5use and Apply Lubricant or Coolant

Technical Education and Skills Development Authority
Region I
NCD DRIVING SCHOOL, OPC
HOW TO USE THIS COMPETENCY BASED LEARNING MODULE
Welcome to the Module in Use and apply lubricant/ coolant.

This module contains training materials and activities for you to
complete.
The unit of competency “Using and applying lubricant/
coolant ” contains knowledge skills and attitudes required for Driving
NC II. It is one of the specialized modules at National Certificate level
(NC II).
You are required to go through a series of learning activities in
order to complete each outcome of the module. In each learning
outcome are Information Sheets, Job Sheets. Follow these activities on
your own and answer the self check, perform the procedural checklist
at the end of each learning outcome. You may remove a blank answer
sheet at the end of each module (or get one from your
facilitator/trainer) to write your answer for each self-check. If you
have questions, don’t hesitate to ask your facilitator for assistance.
Recognition of Prior Learning (RPL)
You may already have some of the most of the knowledge and
skills covered in this learner’s guide because you have:
 been working for some time
 Already completed training in this area
If you can demonstrate to your trainer that you are already
competent in a particular skill or skills, talk to him/her about having
them formally recognized so you don’t have to do the same training
again. If you have a qualification or Certificate of Competency from
previous training, show it to your trainer. If the skill you acquired is
still current and relevant to the unit/s of competency they may
become part of the evidence you may present to RPL. If you are not
sure about the currency of your skills, discuss with your trainer.
At the end of this module is a Learner’s Diary. Use this diary to
record important date, jobs undertaken and other workplace events
that will assist you in providing further details to your trainer or
assessor. A Record of Achievement is also provided for your trainer to
complete once you complete the module.
This module was prepared to help you achieve the required
competency, in Using and applying lubricant/ coolant . This will be
the source of information for you to acquire knowledge and skill into
this particular trade independently and at your own pace, with
minimum supervision or help from your instructor.
 Talk to your trainer and agree on how you will both
organize the Training of this unit. Read through the
module carefully. It is divided into sections, which cover
all the skills and knowledge you need to successfully
complete this module.
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 Work through all the information and complete the
activities in each section. Read information sheets and job
sheets and complete the self check and perform the
procedural checklist. Suggested references are included to
supplement the materials in this module.
 Most probably your trainer will also be your supervisor or
manager. He/she is there to support you and show you
the correct way to do things.
 Your trainer will tell you about the important things you
need to consider when you are completing activities and it
is important that you listen and take notes.
 You will be given plenty of opportunity to ask questions
and practice on the job. Make sure you practice your new
skills during regular work shifts. This way you will
improve both your speed and memory and also your
confidence.
 Talk to more experience workmates and ask for their
guidance.
 Use the self-check questions at the end of each section to
test your own progress.
 When you are ready, ask your trainer to watch you
perform the activities outline in this module.
 As you work through the activities, ask for written
feedback on your progress. Your trainer keeps
feedback/pre assessment reports for this reason. When
you have successfully completed each element, ask your
trainer to mark on the reports that you are ready for
assessment.
When you have completed this module (or several modules), and feel
confident that you have had sufficient practice, your trainer will
arrange an appointment with registered assessor to assess you. The
result of your assessment will be recorded in your Competency
Achievement Record.
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DRIVING NCII
118 Hours
COMMON COMPETENCIES
Contents of this Competency – Based Learning Materials
No
. Unit of Competency Module Title Code
Apply appropriate Applying appropriate

1 ALT723201
sealant/adhesive sealant/adhesive
Move and position Moving and position

2 ALT723202
vehicle vehicle
Performing
Perform mensuration
3 mensuration and ALT311202
and calculation
calculation
Reading, interpreting
Read, interpret and
and applying
4 apply specifications ALT723203
specifications and
and manuals
manuals
Use and apply Using and applying

5 ALT723204
lubricant/coolant lubricant/coolant
Perform shop Performing shop

6 ALT723205
maintenance maintenance
UNIT OF COMPETENCY : USE AND APPLY LUBRICANT/COOLANT

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MODULE TITLE : USING AND APPLYING LUBRICANT/

COOLANT
MODULE DESCRIPTION : This module covers identification of different

lubricant, coolants, and its uses and application
procedures.
NOMINAL DURATION : 4 hours
CERTIFICATE LEVEL : NC II
PREREQUISITE : none
SUMMARY OF LEARNING OUTCOMES:
Upon completion of this module, the trainee/student must be able to:
LO 1. Identify types of lubricants/coolant
LO 2. Use and apply lubricants/coolant
LO 3. Perform housekeeping activities
LO1. Identify types of lubricants/coolant
Assessment/ Assessmen
Contents Conditions Methodologies
Criteria t Methods
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. Supplies and 1. Lecture/ 1. written or
materials demonstration Oral
 Manufacturin examination
1.Types and g 2. Self-paced / 2. Direct
Correct classification specification Demonstration observation
information on of lubricant s
lubrication is  Repair
accessed and manual
interpreted from 2.Identify  Maintenance
appropriate lubricant manual
manufacturers schedule  Periodic
specification maintenance
manuals manual
2. Instructional
Type and quantity materials
of  Reference
lubricants/coolant s books
s is identified as  Profession
per job al
requirements emergency
 Learning
guides
 Modules
 CD’s, VHS
tapes,
transparen
cies
Learning Experiences / Activities

Learning Outcome # 1
Identify types of lubricants/coolant
Learning Activities Special Instructions
 Read Information sheet 5.1 -1 This Learning Outcome deals with the
 Types and classification of development of the Institutional
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lubricant Competency Evaluation Tool which
trainers use in evaluating their trainees
after finishing a competency of the
 Answer Self-Check 5. 1 -1 qualification.
Types and classification of
lubricant Go through the learning activities
 Compare answer to Answer outlined for you on the left column to
key 5.1 -1 gain the necessary information or
knowledge before doing the tasks to
Types and classification of
practice on performing the requirements
lubricant
of the evaluation tool.
 Read Information Sheet 5.1 -2
Identify lubricant schedule The output of this LO is a complete
 Answer Self-Check 5.1 -2 Institutional Competency Evaluation
Identify lubricant schedule Package for one Competency of
 Compare answer to Answer DRIVING NCII. Your output shall serve
Key 5.1 -2 as one of your portfolio for your
Identify lubricant schedule Institutional Competency Evaluation for
Carry out minor vehicle maintenance
and servicing
Feel free to show your outputs to your
trainer as you accomplish them for
guidance and evaluation.
After doing all the activities for this LO1:

Clean vehicle unit, you are ready to
proceed to the next LO2: Maintain and
service the vehicle unit.
INFORMATION SHEET 5.1-1
Types and classification of lubricant

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Classification of Lubricants
Lubricants are classified in several ways; these could be liquid, semisolid

(greases), and solids such as graphite, molybdenum disulfide, boron nitride,
tungsten disulfide, and polytetrafluoroethylene.
Lubricant
A lubricant is a substance, usually organic, introduced to
reduce friction between surfaces in mutual contact, which ultimately reduces
the heat generated when the surfaces move. It may also have the function of
transmitting forces, transporting foreign particles, or heating or cooling the
surfaces. The property of reducing friction is known as lubricity.
In addition to industrial applications, lubricants are used for many other
purposes. Other uses include cooking (oils and fats in use in frying pans, in
baking to prevent food sticking), bioapplications on humans (e.g. lubricants
for artificial joints), ultrasound examination, medical examination. It is mainly
used to reduce friction and to contribute to a better and efficient functioning of
a mechanism.
History
Lubricants have been in some use for thousands of years. Calcium
soaps have been identified on the axles of chariots dated to 1400 BC.
Building stones were slid on oil-impregrated lumber in the time of the
pyramids. In the Roman era, lubricants were based on olive oil and rapeseed
oil, as well as animal fats. The growth of lubrication accelerated in
the Industrial Revolution with the accompanying use of metal-based
machinery. Relying initially on natural oils, needs for such machinery shifted
toward petroleum-based materials early in the 1900s. A breakthrough came
with the development of vacuum distillation of petroleum, as described by
the Vacuum Oil Company. This technology allowed the purification of very
nonvolatile substances, which are common in many lubricants.
Properties
A good lubricant generally possesses the following characteristics:
 A high boiling point and low freezing point (in order to stay liquid within a
wide range of temperature)
 A high viscosity index
 Thermal stability
 Hydraulic stability
 Demulsibility
 Corrosion prevention
 A high resistance to oxidation
Formulation
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Typically lubricants contain 90% base oil (most often petroleum fractions,
called mineral oils) and less than 10% additives. Vegetable oils or synthetic
liquids such as hydrogenated polyolefins, esters, silicones, fluorocarbons and
many others are sometimes used as base oils. Additives deliver reduced
friction and wear, increased viscosity, improved viscosity index, resistance
to corrosion and oxidation, aging or contamination, etc.
Non-liquid lubricants include powders (dry graphite, PTFE, molybdenum
disulphide, tungsten disulphide, etc.), PTFE tape used in plumbing, air
cushion and others. Dry lubricants such as graphite, molybdenum disulphide
and tungsten disulphide also offer lubrication at temperatures (up to 350 °C)
higher than liquid and oil-based lubricants are able to operate. Limited interest
has been shown in low friction properties of compacted oxide glaze
layers formed at several hundred degrees Celsius in metallic sliding systems,
however, practical use is still many years away due to their physically
unstable nature.
Additives
Main article: Oil additive
A large number of additives are used to impart performance characteristics to
the lubricants. Modern automotive lubricants contain as many as ten
additives, comprising up to 20% of the lubricant, the main families of additives
are:
 Pour point depressants are compounds that prevent crystallization of

waxes. Long chain alkylbenzenes adhere to small crystallites of wax,
preventing crystal growth.
 Anti-foaming agents are typically silicone compounds which
increase surface tension in order to discourage foam formation.
 Viscosity index improvers (VIIs) are compounds that allow lubricants to
remain viscous at higher temperatures. Typical VIIs
are polyacrylates and butadiene.
 Antioxidants suppress the rate of oxidative degradation of the hydrocarbon
molecules within the lubricant. At low temperatures, free radical inhibitors
such as hindered phenols are used, e.g. butylated hydroxytoluene. At
temperatures >90 °C, where the metals catalyze the oxidation process,
dithiophosphates are more useful. In the latter application the additives
are called metal deactivators.
 Detergents ensure the cleanliness of engine components by preventing
the formation of deposits on contact surfaces at high temperatures.
 Corrosion inhibitors (rust inhibitors) are usually alkaline materials, such as
alkylsulfonate salts, that absorb acids that would corrode metal parts.
 Anti-wear additives form protective 'tribofilms' on metal parts,
suppressing wear. They come in two classes depending on the strength
with which they bind to the surface. Popular examples include phosphate
esters and zinc dithiophosphates.
 Extreme pressure (anti-scuffing) additives form protective films on sliding
metal parts. These agents are often sulfur compounds, such as
dithiophosphates.
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 Friction modifiers reduce friction and wear, particularly in the boundary
lubrication regime where surfaces come into direct contact.
Types of lubricants
In 1999, an estimated 37,300,000 tons of lubricants were consumed
worldwide. Automotive applications dominate, including electric vehicle but
other industrial, marine, and metal working applications are also big
consumers of lubricants. Although air and other gas-based lubricants are
known (e.g., in fluid bearings), liquid lubricants dominate the market, followed
by solid lubricants.
Lubricants are generally composed of a majority of base oil plus a variety of
additives to impart desirable characteristics. Although generally lubricants are
based on one type of base oil, mixtures of the base oils also are used to meet
performance requirements.
Mineral oil
The term "mineral oil" is used to refer to lubricating base oils derived
from crude oil. The American Petroleum Institute (API) designates several
types of lubricant base oil:[6]
 Group I – Saturates < 90% and/or sulfur > 0.03%, and Society of
Automotive Engineers (SAE) viscosity index (VI) of 80 to 120
Manufactured by solvent extraction, solvent or catalytic dewaxing, and
hydro-finishing processes. Common Group I base oil are 150SN
(solvent neutral), 500SN, and 150BS (brightstock)
 Group II – Saturates > 90% and sulfur < 0.03%, and SAE viscosity
index of 80 to 120
Manufactured by hydrocracking and solvent or catalytic dewaxing
processes. Group II base oil has superior anti-oxidation properties
since virtually all hydrocarbon molecules are saturated. It has water-
white color.
 Group III – Saturates > 90%, sulfur < 0.03%, and SAE viscosity
index over 120
Manufactured by special processes such as isohydromerization. Can
be manufactured from base oil or slax wax from dewaxing process.
 Group IV – Polyalphaolefins (PAO)

 Group V – All others not included above, such as naphthenics,
polyalkylene glycols (PAG), and polyesters.
The lubricant industry commonly extends this group terminology to
include:
 Group I+ with a viscosity index of 103–108

