Trouble shooting Lubricants on the Web Part 1

<strong>Trouble</strong> <strong>shooting</strong> <strong>Lubricants</strong> and 

Lube issues on the web 

Hussam Adeni 

Posts/Blogs – Part 1 

http://forums.noria.com/eve/forums? 

Hussam Adeni 

Chemical Engineer by education 

and 

Lubricant Specialist by experience and certification 

http://forums.noria.com/eve/forums? is an open forum for discussing/sharing lube related issues 

A compilation of posts by Hussam Adeni 

hussam_adeni@yahoo.com 

Lubricant Specialist & Tribologist 

hussam.adeni@gmail.com What’s App: +966542017250

2/26/2017 A clean & green environment Topic 

Noria Corporation Forums Lubrication Industrial Lubrication A clean & 

green environment 

Go New Find Notify Tools Reply 

A clean & green environment Welcome, Hussam Adeni [Logout] 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 15 Oct, 2009 12:29 

Engines all over the world are spewing GHG (Green House Gases), can readers 

suggest steps or treatments to reduce these emissions for a cleaner and greener 

world tomorrow. 

Hussam 

Posts: 267 | Location: Singapore & Manila | Registered: Wed February 11 

2004 

rttech 

Level 4 251 

to 500 posts 

posted 23 Oct, 2009 01:40 

Hi Hussam 

Hide Post 

alcohol type fuels have a lot of those advantages of course, it's just finding 

enough for all our vehicles 

regards 

Rob S 

Posts: 291 | Location: Australia | Registered: Wed January 14 2004 

Tim 

Vipond 

Level 5 501 

to 1000 posts 

posted 16 Jan, 2010 23:36 

Use lower friction, more fuel efficient, lower volatility motor oils. 

Use fuel and air system cleaners to keep engines clean for peak fuel efficiency 

and performance. 

Hide Post 

Here are a bunch of products that will do just that: www.amsoil.com 

Here is a brochure on reducing environmental impact: 

http://www.amsoil.com/lit/g1059.pdf 

Posts: 569 | Location: Sugar Land, TX | Registered: Sat January 16 2010 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 17 Jan, 2010 07:50 

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I understand there is a standard, ISO 14064 that qualifies for accrual of carbon 

credits for "reduction of Green House Gases (GHG). 

Will appreciate if readers can post/weblinks to oils or aftertreatments that meet 

ISO 14064. 

Hussam Adeni 

http://forums.noria.com/eve/forums/a/tpc/f/826604995/m/792109472?r=391101743#391101743 1/3

2/26/2017 A clean & green environment Topic 


2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 25 Jan, 2010 10:46 

Hide Post 

Engines of today are mostly, Internal Combustion (IC) type and could be either 

Spark ignition or Diesel Compression. Years ago, when Otto designed the Diesel 

engines they were meant to run with earlier version of Petrol (Gasoline) & 

Diesel. Today, the environmental regulations have impacted the 

• Composition of fuel, 

Euro Fuels of today are “Unleaded,” have low to “no” Sulphur ( unintended 

stripping in the amount of aromatics) 

• Additives in Engine Oil 

Phosphorus and Zinc (ZDDP) free, to extend life of exhaust filters. 

• and in Diesel engines the injector design, temperature and pressures. 

CRDI, higher temp and pressure of 3000 psi. 

Variants in fuels, like Biodiesel ( E10, E15) are now being mandated by 

Governments to reduce dependence on petroleum products and to a lesser 

extent 10 to 15% reduction in emissions. The Otto engines being robust can 

easily tolerate 15% “dilution” with Ethanol, largely because the RON of Ethanol is 

betwwen 115 to 129 and higher than the RON ( 85 to 98 in Premium fuels) of 

Fuels today. 

There is no escape, from the fact, that the chemical reaction in any IC engines 

will result in release of Carbon dioxide, Nitrogen oxide(s), moisture (water) and 

to a lesser extent Carbon monoxide. Needless to say the unburnt component of 

fuel ( C, HC = PM) will also exit through the exhaust. This means all IC engines 

will, by and large, release Green House Gases (GHG). 

The need of today, is alternative energy and in reality, “alternative engines,” as 

well. But this cannot happen overnight. Till such time an equally robust 

“alternative engine” is mass produced, we have to live with the Petrol/Diesel 

powered IC engines. 

The option till then, is to mitigate the GHG emissions by “aftertreatments,” that 

reduce GHG. For any initiative/ programme to succeed, it is necessary that 

“targets” are set and incentives are rolled out . Kyoto Protocol was one such 

initiative, and 40% of the Carbon credits are ploughed back into the governence 

and management of the reduction of GHG emissions. The balance 60% may be 

shared with the manufacturer ( of product/equipment that reduces GHG) and the 

fuel user who made it happen (reduced fuel consumption/emissions in his IC 

engines.). 

A standard has been put into place, and ISO 14064 has been set up to document, 

log and record reduction of GHG and thereby accrue, tradable Carbon credits. 

It would be interesting to know of products, available today, that meet ISO 

14064. 

