[Chris]

Hi Rodger, what does this all mean? I’ve never run a test on my engine and
I’m wondering what are the normal readings that one should see and is there
even a “normal” to be had? I mean, would these readings all be read
differently if say your engine was 5 years younger or older? And would normal readings
for your engine be different then for a Series 60? I think it’s a great idea to run a
test like this and to know the “insides” of ones engine, but you’d have to have
some references to make a fair assessment right?

Just wondering.

Fred

[Charles]

It’s best to track the oil analysis over a period of time to gain a history for comparison, but any analysis is better than nothing.

Thanks for sharing Roger..

[Peter]

Oil analysis is a tool often used to measure engine condition and identify potential problems before they become very serious.

As Tom points out a continuing program of oil and or coolant analysis is ideal because it establishes what is normal for a given engine. Then any changes in the elements identifies that something is happening. Since the engines and cooling systems introduce trace amounts of elements a spike in any of the elements is a signal there might be a problem. Different materials are used for different components so a spike in any element also leads you to the area that might be a problem.

Oil analysis is often used in aviation and the lab that does the analysis sees a problem they may even give you a call to alert you to the problem.

Not all out of range readings mean the engine is failing however. That is why a series of readings need to be taken over time to determine normalcy. If your coach or one you contemplate buying is unused for a period of time for example you might expect to see higher than normal iron readings. But if subsequent readings continue to show high iron content then the abnormal reading is cause for concern.

[Archived]

These are all good replies. I intend to monitor/compare with a 3yr old analysis I did. I do remember while in the USAF my roomate, a recip eng mech would routinely draw oil samples and do the analysis. I wonder who short of DD or affiliate could give us a rendering of what all those measurements could or do mean?

[Tom]

We routinely send oil to the lab for analysis in aircraft engines. Most labs will inform you that you should analyize only with either a new or recently overhauled engine in order to establish a baseline; they do not advise to analyize oil from a high time engine. Additionally there are specific techniques for collecting a valid sample, mid way through the drain (not at the beginning or the end and certainly not from the drain pan), into a lab provided sampling bottle avoiding all outside contamination. These samples are usually collected (on airplanes) at 50 engine hour intervals; a report will be returned and anything out of norm will be shaded red with notations to re-analize the oil in 25 hours. The lab that we use will analyize any oil, from your lawn mower to your airplane and its roughly $500 for the report.

What we do on higher time engines, actually on all engines, is to cut the oil filter, remove the paper element which opens like an accordion and set it on plastic for a few hours to drain completely. We then look at the paper with a bright light, or by aiming the paper at the sun and look for metal chunks. Then we take a magnet to any metal found, chunks of metal that a magnet will collect, NO BUENO! A very small amount of metal is normal but chunks are not, and warrant further investigation. To that I might add that if metal is found, say in a bus engine, I would run it for another 500 miles or so and look again before tearing into the engine.

John

[Ray]

My experience with my 8V92 was that the critical issues were fuel and coolant dilution of the oil. The fuel dilution will go unnoticed as it leaks inside the engine from injectors/lines and will toast an engine if not detected. I have an oil analysis done at every change and look specifically at these two items. I dn’t get quite as excited about the metal issues unless they’re way out of line. Remember, engine oil also lubricates/cools the alternator and air compressor so they could be a source of contaminants.

[Rodger]

It has been my experience that fuel dilution, if bad enough to ruin the engine, will be caught if you check the oil. You will be way over full. Coolant on the other hand, needs far less to ruin bearings which will take out the crankshaft. A good fuel bath may only clean things out if caught early enough by a driver who actually checks the oil as part of a proper per trip inspection. Most coolant leaks are found at oil change time, or by samples coming back with high sodium levels.

[Archived]

My limited knowledge has been concern with coolant and/or fuel contamination. At 165k miles I watch coolant level and oil dipstick levels and use the sampling to detect unseen probems. I have a good supply of analysis collection bottles which only need to be properly filled & mailed back and a few days later report is back ds

[Alvie]

[Archived]

Hi
Rodger, sorry if these are simple questions but I getting that collecting the
samples is a very important part of this. Where is the best place to take the
samples from? Do you get the coolant from the slump tank or do I have to wait for when I change it out? or maybe from the coolant filter? Should I take the oil sample from the drain
pan when changing the oil? And where would I get the sample containers? NAPA? Thanks
for posting your results, it got me thinking about all this and how important it
is to have a history of this information.

Fred

[Archived]

The oil analysis “kit” will provide instructions on the collection method. Generally the oil is to be collected soon after an engine has been run and is hot. I think it also is to be collected after the plug has been removed and a little has drained so the readings aren’t affected by an excess of what might be considered as sludge. In reality you want to avoid gravity separation which is why drawing it from a recently run engine provides a good mix and representation of the oil elements.

I can say based on experience that when an oil analysis is showing a spike in elements the chances are you have already run the engine enough to do damage. As Mark points out there is no better way to catch issues early than to do a daily engine check. If your coolant level hasn’t gone down in a long time and all of a sudden it is down and there is no coolant leaking onto the ground you may have caught a problem before damage can occur. If your coach normally needs oil added after about 5000 miles, but you notice it either never goes down on the dipstick or is going up on the dipstick you should be sniffing the end of the dipstick and trying to figure if fuel is entering the crankcase.

Just like an oil analysis is looking for change, so should your daily pre-trip inspection. If you do your daily inspection over time you really get to know your engine and what you are looking for is change. While this may seem obvious, when you are driving your gauges are also clues to your engine’s health. From use you should recongnize normal. Then when the gauges start to change from what you considered normal, start trying to figure out what that change means. Even a change as small as a needle width might be an indication you should investigate something further.

As our coaches get more sophisticated electronics for managing the engine and alerting us to potential or real problems keep in mind that the alerts we get are when values reach the minimum or maximum limits. We have the ability to catch issues before they reach any extremes if we pay attention.

[Clifford]

Some really helpful info on the Wanderlodge site that is worth checking out. http://www.wanderlodgeownersgroup.com/forums/showthread.php?t=15699&highlight=oil+analysis

[Larry & Diane]

There are many labs out there. Here’s one I’ve used. Here’s a link to diesel sample reports, http://www.blackstone-labs.com/diesel-engine.php

As said by others, a single report is good, trends compiled from several reports is much better.

[Rick & Denise]

These links are very help full thank you!