3.

Lubricating Oil
3.1 Recommendations for use
Selection of a suitable lubricating oil and its purification during engine service are of decisive
importance to an engine's performance, its reliability, its wearing phenomena and its useful life.
The loads to which the oil is exposed are manifold since, in addition to lubricating the highly
loaded pairs of materials in sliding-friction contact with each other, the engine oil functions as a
heat carrier fluid, e.g. in cooling the pistons, and it acts as a sealing element, typically between
the combustion chamber and the crankcase.
Due to (i) the increase in output of SKL engines, (ii) longer intervals between maintenance
checks and inspection procedures as expected by customers, (iii) necessary reduction of friction
and wear and (iv) the fuel grade which is becoming increasingly lower in particular for engines
burning heavy fuel oil, exclusive use is being made of doped engine oils with combinations of
additives that must be tailored to the specific service conditions.
To this end, the following general approaches apply:

- The HD performance level is required to increase with increasing engine output.

- As the sulphur content in fuel increases the alkaline reserve (TBN) of the oil must be higher
and more efficient.
- An inadequate (thermally unstable) base oil cannot become a heavy-duty oil whatever the
combination of additives is.

SKL, in the tabulation overleaf, recommend lubricating oils. These recommended lube oils can
be expected to not give rise to trouble in engine duty. The sequence at which the lube-oil makes
are presented in the tabulation does not imply any qualify feature.

However, SKL do not accept liability for the suitability of lube oils.

Intervals between oil changes, piston inspection procedures and cleaning routines as reflected
by the maintenance schedules furnished for the engines, and given as a function of oil grades
and oil purification procedures are indicative figures. They have been indicated while allowing
for an adequate safety factor such that engine operation is ensured without major trouble
occurring as a result of poor oil performance. The intervals indicated may be longer if the user,
through oil analyses, (i) verifies the good-quality condition of the oil and (ii) conducts sample
checks to be sure that the running-gear components are in a sound condition.

Still, particular service conditions may call for intervals shorter than those indicated, including
but not limited to:

- Longer-than-normal operation at loads of less than 50%;

- Excessive speed reduction during marine service;
- Use of inappropriate fuels;
- Inadequate engine condition, such as spray nozzle damage, poor sealing relative to the
crankcase, excessive wear to pistons / piston rings / cylinder liners, etc.
- Use of inappropriate oil grades or mixtures of oils.

If, during normal operation, use is made of fuel that contains less than 1.8% sulphure, along
with the related oil, higher sulphur-in-fuel levels of up to 2.5% would be non-critical for short
periods of time (less than 300 hours). In engines consistently burning fuels that contain more
than 1.8% sulphur, use the oil related to the particular, higher sulphur content. In this case,
sulphur-in-fuel levels being less than 1.5% would be non-critical for short periods of time (less
than 500 hours).

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 Lacquer formation at the cylinder liners of highly supercharged diesel engines may occur and
cause excessive lube oil consumption and promote wear problems.
Apart from combustion and engine design as influencing factors, the relatively low sulphur con-
tent in the fuel plays a decisive role in lacquer formation.
Use of a suitable lube oil grade will minimize lacquer formation at the cylinder liner and thus in-
crease the engine’s reliability.
When using low-sulphur fuels (sulphur content in the fuel < 0.5 %), the lube oil grade Shell
Gadinia AL 40 should be exclusively used.

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 Table 5: SAE Class 40 Lube oils for SKL engines
(Stand: Januar 2005)