 Group II+ with a viscosity index of 113–119
 Group III+ with a viscosity index of at least 140
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Can also be classified into three categories depending on the
prevailing compositions:
 Paraffinic
 Naphthenic
 Aromatic
Synthetic oils
Petroleum-derived lubricant can also be produced using synthetic
hydrocarbons (derived ultimately from petroleum), "synthetic oils".
These include:
 Polyalpha-olefin (PAO)
 Synthetic esters
 Polyalkylene glycols (PAG)
 Phosphate esters
 Alkylated naphthalenes (AN)
 Silicate esters
 Ionic fluids
 Multiply alkylated cyclopentanes (MAC)
Solid lubricants
PTFE: polytetrafluoroethylene (PTFE) is typically used as a coating
layer on, for example, cooking utensils to provide a non-stick
surface. Its usable temperature range up to 350 °C and chemical
inertness make it a useful additive in special greases. Under
extreme pressures, PTFE powder or solids is of little value as it is
soft and flows away from the area of contact. Ceramic or metal or
alloy lubricants must be used then.
Inorganic solids: Graphite, hexagonal boron nitride, molybdenum
disulfide and tungsten disulfide are examples of solid lubricants.
Some retain their lubricity to very high temperatures. The use of
some such materials is sometimes restricted by their poor
resistance to oxidation (e.g., molybdenum disulfide degrades
above 350 °C in air, but 1100 °C in reducing environments.
Metal/alloy: Metal alloys, composites and pure metals can be used
as grease additives or the sole constituents of sliding surfaces and
bearings. Cadmium and gold are used for plating surfaces which
gives them good corrosion resistance and sliding
properties, Lead, tin, zinc alloys and various bronze alloys are
used as sliding bearings, or their powder can be used to lubricate
sliding surfaces alone.
Aqueous lubrication
Aqueous lubrication is of interest in a number of technological
applications. Strongly hydrated brush polymers such as PEG can
serve as lubricants at liquid solid interfaces.[8] By continuous rapid
exchange of bound water with other free water molecules, these
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polymer films keep the surfaces separated while maintaining a high
fluidity at the brush–brush interface at high compressions, thus
leading to a very low coefficient of friction.
Biolubricant
Biolubricants are derived from vegetable oils and other renewable
sources. They usually are triglyceride esters (fats obtained from
plants and animals). For lubricant base oil use, the vegetable
derived materials are preferred. Common ones include high
oleic canola oil, castor oil, palm oil, sunflower seed
oil and rapeseed oil from vegetable, and tall oil from tree sources.
Many vegetable oils are often hydrolyzed to yield the acids which
are subsequently combined selectively to form specialist synthetic
esters. Other naturally derived lubricants include lanolin (wool
grease, a natural water repellent).
Whale oil was a historically important lubricant, with some uses up
to the latter part of the 20th century as a friction
modifier additive for automatic transmission fluid.
In 2008, the biolubricant market was around 1% of UK lubricant
sales in a total lubricant market of 840,000 tonnes/year.
As of 2020, researchers at Australia]s CSIRO have been
studying safflower oil as an engine lubricant, finding superior
performance and lower emissions than petroleum-based lubricants
in applications such as engine-driven lawn mowers, chainsaws and
other agricultural equipment. Grain-growers trialling the product
have welcomed the innovation, with one describing it as needing
very little refining, biodegradable, a bioenergy and biofuel. The
scientists have reengineered the plant using gene silencing,
creating a variety that produces up to 93% of oil, the highest
currently available from any plant. Researchers at Montana State
University’s Advanced Fuel Centre in the US studying the oil’s
performance in a large diesel engine, comparing it with
conventional oil, have described the results as a "game-changer".
Functions of lubricants
One of the largest applications for lubricants, in the form of motor
oil, is protecting the internal combustion engines in motor vehicles
and powered equipment.
Lubricant vs. anti-tack coating
Anti-tack or anti-stick coatings are designed to reduce the
adhesive condition (stickiness) of a given material. The rubber,
hose, and wire and cable industries are the largest consumers of
anti-tack products but virtually every industry uses some form of
anti-sticking agent. Anti-sticking agents differ from lubricants in that
they are designed to reduce the inherently adhesive qualities of a
given compound while lubricants are designed to reduce friction
between any two surfaces.
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Keep moving parts apart
Lubricants are typically used to separate moving parts in a system.
This separation has the benefit of reducing friction, wear and
surface fatigue, together with reduced heat generation, operating
noise and vibrations. Lubricants achieve this in several ways. The
most common is by forming a physical barrier i.e., a thin layer of
lubricant separates the moving parts. This is analogous to
hydroplaning, the loss of friction observed when a car tire is
separated from the road surface by moving through standing water.
This is termed hydrodynamic lubrication. In cases of high surface
pressures or temperatures, the fluid film is much thinner and some
of the forces are transmitted between the surfaces through the
lubricant.
Reduce friction
Typically the lubricant-to-surface friction is much less than surface-
to-surface friction in a system without any lubrication. Thus use of a
lubricant reduces the overall system friction. Reduced friction has
the benefit of reducing heat generation and reduced formation of
wear particles as well as improved efficiency. Lubricants may
contain polar additives known as friction modifiers that chemically
bind to metal surfaces to reduce surface friction even when there is
insufficient bulk lubricant present for hydrodynamic lubrication, e.g.
protecting the valve train in a car engine at startup. The base oil
itself might also be polar in nature and as a result inherently able to
bind to metal surfaces, as with polyolester oils.
Transfer heat
Both gas and liquid lubricants can transfer heat. However, liquid
lubricants are much more effective on account of their high
specific heat capacity. Typically the liquid lubricant is constantly
circulated to and from a cooler part of the system, although
lubricants may be used to warm as well as to cool when a
regulated temperature is required. This circulating flow also
determines the amount of heat that is carried away in any given
unit of time. High flow systems can carry away a lot of heat and
have the additional benefit of reducing the thermal stress on the
lubricant. Thus lower cost liquid lubricants may be used. The
primary drawback is that high flows typically require larger sumps
and bigger cooling units. A secondary drawback is that a high flow
system that relies on the flow rate to protect the lubricant from
thermal stress is susceptible to catastrophic failure during sudden
system shut downs. An automotive oil-cooled turbocharger is a
typical example. Turbochargers get red hot during operation and
the oil that is cooling them only survives as its residence time in the
system is very short (i.e. high flow rate). If the system is shut down
suddenly (pulling into a service area after a high-speed drive and
stopping the engine) the oil that is in the turbo charger immediately
oxidizes and will clog the oil ways with deposits. Over time these
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deposits can completely block the oil ways, reducing the cooling
with the result that the turbo charger experiences total failure,
typically with seized bearings. Non-flowing lubricants such as
greases and pastes are not effective at heat transfer although they
do contribute by reducing the generation of heat in the first place.
Carry away contaminants and debris
Lubricant circulation systems have the benefit of carrying away
internally generated debris and external contaminants that get
introduced into the system to a filter where they can be removed.
Lubricants for machines that regularly generate debris or
contaminants such as automotive engines typically contain
detergent and dispersant additives to assist in debris and
contaminant transport to the filter and removal. Over time the filter
will get clogged and require cleaning or replacement, hence the
recommendation to change a car's oil filter at the same time as
changing the oil. In closed systems such as gear boxes the filter
may be supplemented by a magnet to attract any iron fines that get
created.
It is apparent that in a circulatory system the oil will only be as
clean as the filter can make it, thus it is unfortunate that there are
no industry standards by which consumers can readily assess the
filtering ability of various automotive filters. Poor automotive filters
significantly reduces the life of the machine (engine) as well as
making the system inefficient.
Transmit power
Lubricants known as hydraulic fluid are used as the working fluid in
hydrostatic power transmission. Hydraulic fluids comprise a large
portion of all lubricants produced in the world. The automatic
transmission's torque converter is another important application for
power transmission with lubricants.
Protect against wear
Lubricants prevent wear by keeping the moving parts apart.
Lubricants may also contain anti-wear or extreme pressure
additives to boost their performance against wear and fatigue.
Prevent corrosion
Many lubricants are formulated with additives that form chemical
bonds with surfaces or that exclude moisture, to prevent corrosion
and rust. It reduces corrosion between two metallic surface and
avoids contact between these surfaces to avoid immersed
corrosion.
Seal for gases
Lubricants will occupy the clearance between moving parts through
the capillary force, thus sealing the clearance. This effect can be
used to seal pistons and shafts.
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Fluid type
 Automotive
o Engine oils
 Petrol (Gasolines) engine oils
 Diesel engine oils
o Automatic transmission fluid
o Gearbox fluids
o Brake fluids
o Hydraulic fluids
o Air conditioning compressor oils
 Tractor (one lubricant for all systems)
o Universal Tractor Transmission Oil – UTTO
o Super Tractor Oil Universal – STOU – includes engine
 Other motors
o 2-stroke engine oils
 Industrial
o Hydraulic oils
o Air compressor oils
o Food Grade lubricants
o Gas Compressor oils
o Gear oils
o Bearing and circulating system oils
o Refrigerator compressor oils
o Steam and gas turbine oils
 Aviation
o Gas turbine engine oils
o Piston engine oils
 Marine
o Crosshead cylinder oils
o Crosshead Crankcase oils
o Trunk piston engine oils
o Stern tube lubricants
"Glaze" formation (high temperature wear

A further phenomenon that has undergone investigation in relation
to high temperature wear prevention and lubrication, is that of
a compacted oxide layer glaze formation. Such glazes are
generated by sintering a compacted oxide layer. Such glazes are
crystalline, in contrast to the amorphous glazes seen in pottery.
The required high temperatures arise from metallic surfaces sliding
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against each other (or a metallic surface against a ceramic
surface). Due to the elimination of metallic contact and adhesion by
the generation of oxide, friction and wear is reduced. Effectively,
such a surface is self-lubricating.
As the "glaze" is already an oxide, it can survive to very high
temperatures in air or oxidising environments. However, it is
disadvantaged by it being necessary for the base metal (or
ceramic) having to undergo some wear first to generate sufficient
oxide debris.
Disposal and environmental impact

It is estimated that 40% of all lubricants are released into the
environment. Common disposal methods
include recycling, burning, landfill and discharge into water, though
typically disposal in landfill and discharge into water are strictly
regulated in most countries, as even small amount of lubricant can
contaminate a large amount of water. Most regulations permit a
threshold level of lubricant that may be present in waste streams
and companies spend hundreds of millions of dollars annually in
treating their waste waters to get to acceptable levels.[citation needed]
Burning the lubricant as fuel, typically to generate electricity, is also
governed by regulations mainly on account of the relatively high
level of additives present. Burning generates both airborne
pollutants and ash rich in toxic materials, mainly heavy metal
compounds. Thus lubricant burning takes place in specialized
facilities that have incorporated special scrubbers to remove
airborne pollutants and have access to landfill sites with permits to
handle the toxic ash.
Unfortunately, most lubricant that ends up directly in the
environment is due to general public discharging it onto the ground,
into drains and directly into landfills as trash. Other direct
contamination sources include runoff from roadways, accidental
spillages, natural or man-made disasters and pipeline leakages.
Improvement in filtration technologies and processes has now
made recycling a viable option (with rising price of base stock
and crude oil). Typically various filtration systems remove
particulates, additives and oxidation products and recover the base
oil. The oil may get refined during the process. This base oil is then
treated much the same as virgin base oil however there is
considerable reluctance to use recycled oils as they are generally
considered inferior. Basestock fractionally vacuum distilled from
used lubricants has superior properties to all natural oils, but cost
effectiveness depends on many factors. Used lubricant may also
be used as refinery feedstock to become part of crude oil. Again,
there is considerable reluctance to this use as the additives, soot
and wear metals will seriously poison/deactivate the critical
catalysts in the process. Cost prohibits carrying out both filtration
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(soot, additives removal) and re-refining (distilling, isomerisation,
hydrocrack, etc.) however the primary hindrance to recycling still
remains the collection of fluids as refineries need continuous
supply in amounts measured in cisterns, rail tanks.
Occasionally, unused lubricant requires disposal. The best course
of action in such situations is to return it to the manufacturer where
it can be processed as a part of fresh batches.
Environment: Lubricants both fresh and used can cause
considerable damage to the environment mainly due to their high
potential of serious water pollution. Further the additives typically
contained in lubricant can be toxic to flora and fauna. In used fluids
the oxidation products can be toxic as well. Lubricant persistence
in the environment largely depends upon the base fluid, however if
very toxic additives are used they may negatively affect the
persistence. Lanolin lubricants are non-toxic making them the
environmental alternative which is safe for both users and the
environment.
Basic Information
1. Classification by raw material
A lubricant refers to a substance that makes parts of something move

smoothly and liquid lubricants account for about 80% of it. Lubricants are
developed using base oils produced from crude oil refining by adding
additives according to mixing ratio for each use or developed by compounding
chemicals such as PAO.
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< Lubricants >
 Liquefied :
Lubricating oils
o Petroleum oils :
Mineral oils
 Pure mineral oils

