Castrol Technical Information
Castrol Technical Information
AND TABLES
CONTENTS
Classification of lubricants 7
Marine fuels 11
Glossary 20
Appendix 27
Conversion tables 33
All reasonable care has been taken in the preparation of the publication. However, Castrol Marine does
not accept responsibility for any loss, damage or expense arising from any act or error of whatever nature,
or any inaccuracy or advice of whatever nature.
1
USED OIL ANALYSIS
INTRODUCTION
Analysis of samples to determine the condition of both the oil and the
machine is not a new concept, but modern, rapid and computerised analysis
equipment has made regular routine sampling economically viable. Hence
the use of analysis has become an important and widely recognised aspect of
condition monitoring as part of a planned maintenance programme.
2
ROUTINE TESTS ROUTINE TESTS
VISCOSITY INDEX
The VI of an oil is calculated from its kinematic viscosities at 40C and 100C and the resultant
value indicates the temperature/viscosity relationship of that oil. An oil with a high VI experiences
smaller decreases in viscosity as the temperature at which it is working increases than does an oil
with a lower VI. Conversely as the ambient temperature decreases, the viscosity of a high VI oil will
increase at a lower rate than that of an oil with a lower VI.
FLASH POINT
The flash point is the lowest temperature at which a vapour above a liquid will ignite when a
flame is applied under standard conditions. This can be expressed (usually in degrees Celsius) as
"Closed" or "Open" depending upon whether the Pensky-Marten Closed Cup (PMCC) or the
Cleveland Open Cup (COC) test method is used.
In an engine oil, decreases in flash point (either Closed or Open) are usually due to distillate fuel
dilution but in extreme conditions may also be a symptom of thermal cracking of the oil.
Contamination by residual fuel may not appreciably depress the flash point but can, if the flash
point of the fuel is naturally low.
Flash points (PMCC) well in excess of 190C are normal, but if the flash point is depressed to
less than 170C, then remedial action such as partial or total replenishment of the oil charge,
should be carried out.
3
USED OIL ANALYSIS
TOTAL INSOLUBLES
This is the total amount of extraneous matter, expressed as a percentage of the quantity of the
oil, which is mainly derived from products of combustion blown by the piston rings into the oil
wetted areas of the engine. It also includes burnt lubricating oil and additive ash, rust, salt, wear
debris and abrasive matter.
Increases may be due to the amount of blow by and sudden increases may indicate piston ring
collapse or breakage.
The limiting values for total insolubles that are set by the engine manufacturers are dependent
upon many factors which may include:
Engine construction. Operating conditions. Fuel in use.
Purification facilities. Size of oil charge.
BASE NUMBER
The Base Number (BN) - expressed as milligrams of potassium hydroxide per gram of oil (mg
KOH/g) - is the alkaline reserve incorporated into an oil to neutralise acidic products of
combustion derived from sulphur in the fuel. It also gives some measure of the relative detergency
of the oil.
Decreases in BN are normal since these indicate that neutralisation of acids is being effected.
Depletion to 50% - 60% of the oil's original BN (depending upon the engine type) is the point
at which make-up with new oil is usually recommended. Many engine manufacturers specify
minimum levels below which the BN should not be allowed to fall.
If the rate of BN depletion is too great and the oil charge requires replenishment at frequent
intervals, consideration should be given to replacing the charge with an oil with a higher initial BN.
The actual rate of BN depletion can be apparently reduced by high lubricating oil "top up" rates.
Thus a high rate of BN depletion may be hidden if the oil consumption rate (and hence the
quantity of new oil used to top up the system) is also high.
Excessive piston ring blow by, in addition to increasing the total insolubles level, can also accelerate
the rate at which the BN is depleted due to the amount of acids from combustion products
entering the crankcase. Similarly, if this results in oxidation of the oil charge, acids produced will
increase the BN depletion rate.
The size of the oil system (i.e. the sump capacity) can also affect the depletion rate because the
smaller the quantity of oil in circulation, the faster the alkali will be neutralised by acids.
Sometimes the BN increases. In the crankcases of crosshead engines this can usually be attributed
to contamination by the cylinder oil.
4
ROUTINE TESTS ROUTINE TESTS
WATER
This contaminant may be due to leakages from the jacket, cylinder liner, piston cooling water or
purifier. In some cases, condensation inside the crankcase, or ingress via the tank top, filling
lines or air vents may be the cause.
In general, no water at all should be present in the lubricating oil especially salt water. The
maximum level tolerated before corrective action is required varies from one engine type to
another, but is generally in the range 0.1 - 0.5%.
CONDITION
The presence of water or other contaminants may be seen in a sample and its condition may be
described as being "Cloudy", or the presence of foreign matter may be remarked upon.
COLOUR
With used engine oil samples, the natural colour of the oil will invariably be darkened by products
of combustion. In other cases, however, the colour - or deviation from the "normal" colour of a
particular oil - may be indicative of changes taking place in the oil. For example the onset of
oxidation will usually be indicated by a darkening of the oil.
DENSITY
Density is the ratio of the mass of a substance to its volume. Absolute density is usually expressed
as kg/m3, kg/litre or as g/litre. Relative density (or specific gravity - SG) is the comparison of the
density of a substance with the density of freshwater - both are quoted at the same reference
temperatures - and is a dimensionless ratio. The density value is required for the selection of the
correct purifier gravity disc.
5
USED OIL ANALYSIS ROUTINE TESTS
With all wear metals and contaminants, the important factor is the change in the quantities of
material identified i.e. the trend not the actual measurement. The number of parts per million
recorded has significance only when it is compared with previous samples.
Also, it must be remembered that the trend in wear metal elements primarily indicates the
condition of the machine rather than the condition of the oil. However, the deterioration of the
condition of the oil will also be highlighted by this trend as the amount of contamination may
build up to a point where the oil may have to be changed, or a regime of intensive purification, or
filtration, of the oil introduced. Wear debris which is by nature abrasive may generate secondary
wear material. Also as larger particles become worn down, small pieces of debris will be formed
which increase the total "wear metal" count.