Hussam 


2004 

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green environment 

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2/26/2017 acceptable increase in viscosity for motor oil Topic 

Noria Corporation Forums Condition Monitoring and Predictive Maintenance 

Oil Analysis acceptable increase in viscosity for motor oil 


acceptable increase in viscosity for 

motor oil 

Welcome, Hussam Adeni [Logout] 

Donald 

Level 1 1 to 

50 posts 

posted 5 Apr, 2005 07:12 

What is considered an acceptable increase in viscosity for gas powered vehicles 

(cars). My feeling is it needs to stay in grade to be normal and if its more than 

+/ 25% of original viscosity then its critical and an oil change is needed. Yet 

others say it can go up one grade and still be OK, but needs to be changed if it 

goes up two grades. 

Posts: 2 | Registered: Mon April 04 2005 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 1 Jun, 2005 22:58 

I would agree to +/ 20% change in viscosity. By viscosity I mean ISO VG 

viscosity grade. Pls do not misinterpret SAE grade in the relationship. 

Hide Post 

The ISO VG is arranged in such a way that at the lower values it can go across 

"grades" but at the higher values it is likely to stay within the same ISO VG 

grade. 

Hussam Adeni 


2004 

Mikhail 

Level 1 1 to 

50 posts 

posted 3 Jun, 2005 10:39 

Donald, 

May be it will useful for you: 

http://www.natrib.com/appnotes/app30.htm 

Good Lack, 

Mikhail 

Posts: 42 | Location: Almaty, Kazakhstan | Registered: Sun January 18 

2004 

Hide Post 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Mikhail, 

posted 3 Jun, 2005 16:12 

Excellent reference. Many thanks. 

Hussam Adeni 


2004 

Hide Post 



2/26/2017 Additive Depletion Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Additive 

Depletion 


Additive Depletion Welcome, Hussam Adeni [Logout] 

Feroje 

Alam 

Level 1 1 to 

50 posts 

posted 8 May, 2015 06:44 

What are reason for additive metal depletion in used oil? 

Some of our analysis attends additive metal deplete from fresh oil value by 50% 

Feroje Alam 

Chevron Bangladesh 

Posts: 8 | Location: Sylhet,Bangladesh | Registered: Fri February 27 

2015 

NNK 

Menon 

Level 3 101 

to 250 posts 

posted 26 Aug, 2015 22:30 

Most of the additives are metalic salts and suicidal types. Especially TBN 

etc.....during usage, it will get consumed and this leads to depletion 

Posts: 106 | Registered: Thu December 16 2004 

Hide Post 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 2 Aug, 2016 12:33 

Hide Post 

Menon, has rightly pointed out, that most additives are "Metallic salts," however, 

I would like to use the word "additives are sacrificial." Thus, they get depleted in 

use. 


2004 


Reply 




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2/26/2017 Additive Depletion Topic 




Additive Depletion Welcome, Hussam Adeni [Logout] 

Feroje 

Alam 

Level 1 1 to 

50 posts 

posted 8 May, 2015 06:44 

What are reason for additive metal depletion in used oil? 

Some of our analysis attends additive metal deplete from fresh oil value by 50% 

Feroje Alam 

Chevron Bangladesh 

Posts: 8 | Location: Sylhet,Bangladesh | Registered: Fri February 27 

2015 

NNK 

Menon 

Level 3 101 

to 250 posts 

posted 26 Aug, 2015 22:30 

Most of the additives are metalic salts and suicidal types. Especially TBN 

etc.....during usage, it will get consumed and this leads to depletion 

Posts: 106 | Registered: Thu December 16 2004 

Hide Post 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 2 Aug, 2016 12:33 

Hide Post 

Menon, has rightly pointed out, that most additives are "Metallic salts," however, 

I would like to use the word "additives are sacrificial." Thus, they get depleted in 

use. 


2004 


Reply 








2/26/2017 Airentrapment in Fresh Barrel of Open gear Lubes Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Airentrapment 

in Fresh Barrel of Open gear Lubes 


Airentrapment in Fresh Barrel of Open 

gear Lubes 


Arupanjan 

Level 3 101 

to 250 posts 

posted 17 Jun, 2004 23:09 

Can somebody throw ligh on how there can be air entrapment and hence air 

bubbles inside a fresh open gear lubricants barrels? Is it because of the filling 

process or greases physical properties? 

These air bubbles causes erratic functions of pumps and lubrcantion systems. 

regards. 

Arupanjan Mukherji 

Posts: 105 | Location: Kolkata, WB India | Registered: Sat March 20 

2004 

Luis 

Velasco 

Level 2 51 to 

100 posts 

posted 19 Jun, 2004 01:36 

Arupanjan, 

That is a factory/packer facility filling area problem. It not only causes erratic 

operation in your lubrication systems. It also give you false level readings. 

Question: Did you notice a weight diference in this barrels? 

Posts: 82 | Location: Maracaibo, Zulia, Venezuela | Registered: Thu 

March 04 2004 

Hide Post 

Arupanjan 

Level 3 101 

to 250 posts 

posted 19 Jun, 2004 23:06 

its ok by weight but the volume may be effected so how do you eliminate this? 

regards 

Hide Post 



2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Arup, 

posted 24 Jul, 2004 07:36 

Hide Post 

This is classic packing and handling problem. I encountered this problem when 

we supplied hi temp grease to a Sponge Iron Plant, where a grease pump was 

use to deliver the grease to the sealant area. Due to loose packing the delivery 

was intermittent leading to failure in application. 

