SAUDI-ARAMCO Lubrication-Manual PDF

Saudi Aramco Lubrication Manual
March 2017
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©Saudi Aramco 2017. All rights reserved.
March 2017 Saudi Aramco Lubrication Manual
Contents
1. Introduction .........................................................................................................4
1.1. Scope ................................................................................................................................ 4
2. Physical and Chemical Characteristics of Lubricants .....................................4
2.1. Extraction Process ............................................................................................................ 5
2.2. Conversion Process .......................................................................................................... 6
2.3. API Classification of Base Oils .......................................................................................... 7
2.4. Properties of Lubricating Oils .......................................................................................... 10
2.5. Properties of Greases ..................................................................................................... 14
2.6. Additives.......................................................................................................................... 16
2.7. Proprietary Additives ....................................................................................................... 18
3. Lubricant Classification Systems ....................................................................18
3.1. Automotive Lubricant Classifications .............................................................................. 19
3.2. Industrial Oils .................................................................................................................. 27
3.3. Greases........................................................................................................................... 28
4. Saudi Aramco Specifications for Lubricants ..................................................30
4.1. Saudi Aramco Material System Specifications (SAMSS) ................................................ 30
4.2. Details of SAMMs for Lubricants ..................................................................................... 31
5. Equipment Lubrication .....................................................................................52
5.1. General Practices............................................................................................................ 52
5.2. Bearings .......................................................................................................................... 54
5.3. Gears .............................................................................................................................. 63
5.4. Combustion (Gas) ........................................................................................................... 66
5.5. Steam Turbines ............................................................................................................... 70
5.6. Compressors ................................................................................................................... 72
5.7. Pumps ............................................................................................................................. 78
5.8. Electric Motors ................................................................................................................ 79
5.9. Other Electrical Equipment ............................................................................................. 82
5.10. Machine Tools ................................................................................................................. 83
5.11. Hydraulics ....................................................................................................................... 86
5.12. Flexible Couplings ........................................................................................................... 89
5.13. Valves and Actuators ...................................................................................................... 92
5.14. Internal Combustion Engines .......................................................................................... 95
Saudi Aramco: Company General Use
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5.15. Mobile Equipment (Except Engines) ............................................................................... 97
5.16. Marine Equipment (Except Engines) ............................................................................... 98
5.17. Miscellaneous Equipment ............................................................................................... 99
5.18. Preservation Of Idle Equipment .................................................................................... 103
6. Oil Inspection, Analysis, and Conditioning ..................................................105
6.1. Quality Control .............................................................................................................. 105
6.2. On-Site Lubricant Inspection and Maintenance Procedures ......................................... 107
6.3. Lubricant Condition Monitoring Program (LCM) ............................................................ 118
7. Storage, Handling, and Application of Lubricants .......................................122
7.1. Storage, Handling, and Safety Practices ...................................................................... 122
7.2. Oil and Grease Application Methods............................................................................. 127
8. Lubricating Oil Compatibility .........................................................................142
9. Tables ...............................................................................................................143
9.1. Temperature Conversion .............................................................................................. 143
9.2. Viscosity Conversion (2) ............................................................................................... 145
9.3. Table of Mass (Density) of Selected Petroleum Products ............................................. 152
9.4. Mass Conversion .......................................................................................................... 152
9.5. Volume Conversions ..................................................................................................... 153
9.6. Pressure Conversions ................................................................................................... 154
9.7. Power Conversions ....................................................................................................... 154
9.8. Length Conversion ........................................................................................................ 155
9.9. Area Conversions.......................................................................................................... 155
9.10. Si Units .......................................................................................................................... 156
9.11. The Cost Of Leaks ........................................................................................................ 156
10. Terminology.....................................................................................................157

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1. Introduction
1.1. Scope
This manual provides guidance on the physical and chemical characteristics of
lubricants, the lubricant requirements of specific equipment and machinery, lubricant
inspection and maintenance procedures, and the storage, handling, and application of
lubricants.
These points are worth remembering:

All moving elements of machinery require lubrication.
The selection of proper lubricant grade and type depends on the speed, load and
temperature of the equipment.
The main property of fluid lubricants is viscosity - high numbers mean heavier or
thicker, and low numbers mean lighter or thinner.
The main property of greases is penetration - a high penetration number means the
grease is softer or more fluid, and low numbers mean it is harder or less fluid.
Thinner oils (lower viscosities) reduce fluid friction and are preferred where load speed
and temperature conditions permit. Thicker oils (higher viscosities) provide the heavier
oil films needed to withstand heavy loads, generally at lower speeds and high
temperatures.
The best lubricant cannot serve its function unless it reaches the part to be lubricated, it is kept clean, and
it is stored at the proper temperature.
Figure 1: Metal Surfaces in Contact. Point A shows heavy rubbing; Point B shows softer material breaking away;
Point C shows welding of the surface asperities; Point D represents the introduction of a lubricating film.
2. Physical and Chemical Characteristics of Lubricants

Crude oil, from which fuels, lubricants, and many chemicals are derived, comes from
many parts of the world, a substantial portion of it from Saudi Arabia. It varies widely in
composition: some are light colored and consist mainly of gasoline, while others are