Producer Brand Oil grade

to be used in case of X% sulphur in fuel

Agip Cladium 120 Sulphur in fuel from 0,5% up to 1,0%

Agip Agip Cladium 300 Sulphur in fuel from 1,5% up to 3,5%
Agip Cladium 400 Sulphur in fuel from 3,5% up to 5,0%
Vanellus C3 40 Sulphur in fuel from 0,5% up to 1,0%
BP Marine Energol HPDX 40 Sulphur in fuel from 0,5% up to 1,0%
Energol DS3-154 Sulphur in fuel from 1,0% up to 1,5%
Energol IC-HFX 204 Sulphur in fuel from 1,0% up to 1,5%
Energol IC-HFX 304 Sulphur in fuel from 1,5% up to 2,5%
Energol IC-HFX 404 Sulphur in fuel from 2,5% up to 3,5%
Energol IC-HFX 504 Sulphur in fuel from 4,0% up to 5,0%
MLC 40 Sulphur in fuel from 0,5% up to 1,0%
Castrol MHP 154 Sulphur in fuel from 0,5% up to 1,0%
MHP 164 Sulphur in fuel from 0,5% up to 1,0%
TLX Plus 204 Sulphur in fuel from 0,5% up to 1,0%
TLX Plus 304 Sulphur in fuel from 1,5% up to 3,0%
TLX Plus 404 Sulphur in fuel from 3,0% up to 5,0%
Delo 1000 Marine Sulphur in fuel from 1,0% up to 1,5%
Chevron Delo 2000 Marine Sulphur in fuel from 1,5% up to 2,5%
(Texaco - FAMM) Delo 3000 Marine Sulphur in fuel from 2,5% up to 3,5%
Delo 4000 Marine Sulphur in fuel from 3,5% up to 5,0%
EXXMAR 12 TP 40 Sulphur in fuel from 0,5% up to 1,0%
EXXON MOBIL EXXMAR 24 TP 40 Sulphur in fuel from 1,0% up to 2,0%
(Esso) EXXMAR 30 TP 40 Sulphur in fuel from 2.0% up to 3,0%
EXXMAR 40 TP 40 Sulphur in fuel from 3,0% up to 5,0%
EXXMAR 30 TP 40 PLUS Sulphur in fuel from 2,0% up to 3,0%
EXXMAR 40 TP 40 PLUS Sulphur in fuel from 3,0% up to 5,0%
Mobilgard ADL 40 Sulphur in fuel from 0,5% up to 1,0%
EXXON MOBIL Mobilgard 412 Sulphur in fuel from 0,5% up to 1,0%
(Mobil) Mobilgard M 430 Sulphur in fuel from 1,5% up to 3,5%
Mobilgard M 440 Sulphur in fuel from 1,5% up to 3,5%
Mobilgard M 50 Sulphur in fuel from 3,5% up to 5,0%
Mobilgard SP 55 Sulphur in fuel from 3,5% up to 5,0%
GULF OIL Nederland Gulfmar DPO Plus Sulphur in fuel from 1,5% up to 2,5%
ADDINOL MS 4012T Sulphur in fuel from 1,5% up to 2,5%
Q8 Mozart HPX Sulphur in fuel from 0,5% up to 1,0%
Kuwait Petroleum Q8 Mozart 520 Sulphur in fuel from 0,5% up to 1,0%
Q8 Mozart SHPD Sulphur in fuel from 0,5% up to 1,0%
Q8 Mozart KV Sulphur in fuel from 0,5% up to 1,5%
Q8 Mozart DP Sulphur in fuel from 0,5% up to 1,5%
Q8 Mozart MSL Sulphur in fuel from 2,5% up to 3,5%
Q8 Mozart MSH Sulphur in fuel from 3,5% up to 5,0%
Schmierstoffraffinerie Wintershall Rekord 40 Sulphur in fuel from 0,5% up to 1,0%
Salzbergen Wintershall Rekord plus 40 Sulphur in fuel from 1,0% up to 3,0%
Gadinia AL 40 Sulphur in fuel less than 0,5%
SHELL AG Rimula X 40 Sulphur in fuel from 1,0% up to 1,5%
Argina T 40 Sulphur in fuel from 1,5% up to 3,5%
Argina X 40 Sulphur in fuel from 3,0% up to 5,0%
TARO 20 DP 40 Sulphur in fuel from 1,8% up to 2,5%
Texaco TARO 30 DP 40 Sulphur in fuel from 3,0% up to 4,0%
(Chevron - FAMM) TARO 40 XL 40 Sulphur in fuel from 4,0% up to 5,0%
Disola MT 40 Sulphur in fuel from 0,5% up to 1,0%
TOTAL RUBIA S 40 Sulphur in fuel from 0,5% up to 1,0%
(TotalFinaElf) Disola M 4015 Sulphur in fuel from 1,0% up to 1,5%
Rubia FP 40 Sulphur in fuel from 1,0% up to 1,5%
Rubia ST 415 Sulphur in fuel from 1,0% up to 1,5%
AURELIA 4030 Sulphur in fuel from 1,5% up to 2,0%
AURELIA XT 4040 Sulphur in fuel from 2,5% up to 3,5%
AURELIA XT 4055 Sulphur in fuel from 4,0% up to 5,0%