My second experience was with "cable filling compound". Jelly filled telephone 

cables were popular before optic fibre was introduced. Due to an accident 

barrels were damaged in transit, due to urgency the 'dented barrels' were sent 

to production lines. Cables manufactured on that date failed in the Type test for 

water penetration. Indicating intermittent filling of the compound. 



Hussam Adeni 


2004 

vijay 

Level 1 1 to 

50 posts 

posted 24 Jul, 2004 14:34 

One way of solving this problem could be using a follower plate in the grease 

barrel which goes down as the grease level goes down in the barrel.This is 

normally used for solving the slumapability problem of some greases. 

Hide Post 

Vijay 

Posts: 18 | Location: india | Registered: Fri June 18 2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 25 Jul, 2004 13:54 

Hide Post 

Vijay, 

Excellent idea. Could it be possible that hot filling also results in "air pockets." 

A good analogy would be the NLGI measurement for greases, which demands 

"worked penetration" thereby ensuring consistency. 

Hussam Adeni 


2004 

Tapas 

Level 1 1 to 

50 posts 

posted 26 Jul, 2004 11:19 

Hide Post 

HI ALL! 

Well the basic issue for the problem has not been addressed and thus I feel it is 

partinent to mention what I know about the problem, and its possible solusion! 

The air entrapment is due to the psycal activity of filling the oil at high pressure 

and may be at high temperature also into the barrel. Ususally a good quality oil 

should have a reasonable AirRelease Value for it so that the entraped air 

bubbles pickedup during the oils filling / churning operations should get 

released from the body of the oil and thus very little is left as traped air inside 

the oil. 

However, if this aspect is not addressed during the formulation / QC of the 

finished product, then to pass the Foaming Characteristics of the oil, defoament 

is added and that may jeoperdise the Air Release Value for the oil. Thus there 

has to be a balence of both the properties to have a good overall quality of the 

oil, whether it is a Industrial Gear Oil or a Hydraulic Oil! 

Posts: 8 | Location: Mumbai, India | Registered: Thu July 15 2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Tapas, 

posted 26 Jul, 2004 12:07 

What you say is valid for fluids or oils. But the reference here, is for Non 

Newtonian fluids like Open Gears (Viscosity 1000 Cst plus)or for greases. 

Hussam Adeni 


2004 

Hide Post 

Arupanjan 

Level 3 101 

to 250 posts 

posted 15 Oct, 2004 20:45 

Dear Mr Vijay 

But the open gear greases are suppose to be slumpable and we have not seen 

any follower plates. 

But would you tell me if a 0 00 consistency grease can be non slumpable. 

How do you handle this problem if there is a dent in the drum?!!!!!!!!!!! 

Hide Post 





2004 

vijay 

Level 1 1 to 

50 posts 

posted 26 Oct, 2004 13:22 

Hide Post 

Dear Arupanjan, 

You are right.Open gear greases are suppose to be slumpable.But there are 

some grades which are not slumpable and there is no test for slumpability.So 

the best way is to have a follower plate.I know of one customer he had a 

problem of slumpability which was solved by putting a follower plate in the drum 

which goes down along the level of the the grease. 

There could be two greases having the same NLGI Grade(penetration) but 

different slumpability. 

Vijay 


Arupanjan 

Level 3 101 

to 250 posts 

posted 2 Nov, 2004 08:06 

But when we have a dent in the drum due to handling and the pump inside the 

libes like Lincoln system, how do we approach this problem? 

Hide Post 



2004 

John M. 

Level 4 251 

to 500 posts 

posted 19 Nov, 2004 06:21 

quote: 

Originally posted by Arupanjan: 

But when we have a dent in the drum due to handling and the pump 

inside the libes like Lincoln system, how do we approach this 

problem? 

Hide Post 

In this case you are pretty much out of luck. In the future, inspect delivered 

barrels at the point of delivery and reject ones that are dented. 

John M. 

http://www.hydropowerlubrication.com 

Posts: 295 | Location: West Linn, OR, US | Registered: Thu November 18 

2004 


Reply 

Noria Corporation Forums Lubrication Industrial Lubrication Airentrapment 

in Fresh Barrel of Open gear Lubes 






2/26/2017 Alarm Limits Topic 


Oil Analysis Alarm Limits 


Alarm Limits Welcome, Hussam Adeni [Logout] 

Mikhail 

Level 1 1 to 

50 posts 

posted 21 May, 2004 08:51 

Can someone tell me the alarm limits for wear metals and contaminations for 

Caterpillar Engines? Where can I scare up some more information? 

Thanks a priory. 

Mikhail 


2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Mikhaia, 

posted 26 May, 2004 20:17 

Pls visit the Caterpillar website for details on lubes please visit 

www.caterpillar.com/services/shared/parts_n_service/05_fluids/ 

05_service_publications/pdf/SEBU638506.pdf 

Trust the details provided are what you are seeking. 