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black and nearly solid asphalts. Not all crudes are suitable for lubricant manufacture.
There are several reasons for this:
It takes approximately 10 barrels of crude to make one barrel of lube base stock.
Therefore, sources of large-volume crudes are needed and the lower volume crudes,
will be uneconomical and end up mixed in the refinery streams.
Lube stocks come from the "heavy end" of the crude barrel, i.e., the residuum left after
the refining process has removed gases, gasoline, distillates and other "light ends."
Consequently, the chemical composition of the crude oil must contain a reasonable
amount of material in the proper boiling range.
The crude oil must be responsive to available refining processes. It would be
uneconomical to have to tailor processes to individual crudes.
The derived lube base stock must be compatible with available additives and have a
high level of natural resistance to deterioration.
While there is not a universal system for classifying crude oils, for purposes of a lube
oil discussion it is sufficient to consider only three types:
Naphthenic produces a base stock of low wax content. It is suitable for low-
temperature use. However, naphthenic oils have tend to thin out more at higher
temperatures. Also, they do not have as much resistance to deterioration as paraffinic.
Paraffinic has a higher wax content, greater stability, and resistance to deterioration.
Paraffinic oils have less tendency to thin out with increasing temperature.
Mixed crudes are a mixture of napthenic and paraffinic.
Although the above differences in crudes exist and they are significant to the refiner,
modern refinery methods can minimize their effects on the end product. Refining
methods differ by company, but the following is a typical progression.
The first step is distillation, in which the lighter, non-lube fractions are removed. The
residuum which is left, is then passed to a lube refinery, a distinctly separate facility.
The most commonly practiced lube refining method uses a further distillation of the
residuum, under vacuum and at very high temperatures, separating the light lube
distillates from the heavy residuals. After the distillation process, the compounds need
to be refined for their intended purpose. This step in the process is done to reduce the
tendency of the base oil to age (oxidize) in service and also to improve the
viscosity/temperature characteristics. There are two ways this can be done. The first
involves a separation process where there are two products being made: a desired
lube product and undesirable byproducts. The second way, which is quickly becoming
the favored of the two, is a conversion process. This process involves converting
undesirable molecular structures into desirable structures with the use of hydrogen,
heat and pressure.
2.1. Extraction Process
The extraction process involves the following:
Distillation

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The first step is distillation, in which the lighter, non-lube fractions are removed. The
residuum is passed to a lube refinery. The most common refining method further distills
the residuum, under vacuum and at very high temperatures, separating the light lube
distillates from the heavy residuals.
After the distillation process, the compounds need to be refined for their intended
purpose. This reduces the tendency of the base oil to age (oxidize) in service and also
improves the viscosity/temperature characteristics. The first way involves a separation
process that produces a desired lube product and undesirable byproducts. The second
way involves converting undesirable molecular structures into desirable structures with
the use of hydrogen, heat, and pressure.
Deasphalting
Propane deasphalting takes the residues from the very bottom of the column (the
heaviest, largest molecules) and separates them into two products: tar and compounds
that are similar to the lube distillates but have a higher boiling point. This material is
called deasphalted oil. It is refined in the same manner as the lube distillates.
Solvent Extraction
Solvent extraction is the removal of most of the aromatics and undesirable constituents
of oil distillates by liquid extraction. Commonly used solvents contain phenol, furfural,
and sulphur dioxide. The resulting base stocks are raffinates (referred to as neutral
oils) and an extract that is rich in aromatic content, which is highly sought after as a
process oil or fuel oil.
Dewaxing
After solvent extraction, the raffinates are dewaxed to improve low-temperature fluidity.
This process again produces two products: a byproduct wax that is almost completely
paraffinic and a dewaxed oil that contains paraffins, naphthenes, and some aromatics.
This dewaxed oil becomes the base stock for many lubricants.
Hydrofinishing
Hydrofinishing changes the polar compounds in the oil by a chemical reaction involving
hydrogen. After this process, the product is lighter in color and has an improved
chemical stability. The final quality of the base oil is determined by the severity of
temperature and pressure in the hydrofinishing process.
2.2. Conversion Process
The conversion process incorporates distillation, hydrocracking, hydrowaxing, and
hydrotreating, to produce the final base oil.
Hydrocracking
In hydrocracking, the distillates are subjected to a chemical reaction with hydrogen in
the presence of a catalyst at high temperatures and pressures (420 degrees C and
3,000 psi). The aromatic and naphthene rings are broken, opened, and joined using
hydrogen to form an isoparaffin structure. The reaction with hydrogen also aids in the
removal of water, ammonia, and hydrogen sulfide.
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Hydrodewaxing
During hydrodewaxing, much like hydrocracking, a hydrogenation unit is used to
deploy a catalyst to conveying waxy normal paraffins to more desirable isoparaffin
structures.
Common Mineral Oil Molecules
Hydrotreating
Because the previous two processes broke down the chemical bonds between two
carbon atoms, it is necessary to saturate any unsaturated molecules. Saturated
molecules are more stable and resist oxidation better than unsaturated molecules. This
is done by introducing more hydrogen.
There are slight differences in the aromatic content of the finished base oil produced by
conversion and extraction. The conversion process can reduce the aromatic content to
around 0.5 percent, while the extraction process lingers around 15 to 20 percent.
Though the conversion process produces a better quality product, the refining cost is
higher than the extraction process.
2.3. API Classification of Base Oils
The American Petroleum Institute (API) has categorized base oils into five categories
(API 1509, Appendix E). The first three groups are refined from petroleum crude oil.
Group IV base oils are full synthetic (polyalphaolefin) oils. Group V is for all other base
oils. The mineral base oils derived from crude have been classified into three different
groups based on their saturate content, sulfur content, and viscosity index. The details
of base oil classifications are captured in the below table:
Parameter Group I Group II Group III Group IV Group V

Saturates < 90% > 90% > 90%
All base
and/or and and
stocks not in
Group I, II,
Sulphur > 0.03% < 0.03% < 0.03% PAOs
III, IV
and and and

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VI > 80 < 120 > 80 < 120 > 120