 Pure mineral oils
+Additives
o Vegetable and animal oils :
Fatty oils
o Synthetic oils :
Polyalphaolefins(PAO),
Alkylbenzene,
Phosphoric acid ester,
Polyglycols, etc.
 Semisolid lubricants : Grease
 Solid lubricants : MoS2, PbO, Graphite, etc.
2. Classification by use
Lubricants are largely used for automobiles, heavy industries, industries, and
vessels.
 For Transportation Facilities
o - Diesel Engine Oil

o - Gasoline Engine Oil
o - Diesel-electric locomotive Engine Oil
o - Aeromotor Engine Oil
o - LPG Engine Oil
o - CNG Engine Oil
o - Motorcycle Engine Oil
o - 2-cycle Motor Engine Oil
o - Automatic Transmission Oil
o - Automotive Gear Oil
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 For Industrial Machine
o - Hydraulic Oil
o - Machine Oil
o - Industrial Gear Oil
o - Turbine Oil
o - Circulating Oil
o - Compressor Oil
o - Refrigerant Oil
 For Vessel
o - Cylinder Oil
o - Trunk Piston Oil
o - System Oil
 Metal-working Oil
o - Cutting Oil
o - Rolling Oil
o - Heat Treating Oil
o - Inhibited Oil
 Etc.
o - Process Oil
o - Electrical Insulating Oil
o - Grease
3. Classification by viscosity
To understand lubricants for engine oil, it is required to read and understand

the SAE (Society of Automotive Engineers) Index on the engine oil. SAE is an
international standard established for the viscosity of engine oil by the Society
of Automotive Engineers.
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Single Grade
The products of grades expressed in a single number such as SAE 10W and
SAE 30 and viscosity can be identified according to the viscosity grades in
SAE Table below.
Multi Grade
The products of grades expressed in two kinds of numbers such as SAE

5W30 and SAE 10W40, which means the two SAE grades specified in the
viscosity tables are both satisfied.
The viscosity change of multi-grade lubricating oils at high temperature is

smaller than that of single-grade lubricating oils, offering economic benefits.
Multi-grade lubricating oils are more liquid at low temperature than single-
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grade lubricating oils, so that they improve fuel efficiency of an internal
combustion engine. Also most multi-grade oils have better wear resistance
performance than single-grade oils, extending the life of parts of an internal
combustion engine.
Classification by performance
The American Petroleum Institute (API) officially acknowledged standards for

the quality of engine oil that suits each engine following the proliferation of
automobiles in the 1900s and express them in signs which are classified
largely into gasoline and diesel. Gasoline is marked in S (Service Category)
and Diesel is marked in C (Commercial Category), and then added by A, B, C,
D, and so on to distinguish their grades. Since the latest engine models are
more required to work in harsher environment under tighter regulations, they
satisfy more strict regulations than previous grades.
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SELF-CHECK 5.1 -1
MULTIPLE CHOICE
Direction: Encircle the correct answer
1. It is a compounds that prevent crystallization of waxes. Long

chain alkylbenzenes adhere to small crystallites of wax,
preventing crystal growth?
a. Pour point
b. Anti-foaming agents
c. Viscosity index improvers
d. Antioxidants
2. It is a typically silicone compounds which increase surface
tension in order to discourage foam formation?
a. Pour point
d. Antioxidants
3. It is a compounds that allow lubricants to remain viscous at
higher temperatures. Typical VIIs
are polyacrylates and butadiene?
a. Pour point
d. Antioxidants
4. Its suppress the rate of oxidative degradation of the hydrocarbon
molecules within the lubricant?
a. Pour point
d. Antioxidants
5. Its ensure the cleanliness of engine components by preventing
the formation of deposits on contact surfaces at high
temperatures?
a. Pour point
d. Antioxidants
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ANSWER KEY 5.1 -1
1. A
2. B
3. C
4. D
5. D
Identify lubricant schedule

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The Key Elements of a Successful Lubrication Program
It is said that lubricant is the lifeblood of our equipment. Good lubrication

practice includes several key elements.
A general rule of thumb within the lubrication community is that over 60

percent of all mechanical failures are directly related to poor or improper
lubrication practices (1). In a study by the Massachusetts Institute of
Technology (MIT), it was estimated that approximately $240 billion is lost
annually (across US industries) due to downtime and repairs to manufacturing
equipment damaged by poor lubrication (2).
Every day in plants around the world lubricant is added to machinery for the
purpose of preventing failure and preserving its function. Very simply put, the
purpose of lubrication is to overcome friction. If friction is the enemy to
reliability and ultimately lower operating costs then an effective lubrication
program is absolutely essential.
One reoccurring theme Marshall Institute has noticed when conducting
maintenance assessments at process and manufacturing plants is the lack of
best in class lubrication programs. Even with companies that are considered
top performers we notice critical gaps in their lubrication programs.
So what does an effective lubrication program look like? Let’s go through the
key elements that we believe to be essential to establishing a successful
program.
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Plant Wide Maintenance Philosophy
The maintenance philosophy should be endorsed by senior leaders and
supported by all the key stakeholders including engineering, production and
maintenance. Everyone is responsible for the reliability of the machinery.
The maintenance philosophy should outline the importance of maintenance to
the organisation and included in that should be a reference to significance of
the lubrication program to plant reliability and cost optimisation. The
maintenance philosophy should describe the goals for the lubrication
program. The goals can be reviewed annually to ensure continued alignment
with plant goals.
Lubricant Selection
The Original Equipment Manufacturer (OEM) manual is always the first place
to go to identify lubricant selection requirements. Second, engaging the
vendor lubricant representative is absolutely crucial.
The vendor you choose should be able to cross-reference the manufacturer
recommendations (OEM) with his available lubricants, oil, and greases and
select the appropriate one for your machinery. When an organization lacks
lubrication expertise the vendor can be an excellent source of support.
Lubricant Storage and Handling

The first step toward achieving proactive maintenance of your lubricants, and
ultimately your equipment, begins with proper in-plant storage and handling.
Many facilities are unaware of the danger improper lubricant storage and
handling practices create and what inevitable fate it can lead to in terms of
equipment reliability and lifecycles.
Proper lubrication is not only about the right amount-at the right time-at the
right place, it is also about keeping lubricants clean, cool and properly
identified. This is one area that even the best companies fail to focus on. Here
are some tips for proper lubrication storage and handling:
 Design the lubrication storage areas: The purpose is to ensure ease
of use and limit handling mistakes. The storage areas should be well lit
and organized and also include provisions for bulk storage. An area
should also be set aside for top-off containers and grease guns.
 Quality control program: This is to ensure the correct oils and
lubricants are being delivered and the cleanliness of the delivered
lubricants is up to current target particle and moisture cleanliness levels.
Checks should also be made to ensure oils haven’t exceeded their
recommended shelf life. Finally the quality control program should
routinely sample and test oils for contamination.
 Labelling and identification: The labelling system can efficiently
ensure the right lubricant is used at the right location and prevent cross
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contamination. The labelling system should be simple and easy to
implement.
Lubricant Dispensers and Grease Gun Storage

Storage for dispensing containers, grease guns and rags is another important
step to ensure contaminants are not introduced to the lubricants as a result of
poor housekeeping. These tools should have their own dedicated fireproof
storage cabinets for easy access and organization.
Grease guns should be stored in a clean, dry and controlled environment.
They are precision tools that must be taken care of accordingly. Regular
cleaning and inspection of proper function is a must!
Oil dispensers should be of the sealed type and special care should be taken
when transferring oil from a bulk container to top-off dispensers to avoid
contamination. The use of portable lubricant dispensing carts is the preferred
method for transferring large amounts of oil to machines with large gearboxes
and reservoirs.
Building the Lubrication PM Program

The key questions to ask are what kind, how much, and how often?
Answering these questions will start your lubrication preventive maintenance
program. Some basic steps can be followed to achieve PM program success:
 The OEM manual is an important source of information for building your
preventive maintenance schedules. The lubrication section of the
manual should describe the locations on each machine that should be
lubricated, the type of lubricant to use at each location, the quantity of
lubricant to be applied and how often to apply the lubricants.
 The lubrication routines should be scheduled preferably in a CMMS.
Regardless of the system used, the maintenance department’s daily
lubrication activities should be organized. Responsibility should be
assigned for each lubrication function.
 Verify that the lubricants being used meet the OEM recommendations
for fluid type and viscosity. Never deviate from these recommendations.
 Use only clean containers to transfer lubricants. If possible, pre-filter the
lubricant as it is being added to the system.
 Maintain recommended system temperatures. Generally, industrial
systems are designed to run most efficiently with bulk fluid temperatures
of 110–130 °F (43–55 °C).
 Test fluid periodically (at least every two months) to determine its
physical and chemical condition. If a change in appearance is noted,
check the fluid immediately. Water content and pH of water-based fluids
should be checked frequently. If a major failure occurs, test the fluid
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before the system is restarted. Residual contamination from a
breakdown may prompt another failure.
 Change filters when indicating devices denote plugging of the element,
or when fluid analysis reveals a change is needed.
 Keep maintenance records on each system as an aid in determining
good preventive maintenance techniques. Records should be audited
occasionally to ensure accuracy and thoroughness.
 Colour-code and symbol-code all lubricants and lubrication points. This
will minimize mistakes when delivering the PM routines.
Training and Education

Educating the work force is a key first step in launching your lubrication
program. The operators and mechanics that are directly responsible for
lubrication must be suitably trained, and individuals that are indirectly involved
in the lubrication program should also have at least a basic awareness of the
program’s goals, primary benefits, and its procedural requirements.
Create Role of Lubrication technician

A best practice is to create the role of Lubrication Technician. The Lubrication
Technician should be an intelligent, experienced, conscientious, highly trained
member of the maintenance work force.
Once trained, have your Lubrication Technicians validate their knowledge by
becoming certified through a credible machinery lubrication certification
program.
Performance Measurements
To be assured that our lubrication program is effective requires the measuring
of selected parameters and the continuous trending of the data over a period
of time. One of the parameters may be as simple as the number of failures
due to poor lubrication or a ratio of the number of lubrication-related failures
per total failures.
Another good measurement comes from planning and scheduling the
lubrication activities. Calculate and record the schedule compliance ratio. This
is the number of lubrication work orders completed as scheduled. This tells us
not only that the work is getting done, but also it provides some history to
monitor frequencies of application. It is suggested that you use all of this
information to get started and then back off it if all goes well.
Continuous Improvement
In the quest for reliability the lubrication program should be reviewed and
improved on an ongoing basis. This can be done as an annual review led by
the maintenance engineer and the lubrication technician. A thorough review of
each lubrication schedule can made every three years or some other
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predefined review cycle. Selected schedules can be staggered so a third of
the PM schedules are reviewed annually. Equipment history for the equipment
reviewed should be evaluated. Failures occurring as a result of poor
lubrication should be examined to determine the root cause.
In addition to annual reviews event based reviews can be made when
equipment fails and lubrication is suspect. The intent would be to examine
lubrication frequency and methods to identify ways to optimize the lubrication
routine.
Finally the lubrication program should be audited regularly to ensure the
program is adhered to and goals are being achieved. By using an appropriate
audit or self-assessment process, an organisation will have a roadmap to
address and evaluate where it presently stands, and where its focus needs to
be.
In conclusion, increasing equipment reliability should be the goal of any plant
lubrication program. Whether you are developing a new program or reviewing
an existing one these nine steps should assist you in evaluating and
improving your program. Remember lubrication is the lifeblood of your
machinery and your lubrication program should be treated as a critical piece
in your overall reliability process.
Paying attention to detail and following your program are keys to success and
achieving program goals. Achieving program goals should ultimately lead to
higher uptime, greater throughput and lower operating costs resulting in
greater profitability.
Lubrication Basics
Noria Corporation
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One of the most important things an operator can do for his machinery is to
make sure it is properly lubricated.
So what is a lubricant and how does it affect operations when used properly?
This article will answer these questions and more by covering the
fundamentals of lubrication. We will discuss how a lubricant works to remove
friction, the physical and chemical properties of the lubricant, and the many
functions of a lubricant.
Many people believe that a lubricant is simply used to make things “slippery.”
While it is the primary function, there are more advantages to using the right
lubricant.
In addition to friction reduction, it also reduces the amount of wear that occurs
during operation, reduces operating temperatures, minimizes corrosion of
metal surfaces, and assists in keeping contaminants out of the system.
Lubricants have many properties that can be mixed and matched to meet your
operating needs. For example, there are different chemicals that can be
added to allow a machine to efficiently run at extreme temperatures. We can
also make a lubricant more effective in protecting machine surfaces under
extreme pressures.
By looking at the demands of the machine, you can properly identify the type
of lubricant best suited for its proper function.
What Is Lubrication?
To understand what lubrication is, you first need to understand why we use it.
Friction is the force that resists relative motion between two bodies in contact.
If friction didn’t exist, nothing would ever stop moving. We need friction to
function, but there are instances where you want to be able to reduce the
amount of friction present.
When you rub your hands together, you create heat because of the friction
between the sliding surfaces of your hands. Now imagine rubbing your hands
together 3600 times a minute – your hands would be on fire!
Similar heat is generated by friction in your machinery. If the lubricant in your
equipment has not been appropriately selected with standard operating
temperatures, load, speed, etc., in mind, catastrophic failure may result.
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You could wipe your bearings or if you stop your motor, for example, and the
machine is too hot, you could seize the bearings. Either way, both are costly
when you consider time lost, manpower used, and new equipment purchased.
In order to avoid failures of this nature, we lubricate our machinery to
minimize the resistance to movement, and as a result, minimize the amount of
heat produced. The heat that is produced by the equipment is transferred to
the oil so that it may be removed by a lube oil cooler.
There are a lot of considerations that must be applied when selecting the type
of lubricant we need to use: viscosity, additives needed, properties, etc.
Reducing friction and reducing heat are only a couple of the reasons we use
lubricants. If you look under a microscope at two surfaces moving across
each other, you would see something that looks like two mountain ranges
rubbing against one another. As this happens, pieces of the weaker material
break off and create smaller abrasive particles, resulting in more broken off
pieces, which go on to create more abrasion.
It’s a vicious cycle, and the way we prevent this from occurring is by creating
a lubrication film. Two of the preferred and most common types of fluid related
lubricant films are hydrodynamic and elastohydrodynamic. Hydrodynamic
films are present between sliding contacts. The most common example would
be a journal bearing.
When a shaft is still, it sits on the bottom of the bearing, but when it starts to
move, it tries to “climb” up the side of the bearing. Microscopic layer upon
layer of the lubricant create friction with each other and form an oil wedge
between the shaft and the bearing, protecting both surfaces.
Elastohydrodynamic films are present in rolling contacts, such as ball
bearings or roller bearings. In this situation, the softer material makes up the
rolling element which actually deforms for a split second to enlarge the
contact area between mating surfaces. Here, the oil film thickness is one
micron or less, which brings me to another reason for lubrication.
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We need to minimize foreign particles that may cause damage to this area.
Now in situations where the film layer is only one micron thick, you could
imagine that any contaminants that are present can create major damage, so
we try to eliminate as many as possible. While we can control the amount of
contamination that enters a system by using seals, filters, and other quality
controls, it’s impossible to completely eliminate machinery wear, even with the
best lubricant films.
So what do we do with the wear particles we can’t avoid? Certain additives in
lubrication will be attracted to these contaminants, suspend them in the
lubricant, and transfer them to filters or other separators installed in the
system where they will be removed.
Finally, most places aren’t completely unaffected by humidity. So what does it
mean when water and air come into contact with metal? Corrosion, and as we
all know, that’s not good for machine operation. So how does a lubricant help
with this problem?
There are different additives, similar in operation to the additives used for
contamination control, which prevent metal surfaces from coming in contact
with water. This prevents the production of rust, therefore preventing damage
to the metal machine surfaces.
So a lubricant is a substance that reduces friction, heat, and wear when
introduced as a film between solid surfaces. Using the correct lubricant helps
maximize the life of your bearings and machinery, therefore saving money,
time, and manpower, thus making operations more efficient and more reliable.
What Makes Up the Lubricants We Use?