Hussam Adeni 


2004 

Hide Post 

MC 

Level 1 1 to 

50 posts 

posted 31 May, 2004 19:30 

Hide Post 

To be honest, most figures generated by OEM's do not accurately represent 

target cleanliness levels for most equipment. You should set your own targets in 

relation to contamination dependant on machine criticality, environment in which 

it is used and other factors that may effect its operation. There is no point in 

maintaining an extremely clean system if it costs more in filtration then if you 

actually had a breakdown, so be sure to not overshoot the mark by too much. In 

all, it may pay to hire a professional to help you achieve the required balance. 

On another note, the only reason I would recommend this over OEM 

recommendations would be because I have seen some rather odd figures from 

CAT. Hands up from anyone who agrees with a 20/17 being an exceptable limit 

for a machine with servo valves? 

Posts: 36 | Location: Australia | Registered: Thu January 08 2004 

Lube MATE 

Level 2 51 to 

100 posts 

Hussam, 

posted 1 Jun, 2004 12:26 

The link you posted is not valid, any chance of an updated link. 

Hide Post 



Thanks. 

Posts: 62 | Location: Australia | Registered: Thu January 08 2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 1 Jun, 2004 13:50 

Lubemate, 

Hide Post 

While I have taken the address from an old database. 

www.mmel.biz is accessable. Details are pasted in the attachment. 

Regret inconvenuience. 

Hussam Adeni 


2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 1 Jun, 2004 13:52 

Lubemate, 

Hide Post 

While I have taken the address from an old database. 

www.mmel.biz is accessable. 

www.mmel.com is up for sale. 

Regret inconvenience. 

Hussam Adeni 


2004 

adamsd 

Level 1 1 to 

50 posts 

posted 2 Jun, 2004 19:36 

Hide Post 

A word of caution to anyone starting to build alarms for Caterpillar equipment, 

size does matter. In larger Caterpillar engines the wear metals are above the 2 

4 micron size that a typical lab tests. On a similar note, know what your lab is 

telling you. The different lab test and equipment will give you different results. 

While most labs will give you the same baseline the results but the difference 

between 2, 4, 6, 8 microns and up to 100 micron can be the difference of an 

engine block or not. In the end there is no substitute for trend data from your 

fleet with your own duty cycles and consistent lab data. 

Posts: 1 | Registered: Wed June 02 2004 

.:[EM]:. 

Level 4 251 

to 500 posts 

posted 3 Jun, 2004 15:43 

Maybe also useful (I already send you this one Mikhail): 

Information on the Scheduled Oil Analysis of CAT: 

http://www.caterpillar.com/services/shared/parts_n_service/09_SO 

S_program/01_introduction/introduction.html 

(just to make the topic more understandable...) 

Posts: 240 | Location: The Netherlands = Holland | Registered: Tue May 

25 2004 

Hide Post 

Mikhail 

Level 1 1 to 

50 posts 

posted 7 Jun, 2004 08:52 

Hide Post 

Thanks for all. 

I was visit Caterpillar website and I saw the table that show alarm limits for 

Caterpillar Engines. But this table not shows Alarm Limits for Wear Metals. I was 



find these Limits on website of National Tribology Services 

(www.natrib.com/appnotes.htm) 

These Limits are following: 

Oil Analysis Test Caterpillar(all models) Cummins(all models) Detroit Diesel(all 

models) 

Spectroscopy, Iron 100 ppm 84 ppm 150 ppm 

Spectroscopy, Copper 45 ppm 20 ppm 90 ppm 

Spectroscopy, Lead 100 ppm 100 ppm none specified 

Spectroscopy, Aluminium 15 ppm 15 ppm none specified 

Spectroscopy, Chromium 15 ppm 15 ppm none specified 

Spectroscopy, Tin 20 ppm 20 ppm none specified 

Spectroscopy, Sodium 40 ppm 20 ppm 50 ppm 

Spectroscopy, Boron 20 ppm 25 ppm 20 ppm 

Spectroscopy, Silicon 10 ppm 15 ppm none specified 

Viscosity +20 % to 10 % of nominal SAE grade +/ 1 SAE grade or 4 Cst from 

new oil (Visc @ 100 ° C) +40 % to 15% of nominal grade (Visc @ 40 ° C) 

Water 0.25% max 0.2% max. 0.3% max 

TBN 1.0 mg KOH/g min value 2.0 mg KOH/g min., or onehalf of new oil value, 

or equal to TAN 1.0 mg KOH/g min value 

Fuel Dilution 5% max. 5% max 2.5% max 

Glycol Dilution 0.1% max 0.1% max 0.1% max. 

Ferrography on exceptions on exceptions on exceptions 

May be it will be useful for anyone. 

Mikhail 


2004 

Bala 

Level 1 1 to 

50 posts 

Mikhail, 

posted 20 Jun, 2004 18:29 

Interpretation is not just comparing wear limits.Wear limits established by 

OEM's is 

statisticaly derived,and should be used as 

guidelines only.Alarm limits has to be established by trending 

approach,correlating 

field report with oil analysis reports. 

Hide Post 

Trend can be established by analysing three samples at regular intervals.Any 

gross deviation from baseline signals problems. 

There are several factors which affect wear 

of engines.Overloading,Overspeeding,High operating 

temperatures,Environment,Operating 

practices,Lubricant properties,contamination, 

sampling procedures...all affect wear datas. 