Only very small (0.8 micron) particles are collected and quantified in a spectrometer; larger
pieces of debris in the oil are screened out. Consequently catastrophic engine failures are unlikely
to be predicted from ICP element counts since such failures usually involve the generation of
relatively large metallic particles. However, ICP analyses can provide reliable indicators of long
term wear patterns since these are associated with the production of small particles.
6
ROUTINE
CLASSIFICATION
TESTS OF LUBRICANTS
7
CLASSIFICATION OF LUBRICANTS
COMPARATIVE VISCOSITY CLASSIFICATION FOR LUBRICANTS AND
BASE OILS
850 42
775 40
700 38
680
625 36
550 34
500 140 32
460
450 30
400 7 28
365 26
315 320 24
280 6 22
240 20
220 50
90
205 18
5
175 16
150 40
140 14
650 N
4
115 85W 12
500 N
100 30
85 3 10
68 80W 300 N
60 2 8
20
46 200 N
40 1 6
32 75W
10W
20 22 100 N 4
15 5W
10 10 2
8
TEMPERATURE, DEGREES CELSIUS
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
100,000 100,000
500 500
400 400
300 300
200 200
150 150
TESTS
100 100
75 75
50 50
40 40
30 30
KINEMATIC VISCOSITY CENTISTOKES
20 20
VISCOSITY - TEMPERATURE VARIATION GRAPH
00
ISO
68
15 0 15
ISO
46
0
ISO
32
10 0 10
9.0 ISO
22 9.0
0
8.0 8.0
ISO
7.0 15 7.0
0
ISO ISO
6.0 ISO ISO
15 ISO
ISO
32 46 ISO
ISO
10 6.0
7 10
22 68 0
5.0 5.0
4.0 4.0
-20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
Reprinted, with permission, from the Annual Book of ASTM Standards. Copyright American Society for Testing and Materials, 1916 Race Street, Philadelphia. PA 19103. USA
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 210 220 230 240 250 260 270 280 290 300 310 320 330
9
CLASSIFICATION OF LUBRICANTS
MIN. cSt NR NR NR NR NR NR NR NR
MAX. cSt NR NR NR NR NR NR NR NR
VISC.@ 100OC
MIN. cSt 3.8 4.1 5.6 5.6 5.6 9.3 12.5 16.3
MAX. cSt NR NR NR NR <9.3 <12.5 <16.3 <21.9
NR: No requirement
NR: No requirement
10
ROUTINE TESTS MARINE FUELS
NOTES
Commonly used designations like Gas Oil, Marine Diesel Oil or similar do in no way represent
a certain quality nor any standardised properties. This applies also for Heavy Fuel designations as
they are widely used, e.g. Intermediate Fuel, Bunker Fuel or similar.
IF 380 or any other IF.... fuel is not a fuel with any determined specific property, with the
exception of the upper viscosity limit at 50oC.
BS MA 100 (1996) and ISO 8217 (1996) are identical specifications of marine fuels.
11
MARINE FUELS
12
ROUTINE TESTS MARINE FUELS
13
14
REQUIREMENTS FOR MARINE RESIDUAL FUELS
CATEGORY ISO -F-
CHARACTERISTIC LIMIT RMA RMB RMD RME RMF RMG RMH RMK RMH RMK
30 30 80 180 180 380 380 380 700 700 TEST METHOD REFERENCE
Density @ 15 C, kg/m3 max. 960.0 975.0 980.0 991.0 991.0 991.0 991.0 1010.0 991.0 1010.0 ISO 3675 or ISO 12185 (see also 7.1)
Kinematic Viscosity at max. 30 30 80.0 180.0 180.0 380.0 380.0 380.0 700.0 700.0 ISO 3104
50C, mm2/s (1)
Flash Point, C min. 60 60 60 60 60 60 60 60 60 60 ISO 2719 (see also 7.2)
Pour Point (upper), C (2)
MARINE FUELS
(1) Annex C gives a brief viscosity/temperature table for information purposes only. 1 mm2/s = 1 cSt.
(2) Purchasers should ensure that this pour point is suitable for the equipment on board, especially if the vessel operates in
both the northern and southern hemispheres.
(3) A sulphur limit of 1.5% (m/m) will apply in SOx emission control areas designated by the International Maritime Organisation, when its
relevant protocol enters into force. There may be local variations.
(4) A fuel shall be considered to be free of ULO if one or more of the elements zinc, phosphorus and calcium are below or at the specified limits.
All three elements shall exceed the same limits before a fuel shall be deemed to contain ULO.
ROUTINE TESTS BLENDING DIAGRAM
100 90 80 70 60 50 40 30 20 10 0
10,000 10,000
7,000 7,000
5,000 5,000
2,000 2,000
1,000 1,000
800 800
600 600
500 500
400 400
300 300
200 200
100 100
50 50
40 40
30 30
25 25
20 20
15 15
10 10
5 5
4 4
3 3
0 10 20 30 40 50 60 70 80 90 100
15
MARINE FUELS
100
90
80
70
60
50
40
30
20
10
0 10 20 30 40 50 60 70 80 90 100
The reading of these diagrams will provide you with figures of sufficient accuracy for practical
use. It must be noted however, that certain variation may occur, depending on engine
maintenance, shell-fouling or weather influence.
16
ROUTINE
SPEED, OUTPUT
TESTS & FUEL CONSUMPTION
120
110
100
90
ED
SPE
80
70
UT
TP
OU
60
50
80 85 90
95 100 105
EXAMPLE 1 EXAMPLE 2
90% of the rated speed are 79% of the rated speed are
achieved at 73% engine-output. achieved at abt. 50% of the rated
engine-output.