All lubricants start with a base oil. There are three types: mineral, synthetic,
and vegetable. In industrial applications, we mostly deal with mineral and
synthetic, so I would like to focus on these. Mineral oil comes from crude oil
and the quality depends on the refining process.
There is a grading scale for oil and different applications require different oil
quality. Mineral oil is mainly made up of four different types of molecules –
paraffin, branched paraffin, naphthene, and aromatic. Paraffinic oils have a
long, straight chained structure, while branched paraffinic oils are the same
with a branch off the side.
These are used mainly in engine oils, industrial lubricants, and processing
oils. Naphthenic oils have a saturated ring structure and are most common in
moderate temperature applications. Aromatic oils have a non-saturated ring
structure and are used for manufacturing seal compounds and adhesives.
Synthetic oils are man-made fluids that have identical straight chained
structures, much like the branched paraffinic oils. One of the benefits of a
synthetic is that the molecular size and weight are constant while mineral oils
vary greatly; therefore the properties are very predictable.
So why don’t we use synthetic oils all the time if we know exactly what it’s
going to do? While there are many advantages to using a synthetic, there are
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almost as many reasons to not use it. The best quality mineral oil is mostly
made up of paraffinic oils, like those in synthetic oil.
So, in many applications, mineral oil is just as good as synthetic, and in these
applications is most likely the preferred base due to synthetic’s high cost,
toxicity, solubility, incompatibility, and hazardous disposal. However, in
extreme applications where a high flash point, low pour point, fire resistance,
thermal stability, high shear strength, or high viscosity index is needed, a
synthetic may be just what’s required.
We briefly discussed a couple of the additives that are used with a base oil in
order to improve performance, but I’d like to expand on the most common
additives now. The most important property to look at when choosing a
lubricant is its viscosity. This is the oil’s resistance to shear and flow.
The simplest way to describe viscosity is to relate it to substances that we are
familiar with. The higher an oil’s viscosity, the slower it flows. Molasses, for
example, has a very high viscosity while baby oil has a very low viscosity. The
viscosity required for an application depends on the speed, operating
temperature, and type of bearing as well as the type of component, like a
gearbox versus a motor.
Working hand in hand with viscosity is the viscosity index, which relates
change in viscosity due to temperature. The higher the viscosity index, the
less viscosity is affected by temperature. This property can be improved with
a viscosity index additive. Rust inhibitors protect surfaces against rust by
forming a thin water repelling film on the metals surface.
Dispersants help protect components against abrasion from wear products by
enveloping particles and suspending them in the oil so that they may be easily
flushed and removed from the system. Antiwear and extreme pressure (EP)
additives react with a component’s surfaces to form a thin protective layer to
prevent metal-to-metal contact.
This is especially helpful in situations where there is high pressure or a lot of
stop and start evolutions. Detergents work to neutralize acids and clean
surfaces where deposits may be detrimental. Finally, defoamants weaken the
surface tension of bubbles so that they may break easily and minimize
foaming.
For any given oil, the ingredients are the base oil and the additives. The only
difference for grease is that it also has a thickener. This is most commonly
described as “the sponge that holds the lubricant.”
Up to thirty percent of grease is made up of the thickener which is either a
simple or complex soap. Simple soap is made up of long fibers and has a
smooth, buttery texture. Examples of simple soaps are lithium, polyurea,
calcium, and silica. Complex soap is made up of short and long fibers and has
a more fibrous texture. Some examples are aluminum, sodium, and barium.
There are benefits of using a grease as opposed to oil in certain applications.
Grease seals out contaminants, is better suited for insoluble solid additives
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like molybdenum disulfide and graphite, and has better stop-start performance
because it doesn’t drain away like oil, for a lower chance of a dry start.
However, the thickness of grease limits bearing speed, reduces cooling of

components, makes for difficult sampling and analysis, and makes it difficult
to determine the proper amount of grease that needs adding. This is
something that must be taken into consideration when deciding if oil or grease
would be better suited for the application.
With a basic understanding of lubrication, you can see there are quite a few
advantages of using the proper lubrication in your machines. Higher
efficiency, longer life, better reliability, and less money spent on maintenance
are goals that every company strives to achieve.
Learning more about proper lubrication programs and applying everything you
learn will make these goals easily within reach.
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SELF-CHECK 5.1 -2
MULTIPLE CHOICE
Direction: Encircle the correct answer.
1. The purpose is to ensure ease of use and limit handling

mistakes.
a. Design the lubrication storage areas
b. Quality control program
c. Labelling and identification
d. Elastohydrodynamic
2. This is to ensure the correct oils and lubricants are being
delivered and the cleanliness of the delivered lubricants is up to
current target particle and moisture cleanliness levels.
3. The labelling system can efficiently ensure the right lubricant is
used at the right location and prevent cross contamination. The
labelling system should be simple and easy to implement.
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4. films are present in rolling contacts, such as ball bearings
or roller bearings.
5. Its code of all lubricants and lubrication points. This will minimize
mistakes when delivering the PM routines.
d. Colour-code and symbol-code
ANSWER KEY 5. 1 -2
1. A
2. B
3. C
4. D
5. D
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LO 2. Use and apply lubricants/coolant
Criteria t Methods
g 2. Self-paced / 2. Direct
Correct procedure specification Demonstration observation
for change of 1.Purpose of s
lubricant is lubrication  Repair
identified following manual
manufacturer’s  Maintenance
specification or 2.Cause and manual
manual effect of gear  Periodic
oil dilution maintenance
Correct tools and manual
equipment are 2. Instructional
selected and used 3.Lubrication materials
in line with job procedure  Reference
requirements s books
 Profession
Existing lubricants al
is removed and emergency
replaced with  Learning
specified types guides
and quantity of
 Modules
new materials in
 CD’s, VHS
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line with
manufacturer’s
specification
Safe procedure
and use of PPE tapes,
are observed when transparen
removing or cies
replacing lubricant
Used lubricants
are disposed in
accordance with
environmental
guidelines
Work is checked
in line with
company SOP
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Use and apply lubricants/coolant
 Read Information sheet 5.2 -1 This Learning Outcome deals with the
development of the Institutional
Purpose of lubrication Competency Evaluation Tool which
after finishing a competency of the
 Answer Self-Check 5. 2 -1 qualification.
Purpose of lubrication
 Compare answer to Answer Go through the learning activities
key 2.5 -1 outlined for you on the left column to
Purpose of lubrication gain the necessary information or
 Read Information Sheet 5.2 -2 knowledge before doing the tasks to
Cause and effect of gear oil
dilution
 Answer Self-Check 5.2 -2 The output of this LO is a complete
Cause and effect of gear oil Institutional Competency Evaluation
dilution Package for one Competency of
 Compare answer to Answer DRIVING NCII. Your output shall serve
Key 5.2 -2 as one of your portfolio for your
Cause and effect of gear oil Institutional Competency Evaluation for
dilution Carry out minor vehicle maintenance
 Read Information sheet 5.2 -3 and servicing
Lubrication procedure
 Answer Self-check 5.2 -3 guidance and evaluation.
 Compare answer to Answer
Key 5,2 -3 After doing all the activities for this LO1:
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Lubrication procedure proceed to the next LO2: Maintain and
 Read Information Sheet 5.2 -4

Hazard in associate with
lubrication
 Answer Self-Check 5.2 -4
lubrication
 Compare answer to Answer
Key 5.2 -4
lubrication
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PURPOSE OF LUBRICATION
The main purposes of lubrication
Lubrication allows to:
 Reduce friction (rubbing or deformation)

 Prevent pieces from wear
 Absorb/reduce shocks
 Protect from corrosion
 Isolate components from contamination
 Clean/get rid of contaminants.
Criteria to be respected
In order to obtain an optimal reliability and maximum benefits from a

lubrication program, certain criteria must be met.
Use the right grease / lubricant
Grease is the key element to your lubrication system. The choice of

grease type is particularly important for the proper function of the
system and will have direct impact on its efficiency.
Over 80% of equipment are lubricated with grease. Most companies use an
all-purpose grease for their equipment. In certain cases this is acceptable, this
application can incur waste of grease and can harm the productivity.
Most applications often require specialized grease in order to optimize their
performance. Machines that are exposed to elevated temperatures or
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elevated pressures normally require special formulated greases in order to
meet operational requirements. Specialized grease can often lengthen the
intervals of lubrication and considerably reduce the consumption of grease.
Mixing certain greases could create a chemical reaction that can damage your
equipment. It is therefore important to follow the makers’ recommendations
The right quantity
The right quantity of lubricant distributed to each point plays a major role. To
under lubricate or to over lubricate can have a negative effect and must be
avoided.
Over lubricating leads to excessive pressure on the bearings. Over lubricating
increases your expenses linked to an enormous waste of grease. On average,
each dollar of lubricant purchased, the shop spends three dollars of expenses
on lubricant waste. A good lubrication program permits to follow and control
lubrication consumption and eliminate costs.
On the other hand, a prolonged deficiency of lubricant (under lubrication) can
cause extreme wear of non-lubricated surfaces, thus causing a failure to the
machine along with elevated repair costs.
Automatic lubrication; The key to success
Automatic lubrication insures a continuous lubrication at a regular intervals the

greasing points and the special points which have difficult access. It works
while the machines engine is running along when all points are in movement.
La lubrification centralisée automatique est utilisée pour contrôler la quantité
de lubrifiant distribuée sur les points où le frottement est un problème. Une
lubrification régulière maintient un film de graisse et empêche la
contamination de vos surfaces d’appui en scellant l’interstice autour de
chacune d’elles. Ce collet garde à l’extérieur poussière, sable, eau et
empêche toute impureté de créer un abrasif sur les surfaces d’appui et ainsi
en éviter l’usure prématurée.
The central automatic lubrication is used to control the amount of lubricant
distributed on the points where the friction is a problem. A regular lubrication
maintains a film of grease which prevents contamination of your surfaces in
sealing inter space around each of them. This collar keeps away the dust,
sand and water to filter through and create an abrasive surface and prevents
premature wear.
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Purpose and method of lubrication
Lubrication is one of the most important factors determining bearing
performance. The suitability of the lubricant and lubrication method have a
dominant influence on bearing life.
Functions of lubrication :
 To lubricate each part of the bearing, and to reduce friction and wear
 To carry away heat generated inside bearing due to friction and other
causes
 To cover rolling contact surface with the proper oil film in order to prolong
bearing fatigue life
 To prevent corrosion and contamination by dirt
Table 12-1 Comparison between grease and oil lubrication
Item Grease Oil
Slightly complicated and special care

