Date:         Fri, 7 Dec 2012 18:10:17 -0500
Reply-To:     Dennis Haynes <d23haynes57@HOTMAIL.COM>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         Dennis Haynes <d23haynes57@HOTMAIL.COM>
Subject:      Fluids Analysis!
Content-Type: text/plain; charset="US-ASCII"

One thing interesting with this group is the difference in perspectives. We
have folks that just want to keep something running to folks where cost is
not an issue along with folks that want the best but at as little cost as
possible. We have experienced mechanics and then those that become
experienced sometimes the hard way. And then most of us are somewhere in
between.



Fluids analysis cab offer benefits far beyond "extending" change intervals.
Properly used this "predictive" tool can be used to discover or identify
potential problems to reduce or avoid surprises or helping to evaluate the
value of maintenance procedures or to even predict or extended equipment
life. However one should not overlook the value of extending change
intervals even without synthetic or specialized fluids (oil or antifreeze).



While 5 quarts of oil and a filter seem like a small price consider that
there are some 109 Million commercial and 250 million passenger vehicles on
US roads. Many trucks hold 10 gallons or more engine oil along with gear
oils and coolant. Most cars hold 5 quarts or more. Now think of the benefits
if we can eliminate just one oil change/year for just the passenger cars.
312 million gallons/year saved and eliminated from our waste stream! With
even cheap oils pushing $4/quart we are looking $1.2 billion. That is why so
many forces sell us on the 3,000 mile oil change. Years ago that was
necessary. Thanks to today's lubricant technology and engine/fuel delivery
designs these short change intervals are usually not needed. There are
situations though where things can go wrong and fluid replacement needs to
be done now!



To get the best value from fluids analysis you need a regular program and to
establish trends. Like testing for compression or oil pressure doing it at
the time of trouble simply helps to conclude a failure. Knowing what is
normal when the engine is new and healthy provides the baseline for which
future measurements can be compared.



As for justifying cost consider the following: Except for mechanical parts
that brake from a defect or overload most all engine or transmission
failures are the result of a fluid failure. That thrown rod was fluid
failure. That burned piston, fluid (yes fuel) failure. Rings broken or stuck
to the pistons were a fluid failure. Those blue bearings in the transmission
were also fluid failure. The failures could be lack of supply, overheated
losing viscosity, contaminated, or broken down enough to no longer work. The
point is something in the fluid or system failed causing the breakdown.
Fluids analysis can help to find these issues and take corrective or
preventative actions.



Working in industry I have been familiar with oil analysis for many years.
When I acquired my Diesel motorhome in 2004 the local dealer suggested that
I use oil testing to keep the warranties on the engine and transmission. The
Cat C7 engine and Allison MD3000 transmission are huge ticket items.



After a while after seeing how easy it was and getting the kits for low cost
with bulk buying I began using it on my vehicles and now push it for
customer vehicles. Here are some surprise findings:



After a round trip from NY to Florida the oil test came back with silica in
the oil. During the trip we encountered a lot of construction and bad
weather. On the way back some snow and ice and the roads were salted/sanded.
The air filter failed (and this is a big one) failed to keep the dirt out.
Changed toil oil and filters and added a 2 micron absolute bypass oil filter
system. If not for the test I would have left that oil in for another 4,000
miles.



Get those reusable cleanable high performance air filters. Get that extra HP
you can't feel and let that silica right in there.



Vanagon engines keep oil fairly clean, high upper ring temperatures cause
the oil to oxidize. Even with Mobil 1 7,500 miles change intervals work.



My Fox and the Audi never seem to wear the oil. The Fox will require
changing due to silica and resulting wear particles. The air inlet is in a
great place to clean the top of the tire.  Mann/Mahle filters seem to give
up about 5,000 miles. Better filters get me to 12,000 to 14,000 mile
intervals. I have even seen some filters clean up oil that had bad readings.
My 600SEL seems to always have wear particles as an issue. I figure the
engine is tearing itself up or maybe just the timing chains-sprockets are
going.



Oil analysis can pick up even small traces of antifreeze, long before you
will see it. Doing Waterboxer heads, pull those cylinders and change those
gaskets underneath. Be sure to seal the faces of the head nuts inside the
rocker covers.



Have an oil leak! I learned that oil leaking out usually means dirt is
getting in.



Fluid analysis also applies to coolant. Are the additives doing their job?
Is the coolant contaminated? Is it the proper strength? What about
combustion gasses or even oil? There is also a lot that can be learned here.




There are a number of companies that supply testing programs. Most mail a
kit that includes a sample container and the postage is usually prepaid.
Consider how the sample will be drawn. A vacuum pump and tube is a common
approach. The caterpillar (S.O.S) kits come with a new tube for each test.
There is often a deal where you can get 10 kits with a pump. Then keep the
pump afterwards. If you plan to test oil and coolant get a pump just for the
coolant. It will be a different color for identifying. No matter how hard
you try using the same pump will give false positive readings for antifreeze
in the oil.



Dennis