When data reaches moderate level,sampling intervals has to be cut 

shortened,engine performance tests has to be carried out. 

Nevertear down engine based on single sample analysis.Several customers burnt 

their fingers 

by wrong conclusions. 

Worldwide cat dealers has excellent product support lab to help your needs. 

Bala. 

Posts: 50 | Location: INDIA | Registered: Sun February 08 2004 


Reply 


Oil Analysis Alarm Limits 


2/26/2017 Base oil recovered Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Base oil 

recovered 


Base oil recovered Welcome, Hussam Adeni [Logout] 

Malak 

Level 1 1 to 

50 posts 

posted 5 Sep, 2016 20:52 

Hello guys, 

I'd like to know if the base oil recovered from used oil rerefining processes is 

100% pure or not? please reply. 

Thanks in advance 

Posts: 2 | Location: Libya | Registered: Wed August 31 2016 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Yes. 

posted 15 Feb, 2017 00:11 

Hide Post 

Most of the Lube oils generally get oxidised in use. Unless used oils are mixedup 

with other oils and or get emulsified or contaminated in storage, they can be 

suitably re refined. 

During modern re refining process, referred to as a combination of Thin Film 

Evaporation and Vacuum Distillation the used oils, undergo a multiple stage 

operation. 

1. Dehydration 

2. Diesel stripping 

3. Vacuum Distillation. 

4. Hydrofinishing. 

In comparison, base oil from Crude Oil refining, would have already passed 

through multiple fractional distillation, as it is an intermediate process. In 

summary, the process involves: 

1. Fractional Distillation 

2. Solvent extraction 

3, Hydrofinishing 

Used oil is often further treated by a Filteration / Clarifying process to improve 

colour and smell. The end result is a rerefined Base Oil that makes it at par, 

with fresh Group I Base Oils. 


2004 


Reply 


2/26/2017 Borate additive in gear oils Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Borate 

additive in gear oils 


Borate additive in gear oils Welcome, Hussam Adeni [Logout] 

ReneWA 

Level 3 101 

to 250 posts 

posted 8 Dec, 2009 08:05 

I have a question with respect to the use of borate additive in gear oils and 

hoping to find some answers from fellow forum members. 

Is the borate usually in a hydrated form i.e. does it contain a certain amount of 

water to keep the borate additive in suspension? I have heard that this is about 

0.2% water?? 

Is the stability of the borate additive affected by water ingression/contamination 

of the gear box how much water minimum would typically affect the stability? 

Many thanks 

Posts: 128 | Registered: Thu July 05 2007 

Michelle 

Level 1 1 to 

50 posts 

posted 8 Dec, 2009 13:32 

Hide Post 

I can tell you that water contamination in a borate oil can cause additive 

dropout. It is seen as a very fine light grey / white powder on the patch if a 

filter patch test is carried out. Sorry, cannot give you an exact minimum amount 

of water that would affect the stability. 

Posts: 35 | Location: England, United Kingdom | Registered: Wed March 

24 2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 20 Dec, 2009 12:20 

Hide Post 

Dr. Ali Erdemir, a tribologist, discovered that Hydrated Boron Molecules, milled 

to under 1 micron (100X smaller than bacteria) form a permanent and self 

replenishing bond to any metal alloy thus creating a surface with a friction 

coefficient under 0.01. The result is an 80% reduction in surface friction and 

90% reduction in component wear 

Developed to treat engines, gearboxes, automatic transmission and fuel system, 

these one time treatments reduce surface friction and wear resulting in the 

extended life of the fluid system while reducing energy usage and increasing 

horsepower. ASTM testing resulted in reducing the surface friction coefficient 

under 0.01. MotorSilk is not an oil conditioner and does not disrupt the oils 

additive package. Once the Boron CLS Bond® enters the oil it begins to form a 

covalent bond with the metal alloy penetrating all carbon, varnish or corrosion 

forming a neardiamond hard boric oxide surface, thus protecting all vital 

working components against wear and corrosion activity. This new surface 

blocks oxygen and moisture to dramatically reduce the oxidation process of the 

lubricant. Typical applications include: 

Engine Treatment 

Diesel and Gas Fuel System Treatment 

and Automatic Transmission treatment 



Link to the above info is given below for ready reference 

https://www.evergreenamerica.c...083&CFTOKEN=33197881 

Hussam Adeni 


2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 20 Dec, 2009 12:22 

Some more details on the Boron CLS Bond. 

Hide Post 

The Boron CLS Bond® is based on the intricate crystal lattice structure (CLS) of 

the hydrated boron molecules. This lattice structure allows the layers of 

hydrated boron particles to slide virtually frictionfree over each other, like the 

playing cards in a fresh deck. The emulsified hydrated boron reaches every 

metal surface and crevice, lifting off all carbon, varnish and corrosion while 

lubricating as it chemically bonds with the host material. NO other anti wear 

boundary lubricant can chemically bond to metal which sets this technology 

apart from all other boundary lubricants. 

Hussam Adeni 


2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 20 Dec, 2009 16:09 

Dear ReneWa, 

Hide Post 

Boron CLS Bond, in the form of an "Orthoborate" is packaged in a "hydrated" 

form and water/moisture is an integral part of the Boron CLS Bond Technology. 