Most solvent Hydro- Other
Hydro
extracted and processing + Chemical synthetics,
Remarks processed
de-waxed base catalytic reactions esters &
base stocks
stocks isomerisation napthenes
Group I
Group I base oils are classified as less than 90 percent saturates, greater than 0.03
percent sulfur and with a viscosity-index range of 80 to 120. The temperature range for
these oils is from 32 to 150 degrees F. Group I base oils are solvent-refined, which is a
simpler refining process. This is why they are the cheapest base oils.
Group II
Group II base oils are more than 90 percent saturates, less than 0.03 percent sulfur
and with a viscosity index of 80 to 120. They are often manufactured by hydrocracking,
which is a more complex process than what is used for Group I. Since all the
hydrocarbon molecules of these oils are saturated, Group II base oils have better
antioxidation properties. They also have a clearer color and cost more compared to
Group I base oils. Still, Group II base oils are becoming very common on the market
today and are priced very close to Group I oils.
Group III
Group III base oils are greater than 90 percent saturates, less than 0.03 percent sulfur
and have a viscosity index above 120. These oils are refined even more than Group II
and are generally severely hydrocracked (higher pressure and heat). This longer
process is designed to achieve a purer base oil. Although made from crude oil, Group
III base oils are sometimes described as synthesized hydrocarbons. Like Group II base
oils, these oils are also becoming more prevalent.
The performance advantages of Group II/III base oils over Group.I base oils are:
 High VI
 Improved oxidation stability
 Better thermal stability
 Superior additive response
 Good filterability
 Environment friendly, etc.
Synthetic base oils under Group IV & V are made from petroleum or vegetable oil
feedstock, and are mostly customized for their end application. The few examples of
such base oils include:
 Polyalphaolefins or PAOs
 Dibasic Acid Esters
 Polyol Esters
 Alkylated Aromatics
 Polyalkylene Glycols or PAGs
 Phosphate Esters, etc.
1. Polyalphaolefins or PAOs

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Poly-alfa-olefins (PAOs) are oligomers of linear alfa-olefins, which are used as base
stocks for synthetic lubricants for automotive and industrial applications. Synthetic base
stocks exhibit better performance compared with conventional mineral base stock.
Various properties such as viscosity index, pour point and volatility, thermal and
oxidative stability, response to antioxidants, and flash and auto ignition temperature are
superior compared with mineral base stocks.
2. Dibasic Acid Esters
Dibasic acid ester or diesters are produced by the reaction of a dibasic acid which
contains two carboxylic groups, with an alcohol. The acid forms the backbone of the
structure with the alcohol attached to its ends. A variety of structures can be made by
changing the diacid or alcohol used. The diesters have many performance advantages
compared to mineral base oils like high VI, low pour point, low traction co-efficient, low
volatility, good thermal and oxidation stability, biodegradibility, good solvency etc. The
disadvantages of diesters are compatibility issues with paint & seal material, and
inferior hydrolytic stability.
Diesters were originally developed as Type I aviation engine oils, however it has
largely been replaced by Type II & III oils based on polyol esters. Current uses for
diesters are seal conditioner in PAO based formulations, air compressor oils, IC
engine oils and basestocks for high temperature greases.
3. Polyol Esters
Polyol esters are synthesized by reacting a monobasic acid with a polyhydric alcohol
(one with more than one hydroxyl group). In this case, the polyhydric alcohol forms the
backbone with the acid groups attached to it. The fluid properties are a function of the
type of acid and alcohol used. The advantages of polyol over diester are much better
high temperature stability, when used with heat resistant antioxidants and metal
passivators, and the ability to generate reaction films which protect metal surfaces
under thin-film, boundary lubrication. The advantages of polyol esters over mineral
base oils are high VI, low pour point, low traction co-efficient, low volatility, good
thermal and oxidation stability, biodegradibility and good solvency. The disadvantages
of polyol esters are compatibility issues with paint and seal material, and inferior
hydrolytic stability.
The widest usage of polyol esters are aviation engine oils, air compressor oils,
hydraulic fluids, gear oils, and high temperature grease basestocks.
4. Alkylated Aromatics
It is synthesized by alkylating an aromatic with olefins. The fluid properties are a
function of the structure of the aromatic and the number and structure of the alkyl
groups. The most common aromatic used in benzene and it comes with either one
(alkylbenzene) or two (dialkylbenzene) alkyl groups of 10 to 14 carbon atoms in length.
Alkylbenzenes have very low pour points and good miscibility with fluorocarbon
refrigerants and are used either alone or in blends with pour point mineral oils or with
other synthetics in refrigeration compressors. However, they have low VI and are not
very effective as boundary lubricants. Dialkylbenzene has higher VI and are less
volatile and more stable to oxidation than equivalent viscosity mineral oils but are
limited to low viscosities. Typical applications are for low temperature operation of
gears, hydraulic systems, power transmission and IC engines.
5. Polyalkylene Glycols or PAGs

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Polyalkylene Glycols (PAG) are regarded as niche synthetic lubricants and are used
across the lubricant industry to solve problems that petroleum oils can’t solve. Most
PAGs are manufactured from downstream derivatives of ethylene oxide (EO) and
propylene oxide (PO). They offer many technical benefits over mineral oils such as
excellent lubricity, good load bearing characteristics, good low temperature properties,
high viscosity indices and high flash points making them suitable for a variety of
applications. Furthermore, synthetic processes used for manufacturing PAGs are very
versatile which allows polymers to be designed to have many different functional
properties.
PAGs are classified by their weight percent composition of oxypropylene versus
oxyethylene units in the polymer chain. PAGs with 100 weight percent oxypropylene
groups are water insoluble; whereas those with 50 to 75 weight percent oxyethylene
are water soluble at ambient temperatures.
PAGs are used to formulate gear oils, compressor lubricants, gas turbine oils, heat
transfer oils, quenching oils and many more.
6. Phosphate Esters
Phosphoric acid esters, or phosphate esters, have been known for over 130 years and
a wide variety of structures have been synthesized depending on the requirement. The
most common, triaryl type, synthesized by catalyzed reactions of phenols with
phosphorus oxychloride. Although higher in cost, they have replaced PCBs as the
synthetic fire-resistant lubricant of choice for environmental reasons. Other structures
used as lubricants are trialkyl and mixed alkyl-aryl types.
Phosphate esters are used as hydraulic fluid, lubricants for compressors with high
discharge temperatures, gas turbine main bearing lubricants etc. They have a high bulk
modulus, which is of value in hydraulic control systems. Thermal, oxidative and
hydrolytic stability of phosphate esters varies with structural type and not superior
compared to other synthetic fluid. It has superior load bearing capability because it
forms phosphide films reacting with steel which has excellent boundary lubrication
properties.
2.4. Properties of Lubricating Oils
The following tests help to define the characteristics of finished lubricating oils. They
are useful in maintaining uniformity of product or determining degree of change in used
oils. They are not indicators of performance.
2.4.1 Density or Gravity
The density of a substance is the mass of a unit volume at a standard
temperature.
a. Specific gravity, or relative density, is the ratio of the mass of a given
volume of a material at a standard temperature to the mass of an equal
volume of water at the same temperature (15 deg C or 60 deg F). Principal
uses are in weight/volume conversions and for identification purposes.
b. In the petroleum industry, density is often expressed as Gravity API
(American Petroleum Institute) which is derived from the formula