Sealing device Easy
required for maintenance
Lubricating ability Good Excellent
Low/medium
Rotation speed Applicable at high speed as well
speed
Replacement of Slightly
Easy
lubricant troublesome
Life of lubricant Relatively short Long
Cooling effect No cooling effect Good (circulation is necessary)
Filtration of dirt Difficult Easy
12-1-1 Grease lubrication
Grease lubrication is widely applied since there is no need for replenishment

over a long period once grease is filled, and a relatively simple structure can
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suffice for the lubricant sealing device.
There are two methods of grease lubrication. One is the closed lubrication
method, in which grease is filled in advance into shielded/sealed bearing; the
other is the feeding method, in which the bearing and housing are filled with
grease in proper quantities at first, and refilled at a regular interval via
replenishment or replacement.
Devices with numerous grease inlets sometimes employ the centralized
lubricating method, in which the inlets are connected via piping and supplied
with grease collectively.
1) Amount of grease
In general, grease should fill approximately one-third to one-half the inside

space, though this varies according to structure and inside space of housing.
It must be borne in mind that excessive grease will generate heat when
churned, and will consequently alter, deteriorate, or soften.
When the bearing is operated at low speed, however, the inside space is
sometimes filled with grease to two-thirds to full, in order to
2) Replenishment/replacement of grease
The method of replenishing/replacing grease depends largely on the

lubrication method. Whichever method may be utilized, care should be taken
to use clean grease and to keep dirt or other foreign matter out of the housing.
In addition, it is desirable to refill with grease of the same brand as that filled
at the start.
When grease is refilled, new grease must be injected inside bearing.
Fig. 12-1 gives one example of a feeding method.
Fig. 12-1 Example of grease feeding method (using grease sector)

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In the example, the inside of the housing is divided by grease sectors. Grease
fills one sector, then flows into the bearing.
On the other hand, grease flowing back from the inside is forced out of the
bearing by the centrifugal force of the grease valve.
When the grease valve is not used, it is necessary to enlarge the housing
space on the discharge side to store old grease.
The housing is uncovered and the stored old grease is removed at regular
intervals.
3) Grease feeding interval
In normal operation, grease life should be regarded roughly as shown in Fig.

12-2, and replenishment/replacement should be carried out accordingly.
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Fig. 12-2 Grease feeding interval
4) Grease life in shielded/sealed ball bearing
Grease life can be estimated by the following equation when a single-row

deep groove ball bearing is filled with grease and sealed with shields or seals.
The conditions for applying equation (12-1) are as follows :

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12-1-2 Oil lubrication
Oil lubrication is usable even at high speed rotation and somewhat high
temperature, and is effective in reducing bearing vibration and noise. Thus oil
lubrication is used in many cases where grease lubrication does not
work. Table 12-2 shows major types and methods of oil lubrication.
Table 12-2 Type and method of oil lubrication
1 ① Oil bath
 Simplest method of bearing immersion in oil for operation.

 Suitable for low/medium speed.
 Oil level gauge should be furnished to adjust the amount of oil.
(In the case of horizontal shaft)
About 50 % of the lowest rolling element should be immersed.
(In the case of vertical shaft)
About 70 to 80 % of the bearing should be immersed.
 It is better to use a magnetic plug to prevent wear iron particles from
dispersing in oil.
2 ② Oil drip
 Oil is dripped with an oiling device, and the inside of the housing is filled
with oil mist by the action of rotating parts. This method has a cooling
effect.
 Applicable at relatively high speed and up to medium load.
 In general, 5 to 6 drops of oil are utilized per minute.
(It is difficult to adjust the dripping in 1mL/h or smaller amounts.)
 It is necessary to prevent too much oil from being accumulated at the
bottom of housing.
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3 ③ Oil splash
 This type of lubrication method makes use of a gear or simple flinger

attached to shaft in order to splash oil. This method can supply oil for
bearings located away from the oil tank.
 Usable up to relatively high speed.
 It is necessary to keep oil level within a certain range.
 It is better to use a magnetic plug to prevent wear iron particles from
dispersing in oil.
It is also advisable to set up a shield or baffle board to prevent
contaminants from entering the bearing.
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4 ④ Forced oil circulation
 This method employs a circulation-type oil supply system.

Supplied oil lubricates inside of the bearing, is cooled and sent back to the
tank through an oil escape pipe. The oil, after filtering and cooling, is
pumped back.
 Widely used at high speeds and high temperature conditions.
 It is better to use an oil escape pipe approximately twice as thick as the oil
supply pipe in order to prevent too much lubricant from gathering in
housing.
 Required amount of oil : see Remark 1.
5 ⑤ Oil jet lubrication
 This method uses a nozzle to jet oil at a constant pressure (0.1 to 0.5MPa),
and is highly effective in cooling.
 Suitable for high speed and heavy load.
 Generally, the nozzle (diameter 0.5 to 2 mm) is located 5 to 10 mm from
the side of a bearing.
When a large amount of heat is generated, 2 to 4 nozzles should be used.
 Since a large amount of oil is supplied in the jet lubrication method, old
should be discharged with an oil pump to prevent excessive residual oil.
 Required amount of oil : see Remark 1.
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6 ⑥ Oil mist lubrication (spray lubrication)
 This method employs an oil mist generator to produce dry mist (air
containing oil in the form of mist). The dry mist is continuously sent to the
oil supplier, where the mist is turned into a wet mist (sticky oil drops) by a
nozzle set up on the housing or bearing, and is then sprayed onto bearing.
 This method provides and sustains the smallest amount of oil film
necessary for lubrication, and has the advantages of preventing oil
contamination, simplifying bearing maintenance, prolonging bearing fatigue
life, reducing oil consumption etc.
 Required amount of mist : see Remark 2.
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7 ⑦ Oil/air lubrication
 A proportioning pump sends forth a small quantity of oil, which is mixed

with compressed air by a mixing valve. The admixture is supplied
continuously and stably to the bearing.
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 This method enables quantitative control of oil in extremely small amounts,
always supplying new lubricating oil. It is thus suitable for machine tools
and other applications requiring high speed.
 Compressed air and lubricating oil are supplied to the spindle, increasing
the internal pressure and helping prevent dirt, cutting-liquid, etc. from
entering. As well, this method allows the lubricating oil to flow through a
feeding pipe, minimizing atmospheric pollution.
Remark 1 Required oil supply in forced oil circulation ; oil jet lubrication
methods
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Values of friction coefficientμ
Bearing type μ
Deep groove ball bearing 0.0010 - 0.0015
Angular contact ball bearing 0.0012 - 0.0020
Cylindrical roller bearing 0.0008 - 0.0012
Tapered roller bearing 0.0017 - 0.0025
Spherical roller bearing 0.0020 - 0.0025
The values obtained by the above equation show quantities of oil required to
carry away all the generated heat, with heat release not taken into
consideration.
In reality, the oil supplied is generally half to two-thirds of the calculated value.
Heat release varies widely according to the application and operating
conditions.
To determine the optimum oil supply, it is advised to start operating with two-
thirds of the calculated value, and then reduce the oil gradually while
measuring the operating temperature of bearing, as well as the supplied and
discharged oil.
Remark 2 Notes on oil mist lubrication

1）Required amount of mist (mist pressure : 5 kPa)
In the case of high speed（dmn≧40 万）it is necessary to increase the

amount of oil and heighten the mist pressure.
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2) Piping diameter and design of lubrication hole/groove
When the flow rate of mist in piping exceeds 5 m/s, oil mist suddenly
condenses into an oil liquid.
Consequently, the piping diameter and dimensions of the lubrication
hole/groove in the housing should be designed to keep the flow rate of mist,
obtained by the following equation, from exceeding 5 m/s.
3) Mist oil
Oil used in oil mist lubrication should meet the following requirements.
 ability to turn into mist

 has high extreme pressure resistance
 good heat/oxidation stability
 rust-resistant
 unlikely to generate sludge
 superior demulsifier
（Oil mist lubrication has a number of advantages for high speed rotation
bearings. Its performance, however, is largely affected by surrounding
structures and bearing operating conditions.
SELF-CHECK 5.2 -1
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IDENTIFICATION
Identify the 4 function of lubrication

1.
2.
3.
4.
ANSWER KEY 5.2 -1

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Functions of lubrication :
 To lubricate each part of the bearing, and to reduce friction and wear
 To carry away heat generated inside bearing due to friction and other
causes
 To cover rolling contact surface with the proper oil film in order to prolong
bearing fatigue life
 To prevent corrosion and contamination by dirt
Cause and effect of gear oil dilution

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FUEL DILUTION OF ENGINE OIL: CAUSES AND EFFECTS
TOTAL EXPLAINS THE IMPACT OF FUEL ENTERING THE CRANKCASE

AND THE IMPORTANCE OF QUALITY LUBRICANTS IN THIS REGARD.
What happens when the fuel is not fully burned off in the combustion
chamber? The answer to this question is also the cause of certain
breakdowns, i.e. that the fuel tends to flow towards the crankcase. In fact, it
flows down through the piston skirt towards the crankcase, where it mixes
with the engine oil.
Once this anomaly happens, there are number of effects. One of these is the
washing of the liner walls, the piston skirt and the segments, which implies
that the fuel wipes away the oil, leaving the area without lubrication and the
liner walls polished.
Although this may sound like everything has been given a great clean, nothing
could be further from the truth: in reality, the lack of lubricant means that the
surfaces rub against each other, which causes wear. When polished, it is
more difficult for the liner to keep the lubricant in the area, which can lead to
faults such as the seizing up of the piston and of the liner itself.
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OIL DILUTION
Another effect of fuel leaking into the crankcase is oil dilution. This causes
the lubricant to lose viscosity, meaning that the films formed are weaker and
less capable of withstanding high loads that can occur at certain points, such
as the rod bearings and crankshaft areas.
What happens if the viscosity becomes too low? This causes contact between
the metal surfaces, leading to rapid wear of the bearings due to friction.
A third effect of fuel passing through the crankcase is related to biofuel.

Currently, both diesel fuel and gasoline include biofuels in their formula
(biodiesel in the first case, and bioethanol in the second).
As the fuel is subject to high temperatures in the crankcase, some of it

evaporates, meaning that, in the case of diesel fuel, the portion of biofuel
becomes concentrated. This causes the biodiesel to be less fluid and more
viscous than the diesel fuel, which causes the lubricant to thicken.
For example: if we take a diesel fuel comprised of 7% biodiesel, the diesel

fuel portion evaporates in the crankcase, meaning that the concentration of
biofuel can amount to more than 10% of biodiesel. Due to this effect, the
viscosity of the lubricant and fuel mixture increases, and the wear on the
bearings can speed up significantly.
NEW TECHNOLOGIES TO THE RESCUE
The problem of fuel passing through the crankcase seems to have eased in
recent years. In this regard, the ANAC analyses carried out on heavy vehicles
indicate that more than 5% of the samples of engine oil analyzed contained
fuel, although concentration was higher in vehicles prior to 2009. This seems
to indicate that combustion using current fuel injection systems has improved
this issue.
As for light-duty vehicles, several cases have been observed in which the oil
level increased instead of decreasing, resulting in several instances where the
level far exceeded the maximum mark on the dipstick. Although this may
seem like good news, it is not: in such instances, not only does the same
dilution problem occur, but it is also particularly serious, given that in such
cases the concentration of fuel is very high and can cause rapid wear and
engine failure. Occasionally you may detect a drop in pressure and/or power if
this is the case.
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Some manufacturers have actually added a new notch above the maximum
mark as a warning sign. If you notice an increase in the excess level, you
should reduce the mileage interval for changing the lubricant by half. This
instruction is included in the maintenance manual of the vehicle and must be
observed in order to maintain the warranty.
Furthermore, as the lubricant is being used up (1 liter per 10,000 kilometers)

and replaced by fuel, the concentration of additives decreases, meaning that
part of their protective action of the engine is lost.
In the specific case of diesel cars, diesel fuel also enters the crankcase as a
result of post-injection during regeneration so that the fuel gases can reach
the crankcase and help the regeneration process by providing heat. As not all
diesel fuel turns to gas, part of the fuel enters the crankcase, which produces
the dreaded oil dilution.
With regard to gasoline cars, they are now beginning to commercialize TGDI
engines, with turbo and direct injection of this fuel, with the objective of
increasing their energy efficiency through greater fuel savings and less
polluting emissions. The increasing popularity of these engines will mean
a higher percentage of gasoline in the oil, along with higher temperatures and
operating pressure for lubricants.
Fuel inflow caused by mechanical effect
In short, when fuel mixes with the lubricant, it reduces the viscosity of the oil,
meaning that the viscosity may be too low to create an oil film capable of
withstanding heavy loads and speeds in some parts of the engine. This
results in friction between the metal surfaces and wear of the parts.
For this reason, it is crucial to use a properly formulated, high-quality engine