17
EMISSION LIMITS
TABLE 1
UNITS CO HC THC + NOX PM SMOKE
NOX
Euro I>85kW g/k Whr 4.5 1.1 8.0 0.36
Euro II g/k Whr 4.0 1.1 7.0 0.15
Euro III g/k Whr 1.5 0.25 2.0 0.02 0.15
Standards are changing and are often specific to certain engine applications and/or size categories.
The above table is for guidance only and it is recommended that where specific details are
required of emissions limits, reference should be made to the appropriate regulatory body.
NOTES
1. European standards are now governed by the EU and apply to all member states.
2. California Air Resources Board, (CARB) set differing and normally tougher standards than
the Environmental Protection Agency, (EPA).
3. Category 1 engines are specified as land based non-road diesels with a power rating
greater than 37kW and cylinder displacement of less than 5 litres.
4. Category 2 engines are specified as locomotive engines with a cylinder displacement of
between 5 litres and 30 litres.
5. Category 3 engines are specified as unique marine engine design with a cylinder displacement
of greater than 30 litres. Tier 1 is the same standard as IMO Marpol Annex VI.
18
ROUTINE TESTS EMISSION LIMITS
TABLE 2
REQUIRED
(x = % O2) mg/m3 PPM g/GJ
Known
mg/m3 1 0.487 5.07
20.94 -x
Known
PPM 2.054 1 10.47
20.94 -x
Known
g/GJ 20.94 -x 20.94 -x 1
5.07 10.47
19
GLOSSARY
Acid Any substance containing hydrogen in combination with a non-metallic element(s) and
capable of producing hydrogen ions in solution. An acid is capable of neutralising or being
neutralised by a base.
Acidity In lubricants, acidity denotes the presence of acidic constituents whose concentration is
usually defined in terms of an acid number.
Additives A chemical compound or compounds added to a lubricating oil for the purpose of imparting
new properties or enhancing existing properties.
Aniline Point The lowest temperature at which a hydrocarbon fluid is completely miscible with an equal
quantity of aniline. The higher the reading, the lower the aromatic content, and hence the
smaller the effect on rubber.
Antifoam Agent An additive used to suppress the foaming tendency of petroleum products in service. May
be a silicone oil to break up surface bubbles or a polymer to decrease the number of small
entrained bubbles.
Antiwear Agent Additives or their reaction products which form thin, tenacious films on highly loaded parts
to prevent metal-to-metal contact.
Aromatics Hydrocarbons of ring structure having the smallest hydrogen to carbon ratio.
API Gravity An arbitrary scale adopted by the American Petroleum Institute for expressing the relative
density of an oil.
Ash Some additives, particularly conventional detergent additives, leave behind a powdery
residue after combustion. This residue is known as ash and can cause engine malfunction if
allowed to build up in the combustion chamber, cylinder liner ports and turbochargers.
Ash (sulphated) The ash content of an oil, determined by charring the oil and breaking the residue with
sulphuric acid and evaporating to dryness. Expressed as % by mass.
Asphaltenes Components of asphalt which are insoluble in petroleum naphtha but are soluble in aromatic
solvents. They are hard and brittle and made up largely of high molecular weight polynuclear
hydrocarbon derivatives containing carbon, hydrogen, sulphur, nitrogen, oxygen and usually
nickel, iron and vanadium.
Barrel A unit of volume measurement used for petroleum and petroleum products.
A barrel = 42 US Gallons, ~ 35 Imperial Gallons or ~ 159 litres.
Base A compound which reacts with an acid to produce a salt plus water.
Base Number A measure of the amount of acid-neutralising additive present in a lubricating oil, also
known as Total Base Number.
Base Stock Refined petroleum oil used in the production of lubricants and other products. The base
(Base Oil) stock may be used alone or blended with other base stocks and/or additives, to manufacture
a finished lubricant.
Bitumen A viscous liquid or solid consisting of hydrocarbons and their derivatives which is soluble in
an aromatic solvent such as benzene. It is non volatile and softens when heated. Bitumen
may be black or brown in colour and possesses water proofing and adhesive properties. It is
obtained from refinery processes but is also found as a natural deposit.
20
ROUTINE TESTS GLOSSARY
Black Oils Asphaltic materials are added to lubricants used for open gears and steel cables to impart
extra adhesiveness, giving them the characteristic black colour.
Blending The intimate mixing of various components, including base oils and additives,in the
preparation of a product of specified properties.
Blow-by Passage of combustion gases past the piston rings of internal combustion engines, resulting
in contamination of the crankcase oil.
Boundary Lubrication between two rubbing surfaces without the development of a full fluid
Lubrication lubricating film. It occurs under high loads and requires the use of antiwear or EP additives
to prevent metal-to-metal contact.
Bulk Modulus The reciprocal of the compressibility of an oil. The higher the Bulk Modulus of a fluid, the
greater its incompressibility.
Cams Eccentric lobes attached to a camshaft and driven by a crankshaft which are used in most
internal combustion engines to open and close valves and sometimes operate fuel pumps.
Carbon Residue Coked material remaining after an oil has been exposed to high temperatures under controlled
conditions. Carbon residue is thus an indicator of the coke forming tendencies of an oil. It can
be expressed as Conradson, Ramsbottom or Micro-Carbon residue (MCR).
Catalyst Fines Small (typically less than 50 micron) particles of aluminium silicate used as a catalyst in catalytic
cracking (cat cracker) refineries. They are sometimes carried over in the refinery process and
can be found in residual fuels. They are very abrasive and can cause excessive wear in engine
parts - particularly fuel pumps, injectors, cylinder liners and piston rings.
Cetane Index A measure of the ignition quality of a distillate fuel, that is the relative ease with which the
fuel will ignite when injected into a compression - ignition engine. Cetane Index is calculated
from the API gravity and the mid boiling point of the fuel. High Cetane indices shorter
ignition lags and are associated with better combustion performances.
