- entry of air into the cooling system
- coolant pump is drawing air
- mixing of incompatible coolants
- incorrect ratio of the coolant protection (glycol) and water
- squeeze cooling system to check for leaking
- remove motor oil sump, then pressure test the system
- check cylinder head gasket
- check O-rings as „wet“ cylinder liner
- leaking water cooled oil radiator
- cylinder liner broken or damaged
- blind via-holes for stud bolts have hairline cracks
- condensate due to too low operating temperature
- rainwater in the fresh oil drum due to incorrect storage
- top-up with the same container that is used to top up cooling water
- steam blasting in the sealing area with too high pressure
- water in the sample bottle, which has been flushed with water
- condensate due to long down times
Problem: Too much diesel, RME or fuel
- Has the sample been taken correctly?(have vacuum pump, hose or sample bottle been flushed with fuel?)
- Problems with the fuel feed, leaky feeder, seals at the pump
- Faulty injection pump or dripping plug-in pump
- Worn out injection nozzles, irregular spray pattern due to water or dirt in the fuel
- Crusty deposits of oil additives on the nozzles, because motor oil has gotten into the fuel
- Long idle running during cool weather, colling water temperature too low
- Expanded operating times uner minimum load
- Incorrect set-up of the water thermostat
- Damaged seals or o-rings of the injection nozzle
- Fuel pump or injection pump set incorrectly
- Mixed fuel, such as diesel with RME, burns worse
- Contaminated, water or bacterium containing fuel
- Faulty automatic motor management, incorrect valve settings
Problem: Noticeably high wear
- Are there conspicuous wear or contamination particles in the oil or air filter?
- Are there peculiar noises during starting?
- If the oil level is too low, the oil pump draws air?
- Is the oil pressure sufficient?
- Are oil pump, oil pressure sender and pressure limit valve alright?
- Is there overheating?
- Has coarse dust permeated?
- Is the oil too thin due to too much fuel?
- Is the oil too thick due to oxidation or soot?
- Has the incorrect oil type been used?
- Has the oil sample been taken from the oil filter?
- Are there too many blow-by-gases, which cause the pressure in the crank case to rise?
- Is compression at optimum level?
- Are valve clearance and control correct?
- Is there piston jamming due to irregular spray pattern of the nozzles
Problem: High percentage of soot, nitration or sulfation
- Incomplete combustion, because too little air is coming through the filter or the inlet system
- Problems with theexhaust system, damaged pipe or muffler, exhaust back pressure too high
- Fuel feed interupted ( faulty injection)
- Faulty turbo charger
- Compression too low and extreme blow-by
- Filter intervals too long, blocked main stream filer
- No by-pass filtration due to damaged valve at the by-pass filter
- Extremely low operating temperature, faulty cooling system, hanging coolant thermostat
- Oil change intervals too long
- Unsuitable, contaminated, highly sulphur containing fuel
- RME or FAME as diesel substitute do not meet specifications or are completely reestered
