Oil_Analysis_on_Diesel

For the analysis to be of value you must answer all the questions on the questionaire. The lab must know what oil is in the engine as all have proprietary additives that affect the chemical analysis so the lab must have some baseline information to begin with. How long has the oil been in the engine and how many hours are on it ? Every report will show some contamination but unless you know how much abuse the oil has taken, how can you know if the contamination is normal or excessive ? If you are purchasing a boat that has not been used this year or since its last oil change, an analysis will tell you absolutely nothing as the oil has not had a chance to accumulate contaminants. If you draw your sample from the bottom of the oil pan on a boat that has not been used in some time the results may be unfairly pessimistic as the contaminants will have settled to the bottom. If you draw the sample from near the top of the oil pan an overly positive report may result. Even a highly qualified mechanic may not be able to tell you much from a one-off test except for catastrophic conditions which would likely be noticed under normal sea trial conditions anyway. You may have noticed that I underlined the word program . I did that to emphasize that oil analysis should be a routine part of your maintenance program and not just a one-off when you are
buying a used boat. If you do an annual oil analysis with a proper log of oil type and usage you would have a very accurate picture of the condition of your engine within a few test cycles. For most pleasure craft this would mean an annual test at end of season before the oil is changed. It would be pointless to send fresh oil or oil with only a few hours on it to the lab. Building a history of oil contaminants and the hours it takes them to accumulate to a given level can provide warranty protection on a new boat and a useful early warning system of potential problems from valves, rings, pistons, cylinders, bushings, rods, camshafts etc. As all of these components are made up of various alloys it can be quite easy to identify a specific part that is degrading faster than we'd like.	Another irrelevant shot of my boys (and a boat) on the set of Pirates of the Caribbean II
Among the contaminants accounted for in the analysis are water, glycol, sulfur, soot and a number of metals such as those listed below.

Oil Analysis Is it worth the money ? Absoluetly Yes ! ........... maybe not ! Oil analysis is a testing program used to monitor lubricating oils in order to determine wear of metal components. This is not limited to engines but can also highlight potential problems with
gear reduction units and hydraulic systems. Like so much else in boating this ain't rocket science. Go to your local auto parts store, UAP/NAPA, Cawthra Automotive etc. and ask for an oil analysis kit. They will charge you 30-40 bucks and it will come with all instructions and a pre-paid envelope to mail your sample to the lab but read the rest of this before you run out the door. Once you receive the report you may want to buy your favourite mechanic a beer while he translates it for you. Look at it this way, you can afford the beer 'cause you didn't have to pay him $100.00 to pick up the kit from the auto parts store and draw the sample. The lab will provide you with	Its not pertinent but I like to have photos of boats in my articles so here is a shot of the Nordica 20 sailboat my mechanic Robert Wainwright is turning in to a mini-tug
instructions, a container for the oil and a questionnaire that will ask for brand and weight of oil, hours on oil, make and model of engine, number of hours on engine and a few other pertinent questions. Once supplied with your sample most labs will provide a report in about a week.

Iron (Fe)	Indicates wear originating from rings, shafts, gears, valve train, cylinder walls, and pistons in some engines.
Nickel (Ni)	Secondary indicator of wear from certain types of bearings, shafts, valves and valve guides.
Molybdenum (Mo)	Indicates ring wear. Used as an additive in some oils.
Chromium (Cu)	Primary sources are chromed parts such as rings, liners, etc., and some coolant additives.
Aluminum (Al)	Indicates wear of pistons, rod bearings and certain types of bushings.
Tin (Sn)	Indicates wear from bearings when babbitt overlays are used. Also and indicator of piston wear in some engines.
Silver (Ag)	Wear of bearings which contain silver. In some instances, a secondary indicator of oil cooler problems, especially when coolant in sample is detected.
Copper (Cu)	Wear from bearings, rocker arm bushings, wrist pin bushings, thrust washers, other bronze and brass parts. In some transmissions, wear from discs and clutch plates. Oil additive or anti-seize compound.
Sodium (Na)	Coolant additive; used as an additive in some oils.
Silicon (Si)	A measure of airborne dust and dirt contamination, usually indicating improper air cleaner service. Excessive dirt and abrasives can greatly accelerate component wear.
Boron (B)	Coolant additive; used as an additive in some oils.
Phosphorous (P)	Antitrust agents, spark-plug and combustion chamber deposit reducers.
Zinc (Zn)	Antioxidants, corrosion inhibitors, anti-wear additives, detergents, extreme pressure additives.
Calcium (Ca)	Detergents, dispersants, acid neutralizers.
Barbium (BA)	Corrosion inhibitors, detergents, rust inhibitors.
Magnesium (Mg)	Dispersant - detergent additive, alloying metal.