Cetane Number Similar to Cetane Index but is derived from a standard engine test rather than by calculation.
Cloud Point The temperature at which a cloud or haze begins to appear when an oil, which has been
previously dried, is cooled under prescribed conditions. Such a cloud or haze is usually due to
the separation of wax from the oil.
Cold Filter A measure of the ability of diesel fuels to flow at low temperature. A fuel with low CFPP is
Plugging Point capable of being used satisfactorily at low ambient temperatures and not cause blockages in
(CFPP) fuel systems through the precipitation of wax particles.
Copper Strip A qualitative measure of the tendency of a petroleum product to corrode pure copper.
Corrosion
Crosshead Diesel Slow-speed marine diesel engine with separate lubrication systems for cylinders and crankcase.
Engine Invariably operating on the 2-stroke cycle these engines derive their name from the crosshead
bearing which couples the piston rod and the connecting rod.
Crown The top of the piston of an internal combustion engine above the firing ring which is exposed
to direct flame impingement.
21
GLOSSARY
Cylinder Oil Lubricating oil having a high BN for the lubrication of the cylinders of crosshead marine diesel
engines and some types of trunk piston engines.
Demulsibility The ability of lubricant to withstand the formation of an emulsion with water. This property is
measured by a test which times the separation of a well-mixed sample of oil and water, and
gives a Demulsification Number or Value.
Detergent A substance added to a lubricant to keep engine parts clean. In engine oil
formulations, the detergents most commonly used are metallic soaps with a
reserve of basicity to neutralise acids formed during combustion.
Dew Point The temperature at which water vapour in the air starts to condense to liquid.
Dispersant An additive designed to disperse oil insoluble sludge in suspension, thus preventing harmful
deposition in oilways.
Distillate A product obtained by condensing the vapours distilled from petroleum or its products.
Distillation Range The range of temperatures, usually determined at atmospheric pressure by standard apparatus,
over which boiling, or distillation, of a liquid proceeds. Only a pure substance has one definite
boiling point at a particular pressure. Petroleum distillates contain a complex range of
hydrocarbon compounds and consequently a range of boiling points is determined which is
different for different distillates.
Drop Point The temperature at which a grease passes from a semi-solid to a liquid under specified test
conditions.
Emulsibility The ability of an oil or other non-water soluble fluid to form an emulsion with water.
Emulsion An intimate mixture of fine particles of one liquid in another. An emulsion is said to break
when the particles join up and the liquids separate.
End Point The highest temperature indicated on the distillation thermometer when a light distillate is
(Final Boiling Point) subjected to one of the standard laboratory methods of distillation.
Engine Deposits Accumulations of sludge, varnish and carbonaceous residues due to blow-by of unburned and
partially burned fuel, or from partial breakdown of the crankcase lubricant. Water from
condensation of combustion products, carbon, residues from fuel or lubricating oil additives,
dust and metal particles also contribute.
Engine Test Use of an internal combustion engine to evaluate lubricants. Parameters such as piston ring
groove fill, piston varnish, component wear, oil viscosity etc. are measured.
Esters Compounds of alcohols and fatty acids which form the major constituent of many synthetic
lubricating oils.
Extreme Pressure EP oils and greases contain additives (usually based on sulphur, phosphorus or chlorine)
(EP) Lubricants which, under the effects of high temperature and pressure, form a protective film on metallic
surfaces, preventing metal-to metal contact if the normal hydrodynamic film breaks down
under high pressure.
Fire Point The lowest temperature at which an oil vapourises rapidly enough to burn for at least five
seconds after ignition under standard conditions.
22
GLOSSARY
Flash Point The temperature to which a combustible liquid must be heated to give off sufficient vapour to
form a momentarily flammable mixture with air when ignited under specified conditions.
Floc Point A measure of the tendency of an oil to flocculate - or precipitate wax - under prescribed
conditions. It is mainly applicable to refrigeration oils.
Four Ball EP Test Method for determining extreme pressure (EP) properties of fluids. One steel ball under load
rotates against three stationary balls in the form of a cradle. Heated test fluid is subjected to a
series of timed tests at increasing loads until welding occurs. Wear is described by scar diameter
plus load to weld in kg.
Friction The resisting force encountered at the common boundary between two bodies when, under
the action of an external force, one body moves, or tends to move, relative to the other.
FZG Gear Test Rig A method for determining the load carrying ability of lubricants. Calibrated spur gears are
operated at fixed speed and controlled initial oil temperatures for 15 minute stages. The load
on the gear teeth is increased after each stage. Performance is judged by the number of
stages run up to a defined weight loss of the test gears or visual assessment of damage to
the tooth flanks. Maximum number of stages is 12.
Gas Oil A petroleum distillate having a viscosity and distillation range between those of kerosene and
light lubricating oil. The distillation range of gas oils usually extends from 2000C to 3800C.
Gas oil is used as a fuel in medium and high speed diesel engines and as a burner fuel in
heating installations.
Grease A lubricant composed of an oil, or oils, thickened with soap or other thickener, to a semi-solid
or to a solid consistency.
Hydrocarbons Chemical compounds which consist entirely of carbon and hydrogen. They form the basic
composition of all fuels and lubricants derived from petroleum.
Immiscible Incapable of being mixed to form a homogeneous mixture, eg. oil plus water.
Inhibitor A substance which is added in a small proportion to a lubricant to prevent or retard undesirable
changes in the quality of the lubricant, or in the condition of the equipment in which the
lubricant is used.
Insolubles Contaminant found in used oils due to dust, dirt, wear particles and/or oxidation products
often measured as pentane or benzene insolubles to reflect insoluble character.
Kinematic Measure of fluids resistance to flow under gravity at a specific temperature (usually 40OC
Viscosity or 100OC).
Lands The vertical surfaces of the piston crown and the areas between the piston rings.
Lubricant Any substance interposed between rubbing surfaces for the purpose of reducing friction
between them.