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Gr. API=(141.5/sp.gr. @ 60/60°F) - 131.5. The higher the specific gravity,
the lower the API gravity; the lower the specific gravity, the higher the API
gravity.
2.4.2 Flash and Fire Points
Flash and fire points are used by refiners to differentiate between types of oil,
e.g., distillates have lower flash points than residuals, paraffinic stocks have
higher flash points than naphthenics. Also, they can be indicators of
contamination with fuels or solvents.
 Flash point: the temperature at which the oil releases a sufficient
concentration of vapor at its surface to ignite momentarily when an open
flame is passed over the surface.
 Fire point: the temperature at which the oil releases a concentration of
vapors sufficient to support continued combustion.
2.4.3 Pour, Cloud and Floc Points
These tests define the flow properties of oils under low temperature conditions.
In Saudi Aramco operations these properties are of significance mainly in
refrigeration and air conditioning equipment.
a. The pour point of an oil is the lowest temperature at which it will flow when
cooled under standard conditions.
b. The cloud point is the temperature at which a cloud of wax crystals appears
when the oil is cooled under standard conditions.
c. The floc point is the temperature at which wax separates as a "floc" when a
mixture of 10% oil and 90% refrigerant is cooled under standard conditions.
2.4.4 Viscosity
The most important single property of a lubricating oil is its viscosity. It is a
factor in the formation of lubricating films, affects heat generation in moving
parts, governs the sealing effect and rate of consumption and determines the
ease with which machines may be started under cold conditions. Viscosity is
the measure of resistance to flow, or internal friction, of an oil. It must be stated
in terms of specific temperature since oil flows more freely at elevated
temperatures and more slowly when cold. It is determined by measuring the
time required for a given quantity of oil to flow through an orifice of specified
size at a specified temperature. Figure 2 shows the type of device which is
used to measure viscosity, called a viscometer.
a. Absolute, or dynamic viscosity, is used in research applications and bearing
design. It is reported in poise, centipoise or reyn (P, cP or reyns). See Part
VIII.
b. Kinematic viscosity, used in all practical applications, is the quotient of its
dynamic viscosity divided by its density, both measured at the same
temperature and in consistent units. The common reporting unit is the
centistoke (cSt) at 40 or 100°C.
c. Saybolt Universal Seconds (SUS) units were widely used in the United
States. Results are expressed as Saybolt seconds (time) for a given volume

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of oil to pass through an orifice at a given temperature, usually 100 or
210°F.
d. Redwood Number 1 units were in limited use in the United Kingdom.
Results are expressed as seconds Redwood No. 1, time through a given
orifice at temperatures of 70, 140 or 212°F.
e. Degrees Engler are obsolete European reporting units, derived in a manner
similar to the above but at temperatures of 20, 50 or 100°C.
Figure 2: Kinematic Viscometer. This device is used to measure kinematic viscosity. Oil is drawn into the
tube which is then placed in a bath and allowed to come to the test temperature. Using a vacuum, the oil is
then drawn to a head above the first etched line.
2.4.5 Viscosity Index
All oils thin out as temperature increases and become thicker, or more viscous,
as temperature decreases. This change in viscosity can be plotted, using two
temperatures as points on a line. In oils which change the least, the line will
approach the horizontal; those that change the most will have steeper lines.
The degree to which viscosity varies with temperature is reported as viscosity
index, an arbitrary value originally derived by assigning a VI of 0 to a Texas
naphthenic stock oil and one of 100 to a paraffinic base stock from
Pennsylvania. At the time this was done, the selected naphthenic stock was
most affected by temperature change, the paraffinic material the least. The low
VI oil gets thicker at low temperatures than the high VI oil; the low VI oil gets
thinner at high temperatures than the high VI oil. In modern technology, it is
possible to exceed the 100 VI figure through refining techniques and through

