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Book Bits

From "Practical Lubrication for Industrial Facilities":

Storage temperatures should remain moderate at all times. The oilhouse should be located away from such possible sources of industrial contamination as coke dust, cement dust, textile mill fly, and similar forms of grit or soot. It should be kept clean at all times, with regular cleaning schedules being maintained. This applies above all to the dispensing equipment, which must never be allowed to become fouled, since this results in contamination and poor functioning.

Contamination and confusion of brands are two main things to be avoided in the handling of partially emptied containers and dispensing equipment. Thus, orderliness is essential. Dispensing equipment should bear a label that matches the container from which it was filled. Labels on all equipment and containers should be kept legible at all times. Drying oils, such as linseed oil, should not be stored in the oilhouse. If they get into a lubrication system, the result, of course, is faulty lubrication and stoppage.

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Today's Tip

• In gear contacts, low surface roughness and thin oil films produce much less wear than high surface roughness and thick oil films. Properly “running in” a new gear unit can play a critical role in reducing surface roughness.

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Q & A

"How important is TBN in an oil analysis now that most units run on low sulfur diesel fuel?"

First, lets consider what we mean by TBN. Total base number (now more correctly called just Base Number or BN) is sometime referred to as "reserve alkalinity". As this name implies, BN measures the amount of alkali in reserve to react and neuralize acids formed during combustion. This alkalinity is of course provided by the overbase detergent additives included in diesel engine oils.

As you quite correctly point out, most of the acids formed in a diesel engine come from sulfur in fuel. However, there are other sources of acids such as those formed by oil and/or additive degradation as well as other acids formed during combustion, particularly nitric acid which is unavoidable due to the reaction of NOx species with water vapor.

Secondly, again as you point out, most engines now run on low fuel sulfur - but this does not mean NO FUEL SULFUR. While this reduction in sulfur levels will undoubtedly result in slower detergent additive consumption, the determination of BNs will still be important in determining the rate of consumption/depletion.

Perhaps the more important issue is that with new EPA emission regulations, engine designers are developing engines with exhaust gas recirculation (EGR) to reduce NOx emissions. While these measures will help to reduce emissions, the recirculation of exhaust gases containing acidic vapors will result in increased additive depletion and the possibility of increased corrosive wear, particularly in rings and liners.

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