Miscible Descriptive of substances, usually liquids, which mix together to form a homogeneous mixture.
Multigrade Multigrade is a term used to describe an oil for which the viscosity/temperature characteristics
are such that its low temperature and high temperature viscosities fall within the limits of two
different SAE numbers.
23
GLOSSARY
Naphthenic Base A type of base stock prepared from Naphthenic crudes (crudes containing a high percentage
Stock of ring type aliphatic hydrocarbons). They are characterised by high specific gravity plus low
viscosity index.
Neutralisation A measure of the acidity or alkalinity of an oil. The number is the mass in
Number milligrams of the amount of acid (HCI) or base (KOH) required to neutralise one gram of oil.
Nitration The process whereby nitrogen oxides attack petroleum fluids at high temperature, often
resulting in viscosity increase and deposit formation.
NLGI Number A numerical scale devised by the U.S. National Lubricating Grease Institute for classifying the
consistency range of lubricating greases. The higher the number, the stiffer or less viscous
the grease and vice versa.
Oxidation A process by which oxygen combines with a material (e.g. oil), to form another substance.
Oxidation Inhibitor An additive which slows down the rate of oxidation of an oil.
Paraffinic Base A type of base stock prepared from Paraffinic crudes (crudes containing a high percentage of
Stock open-chain aliphatic hydrocarbons). They are characterised by low specific gravity and high
viscosity index.
Penetration Measure of consistency (hardness) of a grease. All penetration measurements are in inverse
scale of consistency - that is, the softer the consistency, the higher the penetration number.
Petrolatum Also referred to as mineral jelly or petroleum jelly, petrolatum is a salve like mixture of oil
and microcrystalline wax obtained from petroleum.
Petter WI Single cylinder gasoline engine. Evaluates oil oxidation by viscosity increases and copper/lead
bearing weight loss. Duration is 36 hours at 1500 rpm with sump oil temperature at 1370C.
Poise (P) The standard unit of dynamic viscosity, usually quoted as centipoise (cP).
Polishing (Bore) Excessive smoothing out of the surface finish of the cylinder bore or cylinder liner in an engine
to a mirror-like appearance, resulting in depreciation of the ring sealing efficiency and adhesion
of the oil to the liner surface, leading to high oil consumption. Bore polishing can be produced
by excessive quantities of combustion products which build up on the piston lands and rub on
the liner, or by ring scuffing.
Pour Point The lowest temperature at which a lubricant will pour or flow under specified conditions.
Gives an indication of the lowest operating temperature for which an oil is suitable.
Pour Point An additive used in a small proportion to lower the pour point of a lubricant by modifying
Depressant the formation of wax crystals so that they do not agglomerate.
Pumpability The characteristics of an oil permit satisfactory flow to and from the engine oil pump and
subsequent lubrication of moving components.
24
GLOSSARY
Refining Series of processes for converting crude oil and its fractions to finished petroleum products,
including thermal cracking, catalytic cracking, polymerisation, alkylation, reforming, hydrocracking,
hydroforming, hydrogenation, hydrogen treating, solvent extraction, dewaxing, deoiling, acid
treating, clay filtration and de-asphalting.
Residual Fuel Oil Very heavy fuel oils produced from the residue of the fractional distillation process rather than
from the distilled fractions.
Rings The circular metallic elements that ride in the grooves of a piston and provide compression
sealing during combustion. Also used to spread oil for lubrication of the cylinder liners.
Ring Sticking The situation when the piston grooves become sufficiently full of deposits or covered with
lacquer to prevent the piston rings from moving freely.
Rust Preventative Compound for coating metal surfaces with a film that protects against rust. Commonly used
for the preservation of equipment in storage.
Scuffing Abnormal wear occurring in engines due to localised welding and fracture. It can be prevented
through the use of antiwear, extreme pressure and friction modifier additives.
Shear Stability The property of resisting physical change under high rates of shear when
applied to a Viscosity Index Improver. It is the ability of the VI improver molecules
to withstand breakdown into smaller molecules.
S.I.P.W.A Sulzer Integrated Piston ring Wear detecting Arrangement. This equipment monitors the rate
at which piston rings wear in crosshead engines, which in turn provides an indication of the
cylinder liner wear rate and the performance of the cylinder oils.
Sludge Oil insoluble products formed from lubricants and/or fuels used in internal combustion engines,
and deposited on engine parts other than those in contact with the combustion space.
Solvent Extraction Refining process used to separate reactive components (unsaturated hydrocarbons) from lube
distillates in order to improve the oils oxidation stability, viscosity index and response to additives.
Surfactant A compound able to reduce surface tension and commonly used to achieve emulsification,
wetting or detergency.
Stoke (St) The unit of kinematic viscosity, i.e. the measurement of a fluids resistance to flow defined by
the ratio of the fluids dynamic viscosity to its density; usually quoted as centistokes (cSt).
Straight Run Fuels produced by distillation without cracking or alteration to the structure of the constituent
hydrocarbons.
Thermal Cracking An oil refinery process in which the reaction is produced by the action of heat and pressure.
(Visbreaking)
Timken OK Load Measure of the EP properties of a lubricant. Lubricated by the product under investigation, a
standard steel roller rotates against a block. Timken OK load is the heaviest load that can be
carried without scoring.
Trunk Piston Medium-speed, or high-speed, diesel engine generally using the same oil for both cylinder
Diesel Engine and crankcase lubrication, and utilising connecting rods to transmit piston power directly to
the crankshaft rather than through a crosshead.
Turbine A piece of equipment in which a shaft is steadily rotated by the impact of a current of steam,
air, water, or other fluid directed from jets or nozzles upon blades of a wheel or series of wheels.
25
GLOSSARY
Turbocharger Compressor driven by exhaust gas driven turbine supplying air at higher pressure to the engine
to increase power.