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the use of additives. As a result, the old numbers have lost some of their
mystique. However, they are still widely used as indicators of product quality.
2.4.6 Sulfated Ash
The sulfated ash of a lubricating oil is the residue, in percent by weight,
remaining after burning the oil and subjecting the percent residue to prescribed
treatment. New oils, without additives, contain essentially no ash-forming
materials, whereas oils with additives may show residues of their metallo-
organic origins. Thus, sulfated ash is a rough indication of the amount of such
additives in the blended product. Some equipment manufacturers place limits
on the amount of ash permitted in products used in their engines. This is done
in the belief that, while the sulfated ash content results from the incorporation of
materials intended to improve overall oil performance, excessive quantities of
some of these materials may contribute to such problems as combustion
chamber deposits and top ring wear. With used oils, an increase in ash content
usually means that there has been a build-up of contaminants such as dirt,
wear debris and other contaminating substances.
2.4.7 Demulsibility Characteristics
These describe the ability of an oil to separate from water. It is an important
feature in large systems, such as steam turbines, where water ingress is a
relatively frequent occurrence and in hydraulic systems where the resting time
for the oil is such that water has little or no chance to separate.
2.4.8 Foam Characteristics
A method of rating the foaming tendency, and the stability of the produced
foam, in a lubricating oil sample under controlled conditions.
2.4.9 Air Separability (or Air Release)
This refers to the ability of an oil to continually expel entrained air. The effect of
excess air in a system is to make pump action spongy and hydraulic controls
erratic. Air entrainment is aggravated by silicone-containing defoamant
materials, silicone sealing compounds or silicone coatings.
2.4.10 Total Acid Number (TAN)
Sometimes referred to as the neutralization number, this test originally was
used to assure complete removal of all sulfuric acid from acid treated base oil.
As acid treating is no longer widely used, the test now has gained acceptance
as a measure of long term oxidation in used oils, particularly steam turbine oils,
which contain very low additive dosages. In oils with high additive contents, the
additives have an effect on the total acid number and results must be compared
with new oil.
2.4.11 Total Base Number (TBN)
The base number, or alkalinity, is an important indication of the presence of
alkaline additives, such as sodium, magnesium, calcium compounds etc. Total
base number tests may be carried out on new lubricants as a quality control
method, or on used engine oils, where they indicate the amount of additive still
available to neutralize harmful acids produced during fuel combustion.

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2.4.12 Corrosion Rating
A value assigned to new oil which represents its relative corrosivity to copper.
Most oils have no effect unless their additives are corrosive.
2.4.13 Oxidation Resistance/Stability
There are numerous tests for oxidation resistance. The purpose of such tests is
to define the extent to which an oil will deteriorate or oxidize, under a given set
of conditions. Since all oils oxidize and deteriorate in service, the practice has
been to develop a test which will make one oil or another look better than
others. The only such tests which have achieved international acceptance are
the so-called TOST Test and the Rotating Pressure Vessel Oxidation Test
(RPVOT), which were developed for steam turbine oils and have little, if any,
relevance for oils of any other type. As the TOST test can take from 2000 to
7000 hours to completion this is not a practical test for the Saudi Aramco
Lubricant Condition Monitoring Program (LCM). The RPVOT test is a relatively
quick test and is frequently used by the industry, including Saudi Aramco, to
determine the comparative quality of new turbine oils, and a measure of useful
remaining service life in used turbine oils.
2.4.14 RPVOT (Rotating Pressure Vessel Oxidation Test)
Test method ASTM D 2272. Measures the time in minutes for the test oil to
react with a given volume of oxygen.
2.4.15 Dielectric Strength
This is a measure of the insulating value of an electrical insulating medium,
such as transformer or switch gear oils. Dielectric strength is the minimum
voltage required to produce an arc through an oil sample under standard
conditions.
2.5. Properties of Greases
Greases are most often used instead of fluids where a lubricant is required to stay in
place or where frequent relubrication is difficult or impossible to accomplish. Because
of their essentially solid nature, greases do not perform the cooling and cleaning
functions associated with the use of a fluid lubricant. However, a suitable grease for a
given application will:
Provide adequate lubrication to reduce friction and to prevent harmful wear of bearing
components
Protect against corrosion
Act as a seal to prevent entry of dirt and water
Resist leakage, dripping or throw off from the lubricated surface
Resist objectionable change in structure in use
Not stiffen excessively in cold weather
Be compatible with seals and other materials of construction
Tolerate some water contamination without loss of structure
Most of the greases produced today have mineral oils as their fluid components. For
some very specific applications oils such as silicones or fluorosilicones are used. Oils

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may range in viscosity from very light distillates, similar to penetrating oil, to heavy
cylinder oil stocks. The principal thickeners used are metallic soaps such as calcium,
sodium, aluminum, lithium and barium. Some greases are made with metallic soaps
and an organic acid, forming complexes. Still others are made with non-soap bases
such as clay and silica gel. Finally, there are greases made with synthetic materials,
either in the solid phase, such as polyurea, or the liquid phase such as synthesized
hydrocarbon.
Additives and modifiers commonly used in lubricating greases are oxidation or rust
inhibitors, pour point depressants, extreme pressure agents, lubricity or friction
reducing agents and dyes or pigments. Molybdenum disulfide also is used in greases
where the applications involve heavy loads, slow surface speeds and restricted or
oscillating motion. Graphite may be used where high temperatures are involved.
The principal properties of greases are:
2.5.1 Penetration
The property most often mentioned in connection with greases is penetration.
This is to greases as viscosity is to oils; it is a measure of consistency. It is a
measurement of the depth, in tenths of a millimeter, that a cone will penetrate,
vertically, a sample of grease under standard conditions of weight, time, volume
and temperature. The apparatus is shown in Figure 3, A and B. The test can be
performed on an undisturbed sample, an "unworked" penetration, or on a
"worked" sample, one which has been agitated in a standard grease worker for
a given number of strokes. The latter is considered to be the most reliable
procedure since the disturbance imparted to the sample is controlled and
repeatable. Penetration values will fit one of the ranges assigned by the
National Lubricating Grease Institute (NLGI) of the United States. This
classification system is contained in Table 5.
2.5.2 Dropping Point
This is the temperature at which a grease passes from a semi-solid to a liquid
state under the conditions of the test. This property is still mentioned in many
grease specifications but it has little to do with actual performance. It is not a
measure of the maximum service temperature for which a grease is suitable.
2.5.3 Structural Stability Tests
There are many of these and they are all designed to measure the stability of a
grease under severe working conditions. Unfortunately, none of them have
universal acceptance as each measures the effect of a given set of working
conditions which may or may not be relevant to the application at hand. The
most generally used method is the aforementioned grease worker which can be
set to run 10,000 or 100,000 strokes, if so desired. The penetration change
from the original is a measure of structural stability.
2.5.4 Oxidation Stability
As with oils, greases will oxidize in service. The higher the temperature, the
faster the rate of oxidation. When oxidation reaches a given point, the grease
will darken, turn rancid, become acidic and either harden or soften, depending
on the type. Thus, additives are used to enhance the natural stability of the
oil/thickener blend.