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 3.2 Purification and Systems
Basically, oil-carrying piping, tanks, etc. are expected to be free from foreign matter such as
scale or welding residues prior to engine oil being filled in or topped up.
A great many and a variety of dirt particles such as products resulting from wear to cylinder
liners, piston rings and bearings, or soot products, products resulting from fuel consumption, as
well as contaminants resulting from coolant-circuit leakage develop during engine operation.
Various filter systems have been experienced to give reliable service as full-flow and bypass
filtration systems for purification of lube oil. The filter system and the related filter sizes must be
thoroughly selected. In addition to the filter size proper, it is the total oil volume concerned and
the time intervals required between oil changes which govern the design of the oil filter system.
Cleaning of engine oil by means of centrifugal separators has proved to be useful in partciular
for larger installations comprising several engines. Separation can adopt both the purification
method (watzer added to enhance the efficiency of separation) and the clarification method. The
purification approach should be preferred whenever the oil producer approves of oil being
cleaned with addition of water. Water should be added in compliance with specifications issued
by oil producers.

3.3 Analysis and Criteria for Oil Changes

The results of chemial and physical analyses, while characterising an engine oil, are only
conditionally con-clusive as to an oil's suitability for a given engine under operating conditions.
On the other hand, results of analyses are likely to vary during operation, and they are indicative
of an oil change becoming necessary. Regular monitoring of the quality of oil, provided accurate
methods are employed, suggest the time when an oil change is due. This equally applies to so-
called quick tests, again on the proviso that the oil specifications are continuously monitored
during operation. To this end, a test kit is optionally available from SKL.
The following is an assessment of individual oil specifications tested by way of analyses.

3.3.1 Viscosity

The viscosity as a measure of the viscidity of an oil characterises the flow behaviour of a given
oil. It is given in SI units as [m²/s] or [mm²].
Engine oils are grouped in the light of their viscosity, and generally classed as per SAE
standard.

SKL Engines may only use Class SAE 40 engine oils. Use of oils not complying with SAE
40 specifica-tions including multigrade oils is subject to SKL's prior approval.

Under normal operating conditions, the viscosity of a given oil increases as a result of ageing
and absorption of soot during operation. The acceptable viscosity increase threshold is 25% of
the viscosity of fresh oil. This threshold may only be exceeded if the lube oil producer has
laboratory-tested the particular used engine oil, and approves a further use.

Inversely, the viscosity may decrease as a result of fuel being absorbed because of poor nozzle
performance or faulty nozzles, or leaky unions and piping. In this case, the threshold is the
lower limit of the kinematic viscosity (in Centistokes; cSt) of the particular viscosity class.

For field use, quick-test methods can provide adequately meaningful information about the oil's
suitability for further use. In such a case, the viscosity of a used oil is not determined directly;
the oil is compared to reference oils the viscosity of which corresponds to the upper viscosity
limit.

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 3.3.2 HD Performance

The HD performance cannot be ascertained by means of non-sophisticated laboratory methods.

The additives admixed to the as-refined base oil, in part, consist of oragnometallic compounds
which can be verified when the oil is reduced to ashes. The oil producer's additive formulation is
selected to suit the particular type of oil and its potential application. The capability of these
additives to keep clean the oil-wetted surfaces of components, in particular in piston-and-liner
assemblies, while keeping the soot from combustion in suspension is determined in complex
engine test runs, and given by oil producers in conformity with internationally common
specifications.

Generally, the classing is made to API (American Petroleum Institute) or to American Military
Specifications.

SKL Engines require an engine oil not inferior to the following performance classes:

- for engines subjected to low loads:

CB, CC or
MIL-L-2104 A

- for engines subjected to high loads:

CC or
MIL-L-46152,
(MIL-L-2104 B)

- for engines subjected to high loads, heavy operating conditions (highly changing loads and
operation at part loads) as well as particular conditions with respect to fuel:
CC, CD or
MIL-L-46152,
MIL-L-2104 C,
(MIL-L-2104 B).

Ageing and absorption of soot from combustion cause the properties of oil to deteriorate. Any oil
is only capable of keeping in suspension a limit amount of substances not soluble in oil. When
the dirt-holding capacity specific to a particular oil is exceeded a layer of oil mud settles in the
oil-carrying components and oil carbon deposits build up on the piston-and-rings assembly.