Viscosity That property of a liquid by virtue of which it offers resistance to motion or flow. It is commonly
regarded as the thickness of the liquid. Viscosity decreases with increasing temperature.
Viscosity Index An arbitrary scale used to measure a fluids change of viscosity with temperature.
(VI)
Viscosity Index An additive employed to raise the VI of a mineral oil and other products.
Improver
Zinc (ZDP) Commonly used name for zinc dithiophosphate, an antiwear/oxidation inhibitor chemical.
26
CONVERSION TABLES APPENDIX
INDEX
Gravity and density conversions 28-29
Conversion tables
Temperature 33-34
Measurement 35
Distance 36
Weight 36
Volume 36
Pressure 37
Work 37
Power 37
27
GRAVITY AND DENSITY
When calculating a weight in kilogram by multiplication of the density by a volume (at the
same temperature) the result is a weight in vacuum. To obtain the weight in air, subtract
0.0011 from the determined density.
28
GRAVITY AND DENSITY
29
RELATIVE DENSITY CORRECTIONS
For mineral oil average correction 0.00065 per C (not for official use).
To find the specific density at 15C from a given density at any other temperature use the sign
digits as indicated in this table.
To find the actual density at any temperature when specific density is known, use the inverse
sign of this table
CENTIGRADE TABLE
TEMPERATURE CORRECTION TEMPERATURE CORRECTION TEMPERATURE CORRECTION
0Oc - 0.0097 34C 0.0123 68C 0.0334
1 - 0.0091 35 0.0130 69 0.0351
2 - 0.0084 36 0.0136 70 0.0357
3 - 0.0078 37 0.0134 71 0.0364
4 - 0.0071 38 0.0149 72 0.0370
5 - 0.0065 39 0.0156 73 0.0377
6 - 0.0058 40 0.0162 74 0.0383
7 - 0.0052 41 0.0169 75 0.0390
8 - 0.0045 42 0.0175 76 0.0396
9 - 0.0039 43 0.0182 77 0.0403
10 - 0.0032 44 0.0188 78 0.0409
11 - 0.0026 45 0.0195 79 0.0416
12 - 0.0019 46 0.0201 80 0.0422
13 - 0.0013 47 0.0208 81 0.0429
14 - 0.0006 48 0.0214 82 0.0435
15 0.0000 49 0.0211 83 0.0442
16 0.0006 50 0.0227 84 0.0448
17 0.0013 51 0.0234 85 0.0455
18 0.0019 52 0.0240 86 0.0461
19 0.0026 53 0.0247 87 0.0468
20 0.0032 54 0.0253 88 0.0474
21 0.0039 55 0.0260 89 0.0481
22 0.0045 56 0.0266 90 0.0487
23 0.0052 57 0.0273 91 0.0494
24 0.0058 58 0.0279 92 0.0500
25 0.0065 59 0.0286 93 0.0507
26 0.0071 60 0.0292 94 0.0513
27 0.0078 61 0.0299 95 0.0520
28 0.0084 62 0.0305 96 0.0526
29 0.0091 63 0.0312 97 0.0533
30 0.0097 64 0.0318 98 0.0539
31 0.0104 65 0.0325 99 0.0546
32 0.0110 66 0.0331 100 0.0552
33 0.0117 67 0.0338
30
ROUTINE
RELATIVE
TESTSDENSITY CORRECTIONS
For mineral oil average correction 0.00036 per F (not for official use).
To find the specific density at 60F from a given density at any other temperature use the sign
digits as indicated in this table.
To find the actual density at any temperature when specific density is known, use the inverse
sign of this table
FAHRENHEIT TABLE
TEMP CORRECTION TEMP CORRECTION TEMP CORRECTION TEMP CORRECTION
50F - 0.0036 83F 0.0083 116F 0.0202 149F 0.0320
51 - 0.0032 84 0.0086 117 0.0205 150 0.0324
52 - 0.0029 85 0.0090 118 0.0209 151 0.0328
53 - 0.0025 86 0.0094 119 0.0212 152 0.0331
54 - 0.0022 87 0.0097 120 0.0216 153 0.0335
55 - 0.0018 88 0.0101 121 0.0220 154 0.0338
56 - 0.0014 89 0.0104 122 0.0223 155 0.0342
57 - 0.0011 90 0.0108 123 0.0227 156 0.0346
58 - 0.0007 91 0.0112 124 0.0230 157 0.0349
59 - 0.0004 92 0.0115 125 0.0234 158 0.0353
60 0.0000 93 0.0119 126 0.0238 159 0.0356
61 0.0004 94 0.0122 127 0.0241 160 0.0360
62 0.0007 95 0.0126 128 0.0245 161 0.0364
63 0.0011 96 0.0129 129 0.0248 162 0.0367
64 0.0014 97 0.0133 130 0.0252 163 0.0371
65 0.0018 98 0.0137 131 0.0256 164 0.0374
66 0.0022 99 0.0140 132 0.0259 165 0.0378
67 0.0025 100 0.0144 133 0.0263 166 0.0382
68 0.0029 101 0.0148 134 0.0266 167 0.0385
69 0.0032 102 0.0151 135 0.0270 168 0.0389
70 0.0036 103 0.0155 136 0.0274 169 0.0392
71 0.0040 104 0.0158 137 0.0277 170 0.0396
72 0.0043 105 0.0162 138 0.0281 171 0.0400
73 0.0047 106 0.0166 139 0.0284 172 0.0403
74 0.0050 107 0.0169 140 0.0288 173 0.0407
75 0.0054 108 0.0173 141 0.0292 174 0.0410
76 0.0058 109 0.0176 142 0.0295 175 0.0414
77 0.0061 110 0.0180 143 0.0299 176 0.0418
78 0.0065 111 0.0184 144 0.0302 177 0.0421
79 0.0068 112 0.0187 145 0.0306 178 0.0425
80 0.0072 113 0.0191 146 0.0310 179 0.0428
81 0.0076 114 0.0194 147 0.0313 180 0.0432
82 0.0079 115 0.0198 148 0.0317
31
VISCOSITY COMPARISON TABLE
REDWOOD NO.1
REDWOOD NO.1
REDWOOD NO.1
CENTISTOKES
CENTISTOKES
CENTISTOKES
SAYBOLT
SAYBOLT
SAYBOLT
ENGLER
ENGLER
ENGLER
(SUS)
(SUS)
(SUS)
(cSt)
(cSt)
(cSt)
(E)
(E)
(E)