oil capable of withstanding dilution by fuel, as well as the additional effects
caused by the portion of biofuel. To show how important this is, the ACEA has
carried out two tests in this area: the CEC L-104 that controls the effects of
biodiesel on the engine (piston, rings and the formation of deposits); and the
GFC-Lu-43 A11 (oxidation in the presence of biofuel), where it controls the
presence of fuel and the effects it produces, especially biodiesel.
As a result of these tests, the lubricant is better able to maintain its

characteristics and increase its capacity to protect the engine in the event of
dilution.
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Fuel Dilution in Engine Oil - How It Happens and What It Leads To
Image Credits: Egorov Artem/shutterstock.com
Fuel dilution of the engine oil is a problem that faces many modern
combustion engines. Also known as “crankcase dilution” it is a process
where fuel is leaked into engine oil when it travels towards the
crankcase. It is a process that occurs roughly 8 times per 1000 rpm for
each cylinder, and whilst it occurs in every engine, it is a factor that
contributes a significant amount of wear to the engine. It is also one of
the main reasons why periodic oil testing is performed for many
engines, as it inevitable that every engine will experience it. In this
article, we look at what the main causes of fuel dilution are and the
issues that it can cause.
The Causes of Fuel Dilution in Engine Oil
There is not one cause of fuel dilution within engine oils and this is a reason
why it is such a common occurrence within engines. However, the main cause
is through a process called blow-by. This occurs because most seals are not
perfect (nor are the cylinders perfectly rounded), or there is an opening
through the cylinder crosshatches, and this causes the migration of fuel and
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exhaust gases into the areas where the oil is used. This often happens in the
region between the piston rings and the cylinder bore.
Other factors include leaking of the fuel injectors, incomplete combustion of

the fuel, low engine temperatures, long periods of idle time and frequent
short-distance driving. Below, we look at some of the other factors and
mechanisms that contribute to fuel dilution in engine oils.
Wet Stacking
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Sooty Engine
Wet stacking occurs in engines which are cold, i.e. engines that have not yet
reached their optimum operating temperature. Colder engines have a lower
combustion efficiency than engines which are at the ideal operating
temperature, and this causes the fuel to ignite further on in the compression
stroke (because of the lower internal temperatures). This can also cause the
fuel coming out of the injector to stick to the walls of the cylinder. Once the
fuel is stuck to the sides, it will slowly enter the oil system by being scraped off
by the piston rings and entering the crankcase.
Poor Maintenance
Fuel dilution within an oil system happens slowly. So, when some oil becomes
contaminated with a small amount of fuel, the effects are very minimal and
won’t affect the performance of the oil (or the engine in general). That is if it
isn’t allowed to build up—that is when issues start to arise as large amounts
of fuel dilution will affect the performance of the oil and the engine. Therefore,
regular maintenance in the form of regular oil checks and changes can stop
fuel dilution from presenting any adverse effects, but there can be
catastrophic consequences if these basic checks are ignored.
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As well as regular oil checks and changes, checking the fuel injector nozzles
can help to reduce the occurrence of fuel dilution—as dirty nozzles can
prevent the fuel from atomizing correctly, and in turn, prevent the fuel from
combusting efficiently—so not keeping up with maintenance in this area is
another way of increasing the potential for fuel dilution to occur.
Engine Modifications
Modifications to an engine, especially anything that affects the way that fuel is
injected into an engine, is another way of increasing the possibility of fuel
dilution within the engine oil. This is often manifested through modifications
that produce a much greater amount of smoke. The smoke passes by the
crankcase before leaving via the tailpipe, so naturally, more smoke is going to
enter the oil system which causes the oil to be diluted by the fuel; as well
introducing other types of oil contamination.
The Implications of Fuel Dilution in Engine Oil
There are quite a few concerns with fuel dilution which affect the performance
of the oil and the engine in general. Over time, excessive dilution can lead to
a significant amount of wear, and ultimately, the failure of the engine.
The biggest issue that arises from fuel dilution is the lowering of the oil’s
viscosity, as fuel has a much lower viscosity than the oil (as well as
possessing a lower vapor pressure and thinning effect), which in turn can
cause the oil-fuel mixture to adopt a viscosity lower than it is designed for.
This causes the oil to possess less-effective lubricating properties and causes
the strength of the oil film to be reduced, which increases the amount of wear
on the cylinder liner and the bearings—this arises from the fact that the oil film
is crucial for reducing the friction between moving components by providing a
barrier, and the thinning of the oil causes the effectiveness of the barrier to be
reduced, thus increasing the amount of wear on the system.
There are also many other issues that can occur because of a lower oil
viscosity (or a degraded oil in general), and these include reducing the
effectiveness of the additives within the oil, increasing the volatility of the oil
and increasing the rate at which oxidation occurs within the oil (which then
leads to more frequent oil changes).
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Crankcase dilution is a phenomenon of internal combustion engines in
which unburned diesel or gasoline accumulates in the crankcase.
Excessively rich fuel mixture or incomplete combustion allows a certain
amount of fuel to pass down between the pistons and cylinder walls and dilute
the engine oil. It is more common in situations where fuel is injected at a very
high pressure, such as in a direct-injected diesel engine.
When a mixture of air and fuel enters the cylinder of an engine, it is entirely
possible for condensation of fuel to occur on the cooler parts of the cylinders.
The condensate may wash the lubricating oil from the cylinder walls, travel
past the piston rings and collect in the oil pan, thus increasing wear and also
diluting the lubricating oil. Since the less volatile components of the fuel will
have the greatest tendency to condense, the degree of crankcase-oil dilution
is directly related to the end volatility temperatures of the mixture.
Contents
Causes
Crankcase dilution occurs when the fuel oil from the engine gets into the lube
oil of the engine. This can be caused by the walls being wetted due to the
fuel condensing in the cylinder. If the engine is cold, or there is an excess
amount of cooling around the cylinder,[1] the fuel oil will condense and have a
higher chance to end up in the crankcase.[2] Another way that the fuel oil can
end up in the crankcase is because there is too much wear on
the piston compression rings.[1] The job of the piston compression ring is to
keep the oil and the exhaust gases from entering the crankcase, but when
there is too much wear it can no longer do its job. Other than the piston rings,
“blow-by” gases can push the fuel oil past the rings and into the crankcase.
[1]
“Blow-by” gases are a mix of fuel oil and exhaust gases that push past the
piston rings. Crankcase dilution is caused more when the lube oil is fresher.
[3]
Another cause of crankcase dilution is a slow or delayed injection cycle.
[2]
This causes the timing to be thrown off and the oil is most likely to enter the
crankcase at this point. Water and dirt can also further the effects of
crankcase dilution.[1] Also, soot getting into the lube oil can cause crankcase
dilution, but there are additives that can keep the soot at the top of the lube
oil. Soot that collects in the crankcase fully goes away when the lube oil is
changed out of the engine. Additives can be added to the oil to cause
the soot to stay on top of the engine lube oil.[4] These substances getting into
the lube oil can accelerate the effects of crankcase dilution.
Piston compression ring wear.

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Effects
Fuel oil in the crankcase lube oil can cause the oil to chemically degrade. This
means that the oil loses viscosity and is less effective when lubricating.[5] The
loss of viscosity of the lube oil causes the oil to not fully connect and lubricate
the moving parts of the engine. This lack of lubrication can cause the engine
to have an increased amount of wear over time.[5]
Reducing Crankcase dilution

There are many ways to reduce the amount of crankcase dilution that occurs
in an engine. One of the ways is to counteract the loss of viscosity by using a
heavier oil.[1] The viscosity that they recommended was 500-575 sec. Another
thing that can reduce the effects of crankcase dilution is changing the
piston compression rings when they become worn. This would reduce the
amount of blow-by gases and overall reducing the effects. Another thing that
can be done is to change the car's oil regularly to avoid the wear on your
engine from crankcase dilution.
Detecting Crankcase dilution

Detecting crankcase dilution can help reduce the effects that it will have on
your engine. There are many ways to detect crankcase dilution. One of the
ways is to check the flash point of the oil and compare it to the brand of lube
oil.[5] The way to test the flash point of the oil is to manually take a sample and
use a testing kit. When the fuel leaks into the lube oil the chemical makeup is
different than the normal lube oil. Another way to test for crankcase dilution is
to use a SAW to test the concentration of fuel oil in the crankcase oil. [5] SAW
stands for surface acoustic wave.
Biodiesel and crankcase dilution

Biodiesel is vegetable oil or animal fats that are mixed with lipids to produce
alcohol that can be burned. The alcohol that is produced is the biodiesel.
Engines that run on biodiesel have the same problem as regular fuel engines.
The biodiesel fuel finds its way into the crankcase of the engine and mixes
with the lube oil. When biodiesel leaks into the crankcase, it has more
problems than with more traditional fuel. The biodiesel has a higher boiling
point than regular fuel and is less likely to evaporate out causing it to stay in
the crankcase for a longer period of time.[6] Also, the longer that the biodiesel
stays inside of the crankcase, it degrades the organic acids in the lube oil and
then reacts with the crankcase wall. After reacting, it causes deposits of the
reacted biodiesel in the walls of the crankcase .[7] There are ways that these
effects can be reduced. Chevron created additives to reduce the effects of the
biodiesel.[7]
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SELF-CHECK 5.2 -2
MULTIPLE CHOICE
Direction : Encircle the correct answer.
1. Biodiesel is vegetable oil or animal fats that are mixed with lipids
to produce alcohol that can be burned. The alcohol that is
produced is the biodiesel?
a. Biodiesel and crankcase dilution
b. Detecting Crankcase dilution
c. Reducing Crankcase dilution
d. Effects
2. It can help reduce the effects that it will have on your engine.
There are many ways to detect crankcase dilution?
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d. Effects
3. There are many ways to reduce the amount of crankcase
dilution that occurs in an engine?
d. Effects
4. Fuel oil in the crankcase lube oil can cause the oil to chemically
degrade. This means that the oil loses viscosity and is less
effective when lubricating?
d. Effects
5. Crankcase dilution occurs when the fuel oil from the engine gets
into the lube oil of the engine?
d. Causes
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ANSWER KEY 5.2 -2
1. A
2. B
3. C
4. D
5. D
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How to Write a Lubrication Procedure

Noria Corporation
The typical industrial lubrication program lacks order, structure, continuity and
respect, even though the ideas and practices have been around for 100
years. Billions of dollars are spent annually to replace lubricated machinery
components that have worn out due to the inability of the lubricant and the
lubrication process to perform the required task.1
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In addition to that expenditure, millions are spent analyzing lubricants at in-
plant and commercial laboratories for the purpose of identifying evidence of
failed lubrication.
Further, this is one area of plant operations that can yield a powerful return on
a meager investment. Case in point: a typical maintenance budget in a
capital-intensive operation (steel, paper, rubber, automotive, etc.) can be
approximately divided into two parts: labor (+/- 55 percent) and materials (+/-
45 percent). Each part can be further split.
The labor component can be divided roughly into standard (35 percent) and
overtime (10 percent) labor. The materials portion can be divided roughly into
three sections. For the sake of argument, we will line item lubricants (2
percent), miscellaneous materials (13 percent) and MRO supplies (40
percent).
From this it can be seen that the cost of the lubricant is one of the smallest
line items in a typical budget, at 1 to 3 percent; yet the manner in which this
budget is applied has an immediate and potentially significant impact on the
balance of the maintenance budget (overtime and OEM lubricated component
purchases).
Any improvement in this sliver of the budget ($100K to $300K in a $10 million
budget) could produce a leveraged savings from one of the largest single
categories in the budget, that being overtime and material costs($2.5 million in
a $10 million budget).
It is not hard to conceive of a $100K investment in lubrication program
improvements yielding $400K in maintenance cost reductions in overtime
labor and replacement parts. It is not unusual to achieve improvements with
this degree of relative impact.
Aside from large, broad-based forces that push formalized business strategies
- such as just-in-time delivery (JIT) and manufacturing-to-order (MTO), ISO
9000 certification and global competition - there is plenty of justification to
formalize and standardize excellence in lubrication.
What is preventing this process from becoming a center of excellence in a
manufacturing environment? I propose that it is a combination of the following:
1. Lack of understanding the importance of excellence in lubrication practices.
2. Lack of understanding how to achieve lubrication excellence.
3. Lack of reinforcement from senior management, including supporting the
expense of taking the time to develop procedures and train personnel so that
practices can be achieved.
The Role of Management