It is also self repleshening and draws upon the moisture in the air for the cycle. 

Hussam Adeni 


2004 

ReneWA 

Level 3 101 

to 250 posts 

posted 21 Dec, 2009 06:16 

Many thanks for your replies Hussam & Michelle. 

Posts: 128 | Registered: Thu July 05 2007 

Hide Post 

stuart_ALS 

Level 1 1 to 

50 posts 

posted 25 Jan, 2010 06:43 

Hide Post 

Does anyone know if EP borate oils such as RPM Borate EP 460 have a specific 

temperature at which the crackle test can be run to only detect additive? 

We are having issues conducting a crackle confirmation for water on these oils 

and were hoping there was a certain temperature we could set the hot plate to 

detect borate additives, say 60degrees, and a separate one for water? 

Posts: 1 | Location: Australia | Registered: Thu August 20 2009 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 28 Jan, 2010 14:28 

Hide Post 

Hot plate temp upto 160 Deg C is ideal for detecting free water. Violent crackling 

could indicate more than 0.2% ( plus 2000 ppm free water.). 

When products are in hydrated form of a compound. it may be difficult to assess 

water content. 

Hussam 


2004 

Ariel 

Level 2 51 to 

100 posts 

posted 18 Jun, 2010 22:35 

Hide Post 



quote: 

Originally posted by Hussam Adeni: 

...Hydrated Boron Molecules, milled to under 1 micron (100X smaller 

than bacteria) 

Hussam Adeni 

Mr Hussam Adeni. 

I must disagree with a small part of your argument, regarding the size of 

bacteria, i must quote: 

Bacteria range in size from 0.22 microns in width or diameter, and up to 110 

microns in length for the nonspherical species. The largest known bacterium is 

Thiomargarita namibiensis, with spheroidal diameters from 100750 microns. 

Spherical bacteria as small as 50500 nm in diameter have been reported. 

Robert A. Freitas Jr., Ralph C. Merkle, Kinematic SelfReplicating Machines, 

Landes Bioscience, Georgetown, TX, 2004. 

On the other hand, the info about the improvements on lubrication that boron 

gives, is really interesting, as a matter of fact i remember an article that 

appeared on Journal of tribology "A PinonDisk Experimental Study 

on a Green ParticulateFluid Lubricant" october 2008 and other one at Tribology 

an lubrication technology "Boron based ionic compounds" May 2009. 

Both of them, really interesting. 

"Performance Profiling of Boric Acid as Lubricant in Machining" At Journal of the 

braz. soc. of mech. sci & eng. 

This message has been edited. Last edited by: Ariel, 18 Jun, 2010 23:32 

Alea jacta est. 

Posts: 56 | Registered: Tue April 03 2007 


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Noria Corporation Forums Lubrication Industrial Lubrication Borate 

additive in gear oils 






2/26/2017 Brake Fluid Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Brake Fluid 


Brake Fluid Welcome, Hussam Adeni [Logout] 

Zee 

Level 1 1 to 

50 posts 

posted 24 Jul, 2016 12:37 

Hello Everyone, 

I'm trying to make brake Fluid. Can you suggest me formulation? 

I'm using DEG 35% and Butyl Carbitol 65%. I need ERBP more than 236 Degree 

C and Viscosity @ 40 should be less than 1000. 

Thanks 

Posts: 1 | Registered: Sun July 24 2016 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 1 Aug, 2016 14:11 

Hide Post 

If you connect with Chemicals/Additive companies they will provide formulations 

that the Chem/Additive cos will assure will meet the DOT 3 or DOT 4 levels. 

By soliciting in open forums like this you may get formulations, but they will, 

probably NOT, have backing essentially required to meet the stringent DOT3 or 

DOT 4 performance levels. 


2004 


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Noria Corporation Forums Lubrication Industrial Lubrication Brake Fluid 






2/26/2017 Brayco micronic Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Brayco 

micronic 


Brayco micronic Welcome, Hussam Adeni [Logout] 

Steve 

Level 1 1 to 

50 posts 

Hello 

posted 14 May, 2004 18:39 

I was wondering about anoil called Brayco Micronic HT200 can the following 

types of oil be used instead of the above? 

Brayco Micronic 864 HT200 

Brayco Micronic SV 200 

Brayco Micronic synthetic oil 

Also which of the above are miscible? 

Posts: 8 | Registered: Fri May 14 2004 

mr. 

Hughes 

Level 3 101 

to 250 posts 

Steve. 

posted 14 May, 2004 23:08 

The oil Brayco Micronic HT 200 is actually the same as Castrol Brayco Micronic 

864 HT200 (Synthetic Hydrocarbon Based Subsea Control Fluid). 

Hide Post 

'Castrol Brayco Micronic SV/200 has similar physical characteristics to the 

Castrol Brayco Micronic 864HT/200 and 865 grades. Extensive physical, chemical 

and performance testing has demonstrated that Castrol Brayco Micronic SV/200 

is fully compatible and miscible in all proportions with the Castrol Brayco 

Micronic 864HT/200, 865 grades as well as the low viscosity syntetic Castrol 

Brayco Micronic LV/200' 

..From castrolsubsea.com 

I recommend their web site for more excellent information on ther special 

fluids. Here is an direct link: 

http://www.castrolsubsea.com/bcweb/subseadownloads.nsf/frmWelcome? 

