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Superior Corrosion ProtectionAn oil’s ability to maintain corrosion protection throughoutits service life is measured by Total Base Number(TBN). AMSOIL Synthetic 15W-40 Diesel and MarineOil is formulated with a high 12 TBN to ensure corrosionprotection from combustion blow-by and exhaust gasrecirculation (EGR) for the life of the oil. AMSOIL DieselOil displayed excellent TBN retention ability for theentire 983-hour drain interval.Figure 5 shows TBN results for AMSOIL Synthetic15W-40 and Shell Rotella T for the duration of theirrespective drain intervals. TBN levels and hours ofservice have an inverse relationship; as hours increase,TBN decreases. It is important that the slope of theTBN trend line is gradual and spans the life of the lubricant.A sharp downward trend indicates poor protection,which, if not addressed, can result in pistondeposits and ring sticking. AMSOIL Diesel Oil’s performancein the TBN test is in line with how a high-qualityoil should perform. It maintains TBN levels to effectivelyneutralize acidic by-products of combustion and keepengine components free of deposits and corrosion.TBN13121110987654Total Base NumberASTM D-2896March 2008 Test Results0 100 200 400 600 800 1000Hours of ServiceFigure 5ROUTINE ENGINE TEARDOWNAt approximately 8,000 hours of use, Nordic Wastebrought its International 7400 refuse hauler to certifiedInternational Truck mechanic Dan Lee for a routineteardown. Lee, who specializes in the DT466 engine,examined the pistons, rings, wrist pins and bearings,while the top and bottom cylinder (bore) diameterswere measured by PDQ Engine and Machine inDuluth, Minn.Deposit-FreeFigure 6 shows the subject truck’s valvetrain. Thevalvetrain is typically prone to varnish and sludgedeposits on non-moving parts and valve springs.Sludge and varnish buildup appears as a thick, darkresidue. Many times, sludge is baked into a hard-to-removecarbonaceous consistency associated withan engine lubricant being overloaded with insolubles.AMSOIL Synthetic Diesel and Marine Oil’s robust additivepackage and high TBN kept the DT466 cylinderhead and valvetrain free of deposits and sludge.Figure 6Reduced WearFigure 7 shows one of the cylinder liners from theDT466 in Nordic’s truck. Lubrication is essential for thebore to remain operational. If sufficient lubrication is notprovided, excess heat may cause thermal expansion,which can force the cylinder out of round and significantlyincrease the potential for wear. After nearly8,000 hours of operation, the OEM cross-hatch patternin the cylinder is still evident, demonstrating AMSOILDiesel Oil’s excellent wear control in spite of the extremeshaking, jarring and revving the motor is subjected toon a daily basis. Though it is slight, the most wearoccurred at the top dead center of piston movement,where there is only light oil film lubrication. Figure 8shows top and bottom bore measurements along withthe OEM specifications. Measurements for the sixthcylinder were unavailable as International Truck retainedthat sample for their records.Figure 74 FIELD STUDY
Piston cleanliness in this engine was representativeof an engine that had accumulated far fewer hours. Infact, Lee indicated that each piston was suitable forcontinued use. AMSOIL Synthetic 15W-40 Diesel andMarine Oil resisted oxidation and volatility to allowminimal carbon deposit development between compressionrings, on the crown and inside the ring landarea. Conventional lubricants can allow unnecessarycarbon buildup in these areas, which can cause pistonring sticking and unnecessary wear. After nearly 8,000hours of service, the piston rings and skirts in Nordic’struck measured within OEM specifications for a newDT466 engine.Figure 8 shows the top and intermediate piston ringmeasurements. Piston rings are measured by determiningthe gap in each ring. As piston rings experiencewear, additional room for ring expansion is created,widening the ring gap. Lower measurements equate toless wear, yet any measurement within OEM specificationsis equivalent to rings when new. All of the toppiston rings were still within International specificationlimits for new engines, with an average measurementof 0.015 inches. All of the intermediate rings but onemeasured 0.074 inches, which is within Internationalspecifications. Since all of the other rings had identicalmeasurements, it is possible that the ring that was outof specified limits had been so since it was installed.Figure 9 shows ring locations.Figure 10 shows Lee measuring a piston skirt inorder to determine the amount of wear that hadTop RingFigure 10occurred. Skirt measurements are determined by measuringthe outer diameter of the piston, halfway betweenthe crown (top) and base. The diameters of each pistonskirt from Nordic’s truck were identical, measuring4.585 inches (see Figure 8). The piston skirts showedno measurable wear and were within Internationalspecifications for a new DT466 engine.Figure 11 shows an example of the piston skirt andcrown from Nordic’s DT466. Lee indicated that pistoncleanliness was similar to engines that had accumulatedsignificantly less hours and were suitable for continueduse. None of the pistons showed any signs of abnormalor visual wear.Int. RingFigure 9Figure 11Top Bore Bottom Bore Top Ring Intermediate Ring Piston Skirt Wrist PinOEM Spec 4.590 - 4.591” 4.590 - 4.591” 0.014 - 0.026” 0.065 - 0.075” 4.584 - 4.586” 1.8249 - 1.8251”Part Set A 4.5915” 4.5905” 0.016” 0.074” 4.585” 1.826”Part Set B 4.5905” 4.590” 0.015” 0.074” 4.585” 1.825”Part Set C 4.591” 4.590” 0.018” 0.082” 4.585” 1.825”Part Set D 4.591” 4.590” 0.015” 0.074” 4.585” 1.825”Part Set E 4.591” 4.5905” 0.014” 0.074” 4.585” 1.825”Figure 8FIELD STUDY 5
Page 2 and 3: In order to test the performance ca
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