Senior management needs to be sold on the benefits of lubrication
excellence. This is accomplished by showing, in clear and concise terms, how
their investment in this process will create value, improve productivity, reduce
cost and move the company toward their strategic and financial goals.
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As practitioners of plant tribology, it is important to learn how to present a

case in a language that senior management will understand so that everyone
can see the same potential for gain. Net present value, cash flow, return-on-
investment and payback period are financial forecasting methods that need to
be fully understood in order to justify new ideas for improvement.
The Role of Knowledge

It has been said that the industrial world rides on a cushion of oil equal to
about 10 micrometers in thickness, about the diameter of a blood cell.2
If this is true, then our livelihood in a very real sense rides on a film of oil that
is invisible to the naked eye. To protect that livelihood, our perspective needs
to be recalibrated so it can be seen, and then we need to learn to protect this
very thin film. This is accomplished only through training and personal study in
the field of focus.
The more that is known about the dynamic clearance between two
mechanical surfaces, the better the foundation for building effective
procedures and habits around protecting that oil film.
What is an effective lubrication procedure? A procedure is a step-by-step
guideline that directs the user through a task. Therefore, a lubrication
procedure would guide the user through a specific lubrication task.
There are many types of tasks, such as: manual bearing lubrication, gearbox
filling, gearbox checking, gearbox top-off, gearbox cleaning, kidney loop
filtration, sample collection, etc. Each of these tasks will have some degree of
uniqueness, as well as a lot of overlap with other similar lubrication tasks.
When preparing a lubrication procedure, consider the following:
1. Strategy - how does the procedure support the broader maintenance
strategy?
2. Purpose - what needs to be accomplished?
3. Procedure - how is the task accomplished, including the many details that
determine safety, efficiency and effectiveness?
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Strategy
The lubrication program should not be an isolated island in the sea of
maintenance practices. Lubrication practices should align concisely with the
defined, supported goals of the larger maintenance operation.
With increasing demand for equipment availability (to support a make-to-order
production schedule), many operations have adopted a Reliability Centered
Maintenance (RCM) strategy. Through such a strategy, they’ve identified
where and how to devote their energy to manage their equipment.
RCM is a process used to determine what must be done to ensure that any
physical asset continues to do what its users want it to do in its present
operating context.3
Within this strategy, decide which machines can run-to-failure. Other
machines, perhaps similar, must be managed to assure maximum availability.
To maximize a limited lubrication resource, the lubrication procedures for a
particular machine should fit the broader strategy for that machine.
For example, a gearbox on a conveyor may be designated run-to-failure with
an anticipated five-year life span, while an identical gearbox on a similar
conveyor may be designated as process critical with the difference between
the two units being the material conveyed.
Should both units be treated the same? Probably not. Depending on the
number of run-to-failure units on hand, it may be best to develop a procedure
to select a lifecycle fill strategy (lubed for life) that incorporates the use of a
high-performance lubricant in a sealed application with no planned routine
service.
Conversely, while the reliability expectation is higher for the other unit,
consider using a product that does not offer the extended lifecycle benefits if
the intention is to closely monitor the unit for signs of distress.
As we step into the procedure development process, we need to confirm that
the practice for each system aligns well with the stated maintenance goal for
that system. This will lead to greater lubrication efficiency and effectiveness at
a reduced total cost (such as plant maintenance optimization).4
Purpose
Keeping this strategy in mind, the purpose is to state what is to be
accomplished for the lubrication procedure. While there is no single approach
to defining the purpose and the individual tasks for the procedure, certain
specifics must be included to remove ambiguity and assure compliance. The
purpose should include at a minimum:
1. The name of the item to be addressed (example: A/N 10043CD conveyor
drive).
2. The objective of the work (semiannual coupling inspection and
relubrication).
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3. Identification of the individual to perform the task (Lubrication Technician,
MLT Level I Certified).
4. Operational and safety conditions (example: equipment must be locked out
before work can be accomplished).
5. The amount of time allocated to the task.
The details should identify what is to be done, where it is to be done, who will
do the work, tools and materials needed, special issues surrounding the work
(safety, operational) and how much time is allotted to the task. In the process
of devising and writing procedures, expect to find major similarities between
like components grouped by maintenance strategy. A template can be created
with a significant amount of generic information or structure to facilitate the
process without diluting the results.
Procedure
While keeping the strategy in mind, the procedure needs to support five
principles, or tenets, historically referred to as the five Rs of lubrication. The
five Rs are:
1. The right product,
2. The right place,
3. The right amount,
4. The right time,
5. The right attitude.
Digging for details is a must for the first four Rs. Sometimes the details are
within easy grasp. Sometimes guidelines are developed as progress is made
and when the team has a better understanding of what is needed. More likely
than not, if we want world-class procedures, we have to develop them in-
house, perhaps with the aid of a consultant or specialist. Let’s look at the
questions that should be asked for each of these five categories.
Right Product
This pertains to the selection of the lubricant for an application. The OEM
should be the starting point for product selection by viscosity grade and
boundary film formation properties (AW, EP, solids) for both oil and grease
products.
The OEM has probably considered the speed and load required of the
operating components and has calculated a minimum viscosity for that
condition. However, because the OEM cannot hope to understand your
specific operating conditions, factor in actual conditions and modify the OEM
baseline recommendation to fit accordingly.
For instance, is the gearbox rated for one speed but operated at another
speed? Is the gearbox in an elevated ambient temperature location, or is
there significant process temperature transferred throughout the shaft to the
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gear case? Is there risk of manufacturing or process contamination entering
the lubrication compartment before or during installation?
Is the unit accessible? Does the unit have heat control mechanism (heat
exchanger, fan)? What lubricant products are readily available to help meet
the OEM mechanical and environmental conditions that exist? Can the
company accept a specialty lube product for this single application?
The answers to each of these questions must have a bearing on the lube
product that is finally selected. One point of interest: it is your equipment, your
lubricant and your maintenance strategy. You make the decision that fits your
budget and goals. Collect input from various resources (such as the local
distributor, OEM, lubricant manufacturer or subject-matter expert) but use
internal resources - the company team - to make the final educated decision.
Right Place
This decision is predetermined by plant and equipment design process for the
vast majority of applications. Nonetheless, confirm that the details are correct.
OEM guidelines are just that: guidelines. Every single lubrication application
point must be uncovered, photographed, tagged and reinforced.
This requires having people at the equipment, looking at the drive train or
process flow. Often lube lines disappear under a slab of sheet metal, as can
be seen from the example in Figure 2.
Figure 2. Disappearing Lube

Lines
Get input from those who install and repair the components behind that slab
to know if the right product is going in and that it is going where it is supposed
to go.
A cross-functional work team is key to running down all of these details. The
operators live with the equipment on a day-to-day basis and generally
understand what is missed and what is not.
Right Amount
Assessing oil volume requirements is generally straightforward. For instance,
calculate the amount of oil that goes into an isolated, splash-lubricated, wet
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sump gear case. The level does not change much between stand-by and
operating modes.
Circulating oil systems present a greater degree of difficulty because
lubrication lines contain oil outside of the reservoir. For circulating systems,
factor in the volume of lubricant in transit, and estimate an operating level as
well as a stand-by level.
Once the reservoir is filled, the task is to maintain the right predefined level.
Grease lubrication is more challenging. Manual grease relubrication is
probably the single most out-of-control aspect of machinery lubrication, but it
doesn’t have to be that way. The right amount can be calculated easily with a
few measurements and quick formulas or charts from bearing suppliers.
After calculating the component requirement from the design criteria, add an
environmental factor based on the actual installation, the lubricant properties
and the time available for relubrication. Many factors interrelate to influence
the volume and cycle. They must be considered in the context to produce a
whole picture.
The Right Time

The timing of relubrication intervals is influenced by many of the same factors
that influence relubrication quantities. Start with the OEM guideline and adjust
to maximize the properties of the lubricant within the context of the application
and environment. The environment will have a significant impact on grease
relubrication intervals but less so on oil lubricated equipment. The most
difficult part of this procedure is identifying the operating and design details.
The Right Attitude

Regardless of the level of efficiency and accuracy in defining the physical
properties and requirements for optimum lubrication, the human element is
the trump card. Well-defined but poorly followed practices are of marginal
value. Likewise, highly motivated people without role definition will either find
a way to define their role or will loose interest.
The right attitude boils down to a personal decision made by the lubrication
technician, but it is greatly influenced by the senior management’s attitude
toward the role. If a subliminal message of ‘oil is oil and grease is grease’ is
reinforced by low wage scale, shallow job title, neglected training and refusal
of access to resources to improve the process, then inferior motivation and
inferior results are often present. Don’t underestimate the significance of this.
When all is said and done, after we have formed a maintenance strategy and
chosen to standardize lubrication procedures and done all of the footwork and
thinking necessary to make the best decision, and then boiled those decisions
down into a coherent, common sense, concise procedure, the real work
begins. It is not easy to achieve day-to-day consistency in what is arguably a
hot, dirty and difficult work environment, but the rewards can be measurable,
lasting and substantial.
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A Dollar Saved . . .
The perpetual nature of the lubrication process offers both challenges and
rewards. The benefits and drawbacks are cumulative. By refining the strategy,
working through the details and devising high value procedures, we can
position ourselves to add long-lasting value.
Every dollar saved through a new lubrication improvement is saved over and
over again. This is called an annuity. This makes each dollar saved worth
much more than the face value of the initial dollar saved.
The process is both orderly and detail oriented. Consider operational
circumstances and then correctly identify the right product, the right place, the
right amount, the right time, and then apply these excellent practices with the
right attitude.
To achieve and maintain a competitive position in a hyper-competitive world,
a company must work as a team to build value in each segment of the
process. The development of world-class lubrication standards and practices
is long overdue in many organizations.
It is hard but honorable work and should be done.
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SELF-CHECK 5.2 -3
IDENTIFICATION
Identify the . five Rs

1.
2.
3.
4.
5.
ANSWER KEY 5.2 -3

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The five Rs are:
1. The right product,
2. The right place,
3. The right amount,
4. The right time,
5. The right attitude.
LO 3. Perform housekeeping activities
Criteria t Methods
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1.Clean and g 2. Self-paced / 2. Direct
Tools, equipment store specification Demonstration observation
and materials are lubricant s
properly stored as  Repair
per company SOP manual
 Maintenance
Workplace is free manual
from waste  Periodic
materials maintenance
manual
2. Instructional
materials
 Reference
s books
 Profession
al
emergency
 Learning
guides
 Modules
 CD’s, VHS
tapes,
transparen
cies

PERFORM HOUSEKEEPING ACTIVITIES
 Read Information sheet 5.3-1 This Learning Outcome deals with the
Clean and store lubricant development of the Institutional
 Answer Self-Check 5. 3 -1 Competency Evaluation Tool which
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Clean and store lubricant after finishing a competency of the
 Compare answer to Answer qualification.
key 5.3 -1
Clean and store lubricant Go through the learning activities
outlined for you on the left column to
gain the necessary information or
knowledge before doing the tasks to
The output of this LO is a complete

Institutional Competency Evaluation
Package for one Competency of
DRIVING NCII. Your output shall serve
as one of your portfolio for your
Institutional Competency Evaluation for
Carry out minor vehicle maintenance
and servicing
guidance and evaluation.
After doing all the activities for this LO1:

proceed to the next LO2: Maintain and
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Clean and store lubricant
10 Ways to Improve Lubricant Storage and Handling

Stephen Sumerlin
For a complete and proper lubrication program to work effectively and provide
the most return on investment, the entire gamut of lubrication must be
considered, ranging from receiving to application.
Through this gamut there are missed opportunities to increase equipment
productivity and reliability and to maximize the returns of investing in
a professionally designed lubrication program. One of the biggest and most
costly missed opportunities is proper lubricant storage and handling.
Many facilities are unaware of the danger improper lubricant storage and
handling practices create and what inevitable fate it can lead to in terms of
equipment reliability and lifecycles. Proper lubrication is not only about the
right amount-at the right time-at the right place, it is also about keeping
lubricants clean, cool and properly identified.
Here are some tips to help outline the best practices for proper lubrication
storage and handling:
1. Lube Room Design and Requirements