Page 15 of 178
View A View B
Figure 3: Grease Penetrometer. This apparatus is used to measure the consistency of greases. The tip of
the cone is placed on the surface of the grease in the cup, then released. The reading on the dial, in tenths
of a millimeter, after a standard time, is the
2.6. Additives
Additives are used to impart some new property to a mineral oil or to enhance an
existing property. Animal or vegetable oils tend to fall into the first category and
chemical agents into the second. Blends of mineral oil with animal or vegetable oils,
which are themselves lubricants, are often referred to as "compounded" oils and
blends with chemical agents as "additive" oils. The two categories overlap:
compounded oils can also contain chemical addition agents.
Additives are complex chemical substances which are used in concentrations varying
from a few hundredths of one percent up to 20 or 30%. They can be classed into three
main functional subdivisions:
Those which protect the lubricated surfaces, e.g., extreme-pressure (EP) agents, rust
inhibitors.
Those which improve lubricant performance, e.g., viscosity index improvers or pour
point depressants.
Those which protect the lubricant itself, e.g., anti-oxidants.

Page 16 of 178
The selection of an additive/oil combination involves far more than mixing any base oil
with any additive of the functional type required. Base oils vary in their chemical
characteristics according to the crude oil from which they originate and the refining
processes used. The practical effect of this is that an additive may work well with one
base oil but not with another. Thus, an additive must be carefully matched with the
base stock so that the two are fully compatible and the full effect of the additive is
obtained. Where lubricants contain more than one additive, the matching process is
further complicated by the potential effect of one additive on another.
The only real proof of the worth of any finished lubricating product lies in extensive
performance testing, both in the laboratory and in the field. Such testing is undertaken
by all reputable suppliers of quality lubricants. Indiscriminate mixing of different types is
discouraged as it can lead to incompatibility and, possibly, machine damage. In the
unlikely event that it becomes necessary to add a different type of oil to a running
system, the situation should be reviewed with the lubrication engineers.
Some of the most commonly used additives are:
2.6.1 Pour Point Depressants
These are for oils intended for low-temperature applications. They modify the
wax crystalline structure and can reduce pour points by as much as 10°C.
2.6.2 Viscosity Index Improvers
These lower the rate of change of viscosity with temperature. The types of
compound used are long chain, high molecular weight polymers which function
by increasing the relative viscosity of an oil more at high temperatures than they
do at low temperatures.
2.6.3 Defoamants
Used to minimize foaming, these additives are most commonly silicone
polymers or polyacrylates, added in minute quantities to oil blends.
2.6.4 Emulsifiers
Some steam cylinders and compressor cylinders handling wet air or other
gases run best with an emulsion as the lubricant. For these applications, a
cylinder oil plus an emulsifiable fatty oil (or a synthetic emulsifier) are used.
Emulsifiers also are used in soluble oils for metal processing.
2.6.5 Anti-Oxidants
The tendency of oils and greases to oxidize in service requires the addition of
chemical inhibitors. Since the oxidation process comes from the combined
effects of heat, oxygen and catalysts, such as metals, moisture or dirt, it is only
logical that the inhibitors should work on these so-called precursors. Some of
them deactivate catalysts in the oil system, others preferentially oxidize
themselves instead of the oil and, still others, acting as pacifiers, coat the
metallic surfaces so the metal cannot function as a catalyst in the oxidation
process.
2.6.6 Corrosion Inhibitors
Since metal parts can be corroded by oxidation products in used oil, it is
necessary to add corrosion inhibitors to the oil when it is manufactured. These

Page 17 of 178
usually are materials which either form an absorbed film on the metal or
become chemically bonded to it.
2.6.7 Detergent-Dispersant Additives
Dispersants are used to prevent the formation of engine varnish and sludge by
keeping deposit forming materials dispersed as minute particles. Detergents act
to neutralize deposit forming compounds which form under high temperature
conditions or as a result of burning high sulfur fuels. They are similar chemically
and each tends to do the same job as the other. Usually they are used as a
package, hence detergent/dispersant.
2.6.8 Anti-Rust Additives
Where water may contaminate an oil, as in circulating systems for steam
turbines and hydraulic systems, additives are needed to inhibit the rusting
action of the water on ferrous surfaces. These generally are polar compounds
which prevent water from reaching the metallic surface. All Saudi Aramco
lubricating oils contain anti-rust additives.
2.6.9 Anti-Wear and Extreme Pressure Additives
These are intended to reduce frictional wear under thin film and boundary
conditions of lubrication. They usually are one of three main types:
a. Oiliness additives which are polar fatty materials of natural or synthetic
derivation, used in automatic transmission fluids, machine tool oils and
some enclosed gears.
b. Mild extreme pressure additives to reduce wear and scuffing of rubbing
surfaces under moderate pressure conditions, for example, in cams and
tappets in automotive engines. Products containing these additives
generally are referred to as "anti-wear" or AW Lubricants.
c. Extreme pressure additives for high gear tooth pressure conditions, such as
in hypoid gears. The additives contain compounds of sulfur, phosphorous
and sometimes chlorine. They react with the metal surfaces to form
protective films. Generally referred to as EP Lubricants. Some automotive
type rear axle oils should not be used in gearboxes containing yellow metal
internal components such as brass, bronze and phosphor-bronze, as the
powerful EP additives can cause corrosion damage.
2.7. Proprietary Additives
These are not "additives" in the same sense that the above classes of compounds are.
Rather, they are proprietary materials manufactured and sold to end users for addition
to oils in use in crankcases, gear boxes or other machinery. They are claimed to
increase power, stop leakage, control engine knock, free stuck rings, stop wear, repair
worn surfaces or any of a myriad of other beneficial functions.. In the Saudi Aramco
system, their use is not condoned and it is felt that they accomplish nothing, in the best
case, and may be harmful, in the worst case.
3. Lubricant Classification Systems

The lubricant classification systems shown below are the most commonly used and are
internationally accepted.