In laboratory tests it can be demonstrated which amount of substances insoluble in oil are
maintained in suspension in a used oil. Comparison to the threshold limit specified by the
producer suggests the time when an oil change is due. In this context, it is emphasised that, in
the light of national test methods as well as methods typical of a particular company, numerical
figures of the methods cannot be directly compared to each other.

3.3.3 Alkalinity

The additives admixed to the oil and entailing the HD performance of the oil are of an alkaline
nature such that the sulphuric-acid deposits resulting from combustion of the fuel are
neutralised. Thus, corrosion is prevented when burning sulphurous fuels, and wear is kept
within reasonable limits. Alkalinity is measured as a potassium hydroxide solution (KOH)
equivalent , i.e. as mg KOH/g, and is denoted by the TBN (total base number), the number
(volume) of all alkaline solutions. It is understood that the combination of additives must be
selected to suit not only the operating conditions of the engine, but also the sulphur-in-fuel level.
Irrespective of the alkaline activity and the HD performance of the individual additives, the
following assignment has turned out to be practical:

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 Table 6: Alkalinity of lube oils (indicative figures)

Sulphur in fuel % up to 0,5 0,5 to 1,5 1,5 to 2,5 2,5 to 3,5 3,5 to 5,0

Alkalinity TBN mg KOH/g 2 to 6 10 to 15 20 to 25 30 to 40 40 to 50

The TBN of a used engine oil in an engine burning diesel fuel should be not less than
2 mgKOH/g, and for engines burning heavy fuel oil the TBN should be not less than 50% of that
of fresh oil such that neutralisation of the sulphuric-acid combustion products is still achieved.

If (i) the oil is properly selected, (ii) oil consumption is within the limits indicated for a given
engine and (iii) in case of normal operating conditions, the TBN is not likely to drop below the
threshold.

3.3.4 Flash Point

The flash point of a lubricating oil varies as a function of viscosity and, hence, the classing into
the boiling-point range; as a rule it is greater than 220°C. Usually, in the course of engine
operation, the flash point increases slightly. In particular when engines burn distillate fuels the
flash point can be employed as an indicator of the presence of such fuels in lubricating oil. The
threshold for an oil change in engines burning diesel fuel is reached when the flash point drops
to levels below 180°C.
In the event of entry of mixed fuels and heavy fuel oils, the effect on the flash point is
accordingly lower.

3.3.5 Water Content

Water in engine oil can be the result of either condensation or leaks. Whenever water is present
there is a risk of corrosion occurring in the running-gear case. Condensate would usually
evaporate after a short period of operation. Unless this happens, look for the cause of ingress of
water and eliminate the trouble. The water content can be determined in the laboratory and by
quick tests. It must not exceed 0.2% during operation.

3.3.6 Sampling

Lube oil samples required for the testing of lubricants can be taken from internal-combustion
engines in conformity with DIN 51574. In addition, DIN 51750 should be referenced for the
testing of mineral oils.

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 Table 7: Limits in analysis

Oil Characteristic Limit Test Methods

Increase in viscosity because of max. 25% of the viscosity of fresh DIN 51562
ageing and/or accumulation of oil * ASTM D 445
contaminants

Total base number (TBN) In engines burning diesel fuel: DIN ISO 3771
not less than 2 mgKOH/g; ASTM D 2896
in engines burning heavy fuel oil:
not less than 50% of the level of
fresh oil

Flash point not less than 180 °C DIN ISO 2592

ASTM D 95

Water content max. 0,2 % DIN ISO 3733

ASTM D 95

Total contaminants max. 2 w/w DIN 51365

ASTM D 893

* Levels above the limit may only be acceptable if the lube oil producer has laboratory-tested the
used engine oil and approved of further use.

3.4 Mounted Units and Recommendations for Use

Due to their design, engine-mounted units such as

- Fuel injection pump;

- Turbocharger;
- Governor;
- Generators

are in part equipped with an individual lubricant supply. As units of different manufacturers are
mounted as a function of the technical specification, oil purification must be conducted in
conformity with the instructions given by the particular manufacturer.

Turbine oils must NOT be mixed with engine oils. Even traces of engine oil may cause
turbine oil foaming in the turbocharger, e.g. when vessels are used to top up both turbine oil and
engine oil.

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