2.0 1.119 30.8 32.7 27 3.70 113 128 150 19.74 611 694
2.2 1.140 31.2 33.4 28 3.82 117 132 155 20.40 631 718
2.5 1.169 32.0 34.5 29 3.94 120 137 160 21.06 651 741
2.8 1.198 32.8 35.4 30 4.07 124 141 165 21.71 672 764
3.0 1.217 33.3 36.1 31 4.19 128 146 170 22.37 692 787
3.1 1.226 33.5 36.4 32 4.32 132 150 175 23.03 713 810
3.2 1.235 33.8 36.7 33 4.44 136 155 180 23.69 733 833
3.3 1.244 34.0 37.0 34 4.57 140 159 185 24.35 754 856
3.4 1.253 34.3 37.4 35 4.70 144 164 190 25.00 774 880
3.5 1.262 34.5 37.7 36 4.82 148 168 195 25.66 794 903
3.6 1.271 34.8 38.0 37 4.95 152 173 200 26.32 815 926
3.7 1.280 35.0 38.3 38 5.08 156 177 210 27.65 855 972
3.8 1.289 35.3 38.6 39 5.21 160 182 220 28.95 896 1018
3.9 1.298 35.5 38.9 40 5.33 164 186 230 30.3 937 1065
4.0 1.307 35.8 39.2 41 5.46 168 191 240 31.6 978 1111
4.5 1.350 37.0 40.8 42 5.59 172 195 250 32.9 1018 1157
5.0 1.393 38.3 42.4 43 5.72 176 200 260 34.2 1059 1203
5.5 1.436 39.7 44.0 44 5.85 180 204 270 35.5 1099 1250
6.0 1.479 40.9 45.6 45 5.98 184 209 280 36.8 1140 1296
6.5 1.521 42.3 47.2 46 6.11 188 213 290 38.2 1181 1342
7.0 1.564 43.6 48.8 47 6.23 192 218 300 39.4 1222 1389
7.5 1.608 44.9 50.4 48 6.37 196 223 310 40.8 1263 1435
8.0 1.651 46.3 52.1 49 6.50 200 227 320 42.1 1303 1481
8.5 1.696 47.7 53.8 50 6.62 205 232 330 43.4 1344 1527
9.0 1.740 49.0 55.5 55 7.28 225 255 340 44.7 1385 1574
9.5 1.785 50.5 57.2 60 7.93 245 278 350 46.1 1425 1620
10 1.831 51.9 58.9 65 8.58 265 301 360 47.4 1465 1666
11 1.924 54.9 62.4 70 9.23 286 324 370 48.7 1505 1713
12 2.020 58.1 66.0 75 9.89 306 347 380 50.0 1546 1759
13 2.118 61.2 69.7 80 10.54 326 370 390 51.3 1587 1805
14 2.218 64.5 73.5 85 11.20 346 393 400 52.6 1628 1851
15 2.323 67.9 77.4 90 11.86 366 417 450 59.2 1832 2082
16 2.434 71.3 81.3 95 12.51 387 440 500 65.8 2036 2314
17 2.530 74.8 85.3 100 13.17 407 463 550 72.4 2239 2545
18 2.644 78.4 89.4 105 13.83 428 486 600 78.9 2443 2777
19 2.755 82.0 93.5 110 14.48 448 509 650 85.5 2646 3008
20 2.870 85.7 97.7 115 15.14 469 532 700 92.1 2850 3239
21 2.984 89.4 101.9 120 15.80 489 555 750 98.7 3054 3471
22 3.100 93.2 106.2 125 16.45 510 579 800 105.3 3258 3702
23 3.220 97.0 110.5 130 17.11 530 602 850 111.8 3462 3934
24 3.340 100.9 114.8 135 17.77 551 625 900 118.4 3666 4165
25 3.460 104.7 119.1 140 18.43 571 648 950 125.0 3871 4396
26 3.580 108.6 123.5 145 19.08 591 671 1000 131.6 4074 4628
Above figures are calculated for 50C, however they can be used with sufficient accuracy
between +20C and +100C
32
ROUTINE
TEMPERATURE
TESTS CONVERSION TABLES
O
C = OF - 32 O
F = OC x 9
x5 + 32
9 5
33
TEMPERATURE CONVERSION TABLES
C C C
C F F C F F C F F
14.4 58 136.4 33.9 93 199.4 115.56 240 464.0
15.0 59 138.2 34.4 94 201.2 118.33 245 473.0
15.6 60 140.0 35.0 95 203.0 121.11 250 482.0
16.1 61 141.8 35.6 96 204.8 123.89 255 491.0
16.7 62 143.6 36.1 97 206.6 126.67 260 500.0
17.2 63 145.4 36.7 98 208.4 129.44 265 509.0
17.8 64 147.2 37.2 99 210.2 132.22 270 518.0
18.3 65 149.9 37.78 100 212.0 135.00 275 527.0
18.9 66 150.8 40.56 105 221.0 137.78 280 536.0
19.4 67 152.6 43.33 110 230.0 140.56 285 545.0
20.0 68 154.4 46.11 115 239.0 143.33 290 554.0
20.6 69 156.2 48.89 120 248.0 146.11 295 563.0
21.2 70 158.0 51.67 125 257.0 148.89 300 572.0
21.7 71 159.8 54.44 130 266.0 154.44 310 590.0
22.2 72 161.6 57.22 135 275.0 160.00 320 608.0
22.8 73 163.4 60.00 140 284.0 165.56 330 626.0
23.3 74 165.2 62.78 145 293.0 171.11 340 644.0
23.9 75 167.0 65.56 150 302.0 176.67 350 662.0
24.4 76 168.8 68.33 155 311.0 182.22 360 680.0
25.0 77 170.6 71.11 160 320.0 187.78 370 698.0
25.6 78 172.4 73.89 165 329.0 193.33 380 716.0
26.1 79 174.2 76.67 170 338.0 198.89 390 734.0
26.7 80 176.0 79.44 175 347.0 204.44 400 752.0
27.2 81 177.8 82.22 180 356.0 210.00 410 770.0
27.8 82 179.6 85.00 185 365.0 215.56 420 788.0
28.3 83 181.4 87.78 190 374.0 221.11 430 806.0
28.9 84 183.2 90.56 195 383.0 226.67 440 824.0
29.4 85 185.0 93.33 200 392.0 232.22 450 842.0
30.0 86 186.8 96.11 205 401.0 237.78 460 860.0
30.6 87 188.6 98.89 210 410.0 243.33 470 878.0
31.1 88 190.4 101.67 215 419.0 248.89 480 896.0
31.7 89 192.2 104.44 220 428.0 254.44 490 914.0
32.2 90 194.0 107.22 225 437.0 260.00 500 932.0
32.8 91 195.8 110.00 230 446.0
33.3 92 197.6 112.78 235 455.0
34
ROUTINEMEASUREMENT
TESTS CONVERSION
Use of the table: the number of inches to be converted, which is made up by the number of inches of
the head of a column and the fraction at the side of a line, is converted to the number in the position
where line and column meet.