Page 18 of 178
3.1. Automotive Lubricant Classifications
3.1.1 SAE Viscosity Classification System, Engine Oils
Probably the most widely known and used classification system is the SAE
J300 (Society of Automotive Engineers) Viscosity Classification. It classifies
engine oils by viscosity grades. The W grades (for winter) are based on a
maximum low temperature viscosity and maximum borderline pumping
temperature, as well as a minimum viscosity at 100°C. Oils without the letter W
are based on viscosity at 100°C only. A "multigrade" oil is one whose low
temperature viscosity and borderline pumping temperature satisfy the
requirements for one of the W grades and whose 100°C viscosity is within the
range of a higher non-W grade.
Table 1: SAE Viscosity Grades, Engine Oils SAEJ3OO
SAE Low Low
Viscosity @ 100°C
Viscosity Temperature Temperature HTHS Viscosity (cP)
(cSt)
Grade Cranking (cP) Pumping (cP)
Min. Max.
0W 6200 @ -35OC 60000 @ -40OC 3.8 -
5W 6600 @ -30 C
O
60000 @ -35 C
O
3.8 -
10W 7000 @ -25 C
O
60000 @ -30 C
O
4.1 -
15W 7000 @ -20 C
O
60000 @ -25 C
O
5.6 -
20W 9500 @ -15OC 60000 @ -20OC 5.6 -
25W 13000 @ -10 C 60000 @ -15 C
O O
9.3 -
8 - - 4 <6.1 1.7
12 - - 5 <7.1 2
16 - - 6.1 <8.2 2.3
20 - - 5.6 <9.3 2.6
30 - - 9.3 <12.5 2.9
40 - - 12.5 <16.3
3.5
(0W40, 5W40 & 10W40)
3.57
40 12.5 <16.3 (15W40, 20W40, 25W40 &
40 monograde)
50 - - 16.3 <21.9 3.7
60 21.9 <26.1 3.7
HTHS : High Temperature High Shear
3.1.2 API (American Petroleum Institute) Service Classification

This classification was devised to permit a labeling program which would relate
to the class of engine service for which an oil is intended. It is divided into an
"S" series, for oils used in passenger cars and light trucks, and a "C" series, oils
for commercial engines, usually diesels. It is possible for an oil to meet more
than one classification.
"S" Series
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SA -- (Obsolete) Formerly for utility gasoline and diesel engines under service
conditions so mild as to require none of the additive effects found in most oils.
Not suitable for use in most gasoline-powered automotive engines built after
1930. Use in modern engines may cause unsatisfactory performance or
equipment harm.
SB -- (Obsolete) For minimum duty gasoline engine service not requiring more
than minimal protection Not suitable for use in most gasoline-powered
automotive engines built after 1951. Use in more modern engines may cause
unsatisfactory performance or equipment harm.
SC -- (Obsolete) For 1964 gasoline engine warranty maintenance service. This
is for service typical of gasoline engines in 1964 through 1967 models of
passenger cars and light trucks. Not suitable for use in most gasoline-powered
automotive engines built after 1967. Use in more modern engines may cause
unsatisfactory performance or equipment harm.
SD -- (Obsolete) For 1968 gasoline engine warranty maintenance service.
These are for service typical of gasoline engines in vehicles manufactured in
1968 through 1970 and some later models. Not suitable for use in most
gasoline-powered automotive engines built after 1971. Use in more modern
engines may cause unsatisfactory performance or equipment harm.
SE -- (Obsolete) For 1972 gasoline engine warranty maintenance service.
These are for service typical of gasoline engines in passenger cars and light
trucks in the model years beginning in 1972. Not suitable for use in most
gasoline-powered automotive engines built after 1979.
SF -- (Obsolete) For 1980 gasoline engine warranty service. These are for
service in cars and light trucks beginning with the 1980 models Not suitable for
use in most gasoline-powered automotive engines built after 1988. May not
provide adequate protection against build-up of engine sludge.
SG – (Obsolete) For 1989 gasoline engine warranty service. Not suitable for
use in most gasoline-powered automotive engines built after 1993. May not
provide adequate protection against build-up of engine sludge, oxidation, or
wear.
SH – (Obsolete) For 1994 gasoline engine warranty service.
SJ – (Current) For 2001 and older automotive engines.
SL – (Current) For 2004 and older automotive engines.
SM – (Current) For 2010 and older automotive engines.
SN – (Current) Introduced in October 2010, designed to provide improved high
temperature deposit protection for pistons, more stringent sludge control, and
seal compatibility. API SN with Resource Conserving matches ILSAC GF-5 by
combining API SN performance with improved fuel economy, turbocharger
protection, emission control system compatibility, and protection of engines
operating on ethanol-containing fuels up to E85.
"C" Series
CA -- (Obsolete) For service typical of diesel engines in mild to moderate duty
with high-quality fuels. Not suitable for use in most diesel-powered engines built
after 1959.