OpenForm 

Posts: 208 | Location: Invicta Oil Lab, Norway | Registered: Fri March 05 

2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 15 May, 2004 22:20 

mr Hughes, 

I would like to compliment you on the excellent response with a detailed 

technical reply. 

Hide Post 

Replies like yours, will make the forum useful to the lubricant specialists and 

also amateur and layman Lube specialists. 

Hussam Adeni 


2/26/2017 Brayco micronic Topic 


2004 

Steve 

Level 1 1 

to 50 posts 

posted 17 May, 2004 14:24 

Mr. Hughes 

Hide Post 

Thank you for your reply it was both detailed and enlightning. I am relatively new 

to the oil industry and i am begining to find the ropes, but help from other more 

experienced lube specialists is greatly appreciated. 

Many thanks 

quote: 

Originally posted by mr. Hughes: 

Steve. 

The oil Brayco Micronic HT 200 is actually the same as Castrol Brayco 

Micronic 864 HT200 (Synthetic Hydrocarbon Based Subsea Control 

Fluid). 

'Castrol Brayco Micronic SV/200 has similar physical characteristics to 

the Castrol Brayco Micronic 864HT/200 and 865 grades. Extensive 

physical, chemical and performance testing has demonstrated that 

Castrol Brayco Micronic SV/200 is fully compatible and miscible in all 

proportions with the Castrol Brayco Micronic 864HT/200, 865 grades as 

well as the low viscosity syntetic Castrol Brayco Micronic LV/200' 

..From castrolsubsea.com 

I recommend their web site for more excellent information on ther 

special fluids. Here is an direct link: 

http://www.castrolsubsea.com/bcweb/subseadownloads.nsf/frmWelcome? 

OpenForm 

Posts: 8 | Registered: Fri May 14 2004 


Reply 

Noria Corporation Forums Lubrication Industrial Lubrication Brayco 

micronic 






2/26/2017 Cement Kiln Pinion Gear Grease Spray System Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Cement Kiln 

Pinion Gear Grease Spray System 


Cement Kiln Pinion Gear Grease Spray 

System 


Karl 

Nielson 

Level 1 1 to 

50 posts 

posted 18 May, 2004 01:57 

We are haveing problems with a new Lincoln airless grease spray system on a 

cement kiln. 

I'm looking for recomendations for another spray system that is working. We 

are useing Fuch Ceplattyn KG10LC Grease. 

Thanks 

Karl 

Posts: 1 | Registered: Mon May 17 2004 

greasetech 

Level 1 1 to 

50 posts 

posted 18 May, 2004 22:03 

What type of problems are your having with the system? 

Posts: 1 | Location: Wall, NJ USA | Registered: Mon January 12 2004 

Hide Post 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Karl, 

posted 23 May, 2004 10:31 

Hide Post 

Arupanjan@rediffmail.com is Cement and Steel Plant expert. A Tribol & Optimol 

Sales & Service Manager in India for about 10 years, he is now with OKS India. 

Pls contact him directly. 

Hussam Adeni 


2004 

Arupanjan 

Level 3 101 

to 250 posts 

posted 25 May, 2004 08:42 

Hide Post 

Dear Karl 

As Adeni said, I have seen Ceplattyn KG10LC only with Nozzles of HSA TD 25/26 

and they are all with air for atomising. As ceplattyn KG10LC with a base oil 

viscosity of 16000cst will definitely require air for spraying I am not aware of a 

system that will work ok without air. 

The most critcal question is what is the problem 

was this problem generated after using this new Fuchs product and what was the 

earllier lubricant? 

who suggested to use KG10 LC in this system and what doees Lincoln approve? 

if you pl reply to these. 



2004 



2/26/2017 Compatability test of greases Topic 


Oil Analysis Compatability test of greases 


Compatability test of greases Welcome, Hussam Adeni [Logout] 

FRANKY 

ZAVIER 

Level 2 51 to 

100 posts 

posted 21 May, 2004 16:46 

Can anyone suggest some ASTM methods of conducting compatability tests with 

similiar soap greases? 

Posts: 81 | Location: INDIA | Registered: Wed May 12 2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

Franky, 

posted 26 May, 2004 20:20 

Hide Post 

I do not recall seeing ASTM test method for compatibility of Greases. I wonder if 

it exists. 

Hussam Adeni 


2004 

Arupanjan 

Level 3 101 

to 250 posts 

posted 26 May, 2004 23:09 

I agree with Adeni and I think it is done with a 50 50 mixup of grease and 

subjecting to worked penetration test to see the hardening and sofeting of the 

mixture and then see the sample is within the prescribed limit or changing 

consistency, and they are according to ASTM methods. 

regards 

Hide Post 



2004 

Alan 

Wallace 

Level 3 101 

to 250 posts 

posted 29 May, 2004 07:39 

The generally accepted testing (basic) for grease compatability is to mix the 2 

samples 25 75 

50 50 

75 25 

and to conduct the ASTM D183194el Standard Test for Roll Stability of 

Lubricating Grease 

and then to conduct the ASTM D21797 Standard Test for Cone Penetration of 

Lubricating Grease. 