For example 1 1/64 = 1 in + 1/64 = 25.797 mm
35
CONVERSION TABLES
DISTANCE
TO OBTAIN: METRES KILOMETRES FEET YARDS LAND MILES NAUTICAL MILES
KNOWING MULTIPLY BY
Metres 1 0.001 3.2808 1.0936 0.0006 0.00054
Kilometres 1000 1 3280.8 1093.6 0.6214 0.5400
Feet 0.3048 0.0003 1 0.333 0.000189 0.000165
Yards 0.9144 0.0009 3.0 1 0.000568 0.000494
Land miles 1609.4 1.6094 5280.0 1760.0 1 0.8690
Nautical miles 1852 1.852 6076.1 2025.4 1.1508 1
WEIGHT
TO OBTAIN: KILOGRAMS POUNDS METRIC TONS LONG TONS SHORT TONS
KNOWING MULTIPLY BY
Kilograms 1 2.2046 0.001 0.0009842 0.001102
Pounds 0.45359 1 0.00045359 0.00044643 0.0005
Metric tons 1000 2204.6 1 0.98421 1.1023
Long tons 1016.0 2240.0 1.016 1 1.120
Short tons 907.18 2000 0.90718 0.89286 1
VOLUME
TO OBTAIN: IMP. GALLON BARREL (GB) US GALLON US BARREL LITRES CUB. METRES
KNOWING MULTIPLY BY
Imp. gallon 1 0.027778 1.20094 0.028594 4.546 0.004546
Barrel (GB) 36 1 43.235 1.0295 163.656 0.163656
US gallon 0.83268 0.02313 1 0.2381 3.7853 0.0037853
US barrel 34.9726 0.9715 42 1 158.984 0.158984
Litres 0.219974 0.006104 0.26418 0.00629 1 0.001
Cub. metres 219.974 6.1104 264.18 6.29 1000 1
36
ROUTINE TESTS CONVERSION TABLES
PRESSURE
2
TO OBTAIN PA N/MM BAR KP/CM2 MM HG
KNOWING MULTIPLY BY
Pa 1 10-6 10-5 0.102 x 10-4 0.0075
N/mm2 10-6 1 10 10.2 7.5 x 103
bar 10-5 0.1 1 1.02 750
kp/cm2 98.1 x 103 9.81 x 10-2 0.981 1 736
mm Hg 133.322 0.133 x 10-3 1.33 x 10-3 1.36 x 10-3 1
Pa = N/m2
bar = daN/cm2(da = deka)
kp/cm2 = at = techn. atmosphere
WORK
TO OBTAIN NM = WS KWH KPM KCAL PSH
KNOWING MULTIPLY BY
Nm - Ws 1 0.278 x 10-6 0.012 0.239 x 10-3 0.378 x 10-6
kWh 3.60 x 10-6 1 0.367 x 10-6 860 1.36
kpm 9.81 2.72 x 10-6 1 2.345 x 10-3 3.70 x 10-6
kcal 4186 1.16 x 10-3 426.9 1 158 x 10-3
Psh 2.65 x 10-6 0.736 0.270 x 10-6 632 1
Ws = Joule = J
POWER
TO OBTAIN NM/S=W=J/S KW KPM/S KCAL/H PS
KNOWING MULTIPLY BY
Nm/s = W = J/s 1 10-3 0.102 0.860 1.36 x 10-3
kW 103 1 102 860 1.36
kpm/s 9.81 9.81 x 10-3 1 8.45 13.3 x 10-3
kcal/h 1.16 1.16 x 10-3 0.118 1 1.57 x 10-3
PS 736 0.736 75 635 1
W = Joule/s
37
Castrol Marine
Building D
Chertsey Road
Sunbury On Thames
Middlesex
TW16 7LN
United Kingdom
Telephone: +44 (0) 1932 774493
Fax: +44 (0) 1932 764062 CM06
www.castrolmarine.com 12/07
Registered Office: Chertsey Road, Sunbury on Thames, Middlesex, TW16 7BP, UK Registered No. 1158983 England
Printed on Totally Chlorine Free paper taken from Sustainable Forests manufactured in accordance with EMAS and ISO 14001.