A properly designed lube room must be functional, safe and expandable, and
provide all necessary storage and handling requirements for the facility. Lube
room designs should allow the maximum storage capacity without allowing for
too much bulk oil and grease storage. Limiting the amount of bulk oil and
grease storage will allow the oils that are stored to be used in a timely
manner.
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Some key features to consider are a limited access door, which will allow for
logging of who and when a lube technician enters and leaves the room; visible
landing area for new lubricants; log all new lubricant deliveries; make filtration
of stored lubricants easy; provide proper safety devices; designate enough
floor space for fire proof storage cabinets to store top-up containers, grease
guns, etc.; and include a desk and computer to track inventory, sampling,
filtration, receiving, etc.
It also is a smart idea to have a separate storage area to store bulk totes,
drums, buckets, etc.
Above, proper design and functionality are a must when designing a

lubrication storage and handling room.
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2. Bulk Oil Storage
The first area of a lubricant storage and handling system that requires
attention is bulk storage. Whether storing lubricants in a 10,000-gallon tank or
55-gallon drums, it is very important to ensure the lubricants’ quality is not
tainted by contamination or additive settling. To help ensure lubricants stay in
an optimal condition, one must determine how much lubricant should be
stored at one time.
To aid in this process, certain steps can be employed, such as:
A. Determine lubricant consumption rate. Consumption will vary greatly
depending on industry and equipment type. To ensure the right
quantities of lubricants are being stored at a facility, the consumption
rate must be determined. There are many factors that contribute to
consumption, ranging from leaks to excessive drain and fills.
B. Determine lubricant storage capacity. The required lubricant storage
capacity depends on consumption, but often there are too little or too
many lubricants stored at one time. The proper storage capacity should
maximize shelf life but allow for a certain percent excess of critical
lubricants to be stored for emergency situations.
C. Determine lubricant supplier turnaround time. A lubricant supplier’s
turnaround time should be a metric used to aid in determining the
quantity of lubricants stored. If there is a short time interval between
deliveries, fewer lubricants can be stored onsite, but if there is a
lengthy time interval between deliveries, the quantity of lubricants
stored onsite should account for this.
Once the consumption rate and storage capacity have been determined, one
should decide what type of storage containers will be used. The correct size
storage container is a direct reflection of the consumption rate and storage
capacity. If a large consumption rate is determined, a large bulk storage tank
may yield the best results, but if a low consumption rate is determined, a rack
mounted storage system or 55-gallon drums may yield the best results.
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For smaller facilities that have a small consumption rate, the use of drum
storage may be the best option.
A large bulk storage area must require the same attention as smaller
areas, constructed to ensure the lubricant is not tainted by
contamination or additive settling.
3. New Oil Receiving

Oftentimes, improper receiving techniques do nothing but promote higher
risks of contamination ingression, mixing of lubricants, etc. Proper written
receiving procedures should be in place to ensure the highest level of
consistency and cleanliness is maintained.
Proper receiving techniques should include filtration of incoming oils. Many
times new oils may be dirtier than your defined particle target cleanliness
level. Meaning, if you define your particle target cleanliness level and spend
time, money, manpower, etc., to achieve these levels of in-service lubricant
cleanliness, the last thing you want to do is contaminate it with “dirty” new oils.
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4. Quality Control
Quality control of lubricants delivered from lube suppliers must be verified to
ensure the correct product is being delivered and that the cleanliness of the
delivered lubricant are up to current target particle and moisture cleanliness
levels.
To help ensure your lubricants are meeting their standards, the use of oil
analysis is a powerful tool and will reveal the following:
1. Quality of base stocks

2. Additive quality and concentration
3. Lubricant performance properties
4. Thickener performance properties (grease)
Take a look at Why and How to Test New Oil Deliveries for more information.
Common ways oil can become contaminated

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5. Presence of Mixed or Contaminated Lubricants
Oil analysis results and other quality assurance variables, such as damaged
containers, rusted containers and any other quality issue, should be well
documented and cataloged.
Items to note in the documentation phase are:
1. Delivery date and date of oil sample taken

2. Inspection results of storage containers
3. Labels depicting results of oil analysis test
4. Itemized checklist for sampling test
5. Periodic decontamination with filtration
Whichever storage container is chosen, it is best to filter the new oil while
filling the storage container. Doing so will reduce the amount of contamination
that is delivered with the new oil, but periodic filtration and agitation should be
performed to maintain certain ISO cleanliness levels and prevent additive
settling.
Periodic filtration is a good practice to ensure clean, fresh oil will be used to
perform top-ups and drain and fills. There are two primary methods for
filtration of bulk stored oils: hard plumbed filtration system or filter cart. The
hard plumbed filtration system works best in conjunction with a rack mounted
system.
Each container should be fitted with a breather, sight glass, filter, lubricant
label, quick connect fittings and dedicated dispensing line. This system will
help ensure the lubricants are at optimal condition when they are needed and
the right product for the application is dispensed.
Periodic filtration for drum storage also is easy with the use of a filter cart
once the drums are equipped with quick couplers. No matter how large or
small the storage container, periodic decontamination should be a priority to
maintain the quality of the stored lubricant.
6. Dispensing Options for Stored Oils

When stored oil is transferred from the bulk storage system to the top-up
container, it is best to filter the dispensing oil. This can be made very easy
with the use of a hard plumbed filtration system and a rack mounted storage
system fitted with dedicated dispensing nozzles. If using 55-gallon drums,
they can be fitted with quick connect fittings, a hand pump, an inline filter
manifold breather and sight glass to achieve the same goal.
Improper dispensing of new oils into top-up containers is a primary cause of
self-induced contamination. Proper techniques and tools must be used to
ensure your new, filtered oil is transferred to the top-up container with minimal
exposure to atmospheric conditions. Not using proper techniques here could
be a waste of time to the filtration efforts, storage and in-service lubrication
cleanliness.
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7. Precision Top-Ups and Drain and Fills
Once the bulk storage system is properly set up, one should consider the
method for transporting oil and filling machines. The best top-up method
utilizes a proper top-up container, one that is sealed from the environment,
has a built in spout, hand pump, etc.
If short cuts are taken at this stage, all of the time and effort spent building
and designing the bulk storage system and ensuring the quality of the bulk oil
with filtration will have been wasted. Too many times oil is highly
contaminated from the time it is dispensed into the top-up container to the
time it is added to the machine.
Using washable and re-usable top-up containers allow for easy cleaning and
maintenance. Typically, non-sealable top-up containers that are re-used
introduce large amounts of containments to the system, which could
counteract any effort of removing or excluding contaminants, and also can
have a slight lubricant cross-contamination effect.
For top-ups of larger sump volumes, such as large gearboxes, circulating
system reservoirs, etc., the use of filter carts is the preferred method for
transferring the new oil from the storage container to the machine.
8. Proper Top-Up Container and Grease Gun Storage

Storage for top-up containers, grease guns, rags, etc., is another important
step to ensure contaminants are not introduced to the lubricants as a result of
poor housekeeping. These tools should have their own dedicated fire-proof
storage cabinets for easy access and organization.
Grease storage is simpler than oil storage but also must not go overlooked.
Open grease tubes and drums are magnets for attracting airborne
contaminants such as lint and dust. Securing used grease tubes that will be
re-used in sealable washable containers is considered the best practice. The
containers will hold one tube of grease and allow for great contaminant
exclusion. Used drums of grease are at an even higher risk of contamination.
These drums are often opened and used over a greater period of time,
leading to more and more opportunities for contaminants to enter. If not using
a sealed air style grease dispensing unit for drums of grease to fill grease
guns, some of the best methods for contaminant exclusion are to use Velcro
style covers or snap-on caps. Using these types of contaminant exclusion
devices will keep the grease cleaner and prolong its life.
Grease guns should be stored in a clean, dry and controlled environment.
They are precision tools that must be taken care of in order for them to
provide the maximum degree of accuracy and reliability. Grease guns should
be regularly cleaned and inspected for proper function and an annual
calibration should be performed.
This calibration will ensure the same volume of grease is still being dispensed
with one shot as when the gun was new. The best method for grease gun
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calibration is to use a postal scale to measure how much grease is dispensed
with one pump.
Lubrication tools should be stored in a fire-proof storage cabinet for

easy access and organization.
9. Lifecycles and Lubricant Shelf Life

For both oil and grease, one should be aware of their respective shelf life.
Exceeding their OEM shelf life may render the product useless or severely
hamper its performance. For this reason it is best to use the First-In, First-Out
(FIFO) method.
This method simply requires the maintenance professional to use the oldest
lubricants that were put into the storage system first and the newest lubricants
put into the storage system last. This will help ensure lubricants do not
accidentally exceed their recommended shelf life. Read Lubricant Storage Life
Limits - What Is the Standard? for more detail on this.
As previously mentioned, OEM storage limits should be considered when
storing greases and oils. Table 1 outlines maximum storage limits for different
grease types and oils.
recommends the following steps for best practice of grease storage:
1. Store the grease in a cool, dry indoor area where airborne debris is at a
minimum
2. Use the oldest container first
3. Keep containers tightly covered
4. Wipe off the edges of a container before opening it to avoid intrusion of
dirt
5. Where necessary, grease should be brought to a satisfactory
dispensing temperature just before being put into service
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6. Clean grease-handling tools (such as spatulas, drum pumps, etc.)
7. When a container has been partially emptied and the remainder will not
be immediately used, all void spaces within the remaining grease
should be filled with grease, and the surface leveled and smoothed
8. Store grease cartridges (tubes) vertically with the removable cap up
(ref. NLGI)
Table 1. Maximum Storage Limits
10. Labeling and Identification

Lubricant labeling is one aspect of storage and handling that is often
overlooked. Labeling is just as critical as periodic filtration and without proper
labeling it is very easy for lubricant cross contamination to occur. Lubricant
cross contamination is a result of mixing two lubricants together and can yield
a devastating result. This happens more often in the dispensing equipment
rather than the bulk storage equipment.
A labeling system can be a simple concept but could prove to be difficult to
implement and maintain. Decide how to label each corresponding lubricant
from bulk storage to the equipment it will be used in. It can be a color coded
system, an alphanumeric code system that depicts important performance
data about the lubricant, or a combination of both.
Any labeling system can efficiently ensure the right lubricant is used at the
right location and prevent cross contamination, but in order to do this, the
labeling system must be kept consistent and up to date with current lubricants
that are in use and being stored.
For example, Noria’s LIS system is a technical recommendation that denotes
a lubricant’s key performance properties and compiles them into an alpha-
numeric code. Each performance property gets its own section of the alpha-
numeric code.
Once these alpha-numeric codes are determined, they can then be easily
printed and incorporated in a labeling scheme. There are hundreds of
possibilities for the alpha-numeric codes, so a system that is easy to read and
maintain is preferred.
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Matching stored lubricants to the machines in which they are used should be
a primary focus of your labeling system. We must be able to correctly identify
lubricants in storage and also correctly identify their applications in the field.
Applying the labels to top-up containers, grease storage containers, totes,
drums, etc., is the only way to ensure correct product delivery to application.
SELF-CHECK 5.3 -1
IDENTIFICATION
Identify the Items to note in the documentation in any order

1.
2.
3.
4.
5.
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ANSWER KEY 5.3 -1
Items to note in the documentation phase are:
1. Delivery date and date of oil sample taken

2. Inspection results of storage containers
3. Labels depicting results of oil analysis test
4. Itemized checklist for sampling test
5. Periodic decontamination with filtration

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Technical Education and Skills Development Authority

HOW TO USE THIS COMPETENCY BASED LEARNING MODULE

Welcome to the Module in Use and apply lubricant/ coolant.

. Unit of Competency Module Title Code

Apply appropriate Applying appropriate

Move and position Moving and position

Use and apply Using and applying

Perform shop Performing shop

UNIT OF COMPETENCY : USE AND APPLY LUBRICANT/COOLANT

MODULE TITLE : USING AND APPLYING LUBRICANT/

MODULE DESCRIPTION : This module covers identification of different

NOMINAL DURATION : 4 hours

SUMMARY OF LEARNING OUTCOMES:

Upon completion of this module, the trainee/student must be able to:

LO 1. Identify types of lubricants/coolant

LO 2. Use and apply lubricants/coolant

LO 3. Perform housekeeping activities

LO1. Identify types of lubricants/coolant

Learning Experiences / Activities

After doing all the activities for this LO1:

INFORMATION SHEET 5.1-1

Types and classification of lubricant

Lubricants are classified in several ways; these could be liquid, semisolid

 Pour point depressants are compounds that prevent crystallization of

 Group IV – Polyalphaolefins (PAO)

 Group I+ with a viscosity index of 103–108

"Glaze" formation (high temperature wear

Disposal and environmental impact

1. Classification by raw material

A lubricant refers to a substance that makes parts of something move

 Pure mineral oils

 For Transportation Facilities

o - Diesel Engine Oil

 For Industrial Machine

To understand lubricants for engine oil, it is required to read and understand

The products of grades expressed in two kinds of numbers such as SAE

The viscosity change of multi-grade lubricating oils at high temperature is

The American Petroleum Institute (API) officially acknowledged standards for

Direction: Encircle the correct answer

1. It is a compounds that prevent crystallization of waxes. Long

ANSWER KEY 5.1 -1

INFORMATION SHEET 5.1-2

Identify lubricant schedule

The Key Elements of a Successful Lubrication Program

It is said that lubricant is the lifeblood of our equipment. Good lubrication

A general rule of thumb within the lubrication community is that over 60

Lubricant Storage and Handling

Lubricant Dispensers and Grease Gun Storage

Building the Lubrication PM Program

Training and Education

Create Role of Lubrication technician

What Makes Up the Lubricants We Use?

However, the thickness of grease limits bearing speed, reduces cooling of

Direction: Encircle the correct answer.

1. The purpose is to ensure ease of use and limit handling

LO 2. Use and apply lubricants/coolant

Learning Experiences / Activities

 Read Information Sheet 5.2 -4

INFORMATION SHEET 5.2-1