Hide Post 

Now comes the fun part. At what level or percentage of change are you as the 

end user going to accept/reject. And based on what performance criteria? The 

thinking is that if the 2 lubes are compatable then there will be a small change 

in the grease consistency. If there is a big change after the 2 hour test then you 

would assume that the 2 lubes are incompatable. 


2/26/2017 Compatability test of greases Topic 

regards..... 

Posts: 110 | Location: Newfoundland, Canada | Registered: Mon February 

16 2004 

FRANKY 

ZAVIER 

Level 2 51 to 

100 posts 

Allan 

posted 4 Jun, 2004 17:50 

Should we also consider drop point ' C of the mixture ? 

Hide Post 

What percentage Change in penetration number is acceptable? Should it stay in 

range of NLGI specification or 5% change of the individual grease is tolerable? 

Your views please 

Franky 


vijay 

Level 1 1 to 

50 posts 

posted 18 Jun, 2004 14:44 

You are right.The grease compatibility tests are done as per ASTM D 6185 in 

which Penetration, drop point and high temperature tests are done on 

90:10,10:90,25:75,75:25 and 50:50 mixtures of greases.Depending upon the 

criticality of application Tribology tests are also recommended. 

Normally,if the bases are same they should be compatable. 

There is also a chart showing which grease is compatable with other grease. 

Thanks 

Hide Post 


FRANKY 

ZAVIER 

Level 2 51 to 

100 posts 

Vijay 

posted 22 Jun, 2004 12:26 

That's what I was looking for , as customers need confirmation. 

Thanks 

Franky 


Hide Post 


Reply 


Oil Analysis Compatability test of greases 






2/26/2017 Conoco Graphlube 30 Topic 

Noria Corporation Forums Lubrication Industrial Lubrication Conoco 

Graphlube 30 


Conoco Graphlube 30 Welcome, Hussam Adeni [Logout] 

Mark K. 

Level 1 1 to 

50 posts 

posted 9 Jan, 2004 19:31 

Does anyone know what a crossover for Conoco Graphlube 30 would be? Could 

we possibly use Antisieze in it's place? 

Posts: 30 | Location: Marshall, MN. USA | Registered: Thu January 08 

2004 

Dfoley 

Level 1 1 to 

50 posts 

posted 14 Jan, 2004 21:29 

Whats the application? 

Posts: 5 | Registered: Wed January 14 2004 

Hide Post 

Mark K. 

Level 1 1 to 

50 posts 

posted 14 Jan, 2004 22:34 

Hide Post 

The application is the bottom bearing on a cooling tower pump. The pump has 2 

bearings, the upper one lubricated with water, as it sits in the stream, but the 

bottom one sits just below the input, so it has no water to lubricate it. It calls 

for Conoco Graphlube 30 to be packed along the shaft so a little bit of it can be 

pushed into the bearing. 

Thanks 

Mark K. 

Posts: 30 | Location: Marshall, MN. USA | Registered: Thu January 08 

2004 

Hussam 

Adeni 

Level 4 251 

to 500 posts 

posted 15 Feb, 2004 00:39 

Hide Post 

Dear Mark, 

Seems to be a graphited grease possibly NLGI 3. Anti seize seems a good bet. 

Hussam Adeni 


2004 

MFussell2316 

Level 1 1 to 50 

posts 

posted 23 Feb, 2004 06:54 

Hide Post 

Try Lubrication Engineers 3752 Almagard or 1275 Almaplex grease. Both are 

excellent greases and will do a FANTASTIC job for you on cooling towers. E 

mail me at MikeTheGreaseMan@aol.com if you'd like. 

Posts: 2 | Location: Spring Hill, TN USA | Registered: Sun February 22 

2004 

GreaseSpec 

Level 3 101 

to 250 posts 

posted 7 Mar, 2004 10:18 

Hide Post 


2/26/2017 Conoco Graphlube 30 Topic 

No, do not use an antiseize, these are two different things. You can use a 

compounded open gear grease NLGI 2 or 3. ANti seize has too high content of 

solids and will dry out too soon. 

Posts: 120 | Location: Atlanta | Registered: Sat March 06 2004 


Reply 

Noria Corporation Forums Lubrication Industrial Lubrication Conoco 

Graphlube 30 






Networking – Memberships and Certificates Professional: 

Hussam Adeni hussam57 Blog URL: http://lubricantspecialist.wordpress.com/ 

www.stle.org 

www.lubecouncil.com 

Society of Tribologists & Lubrication Engineer: 

Member – Individual 

Membership number - 49912 M Certification: MLA 1 

Section - International (99). 

Certified Level 1 Machinery Lubricant 

Analyst, equivalent to Category I of 

ISO 18436-4 

For details of my prowess on the net, please feel free to browse the web links. 

http://www.slideshare.net/hussam57/testing-of-lubes-and-its-significance-nov-2011 

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http://lubricantspecialist.wordpress.com/2011/10/25/6/ http://twitter.com/#!/hussamadeni 

Invite you to Google search for "Hussam Adeni" for blogs & posts of my web activity.

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