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CB -- (Obsolete) For service typical of diesel engines in mild to moderate duty
with fuels of lower quality which necessitate more protection from wear and
deposits. Not suitable for use in most diesel-powered engines built after 1961.
CC -- (Obsolete) For service typical of certain naturally aspirated, turbocharged
or supercharged engines operated in moderate to heavy duty service and
certain heavy duty gasoline engines. They provide protection from high
temperature deposits and bearing corrosion. Not suitable for use in most diesel-
powered engines built after 1990.
CD -- (Obsolete) For service typical of certain naturally aspirated, turbocharged
or supercharged diesel engines where highly effective control of wear and
deposits is vital or where high sulfur fuels are used. Not suitable for use in most
diesel-powered engines built after 1994.
CF -- (Obsolete) Introduced in 1994. For off-road, indirect-injected and other
diesel engines including those using fuel with over 0.5% weight sulfur. Can be
used in place of CD oils.
CF-4 -- (Obsolete) Introduced in 1990. For high-speed, four-stroke, naturally
aspirated and turbocharged engines. Can be used in place of CD and CE oils.
CF-2 -- (Obsolete) For service typical of modern two stroke engines
manufactured since 1994. Exceeds the requirements of API CD-II by providing
additional protection against wear and deposit control.
CG-4 -- (Obsolete) Introduced in 1995. For severe duty, high-speed, four-stroke
engines using fuel with less than 0.5% weight sulfur. CG-4 oils are required for
engines meeting 1994 emission standards. Can be used in place of CD, CE,
and CF-4 oils.
CH-4 -- (Current) Introduced in 1998. For high-speed, four-stroke engines
designed to meet 1998 exhaust emission standards. CH-4 oils are specifically
compounded for use with diesel fuels ranging in sulfur content up to 0.5%
weight. Can be used in place of CD, CE, CF-4, and CG-4 oils.
CI-4 -- (Current) Introduced in 2002. For high-speed, four-stroke engines
designed to meet 2004 exhaust emission standards implemented in 2002. CI-4
oils are formulated to sustain engine durability where exhaust gas recirculation
(EGR) is used and are intended for use with diesel fuels ranging in sulfur
content up to 0.5% weight. Can be used in place of CD, CE, CF-4, CG-4, and
CH-4 oils. Some CI-4 oils may also qualify for the CI-4 PLUS designation.
CJ-4 -- (Current) For high-speed four-stroke cycle diesel engines designed to
meet 2010 model year on-highway and Tier 4 nonroad exhaust emission
standards as well as for previous model year diesel engines. These oils are
formulated for use in all applications with diesel fuels ranging in sulfur content
up to 500 ppm (0.05% by weight). However, the use of these oils with greater
than 15 ppm (0.0015% by weight) sulfur fuel may impact exhaust aftertreatment
system durability and/or drain interval. CJ-4 oils are especially effective at
sustaining emission control system durability where particulate filters and other
advanced aftertreatment systems are used. Optimum protection is provided for
control of catalyst poisoning, particulate filter blocking, engine wear, piston
deposits, low- and high-temperature stability, soot handling properties, oxidative
thickening, foaming, and viscosity loss due to shear. API CJ-4 oils exceed the
performance criteria of API CI-4 with CI-4 PLUS, CI-4, CH-4, CG-4 and CF-4
Page 21 of 178
and can effectively lubricate engines calling for those API Service Categories.
When using CJ-4 oil with higher than 15 ppm sulfur fuel, consult the engine
manufacturer for service interval.
3.1.3 ACEA (Association des Constructeurs Européens d'Automobiles)
Approvals
The European Automobile Manufacturers' Association is an organization that
represents the 15 most important European motor vehicle manufacturers. It's
the successor of CCMC (Comité des Constructeurs du Marché Commun).
ACEA is an advocate for the automobile industry in Europe, representing
manufacturers of passenger cars, vans, trucks and buses with production sites
in the EU.
ACEA defines specifications for engine oils so called ACEA Oil Sequences. The
sequences are usually updated every few years to include the latest
developments in engine and lubricant technology. ACEA itself does not approve
the oils, they set the standards and oil manufacturer's may make performance
claims for their products if those satisfy the relevant requirements.
There are ACEA specifications for passenger car motor oils (the A/B class) for
catalyst compatible motor oils (the C class) and for heavy duty diesel engine
oils (the E class). The classes are further devided into categories to meet the
requirements of different engines.
Below we are presenting the ACEA categories in "Consumer Language."
A/B: gasoline and diesel engine oils
ACEA A1/B1 - Stable, stay-in-grade oil intended for use at extended drain
intervals in gasoline engines and car & light van diesel engines specifically
designed to be capable of using low friction low viscosity oils with a high
temperature / high shear rate viscosity of 2.6 mPa*s for xW/20 and 2.9 to 3.5
mPa.s for all other viscosity grades. These oils are unsuitable for use in some
engines. Consult owner manual or handbook if in doubt.
ACEA A3/B3 - Stable, stay-in-grade oil intended for use in high performance
gasoline engines and car & light van diesel engines and/or for extended drain
intervals where specified by the engine manufacturer, and/or for year-round use
of low viscosity oils, and/or for severe operating conditions as defined by the
engine manufacturer.
ACEA A3/B4 - Stable, stay-in-grade oil intended for use in high performance
gasoline and direct injection diesel engines, but also suitable for applications
described under A3/B3.
ACEA A5/B5 - Stable, stay-in-grade oil intended for use at extended drain
intervals in high performance gasoline engines and car & light van diesel
engines designed to be capable of using low friction low viscosity oils with a
high temperature/high shear rate (HTHS) viscosity of 2.9 to 3.5 mPa.s. These
oils are unsuitable for use in some engines. Consult owner manual or handbook
if in doubt.
C: Catalyst compatibility oils
ACEA C1 - Stable, stay-in-grade oil intended for use as catalyst compatible oil
in vehicles with DPF and TWC in high performance car and light van diesel and
gasoline engines requiring low friction, low viscosity, low SAPS oils with a

Page 22 of 178
minimum HTHS viscosity of 2.9 mPa.s. These oils will increase the DPF and
TWC life and maintain the vehicles fuel economy. Warning: these oils have the
lowest SAPS limits and are unsuitable for use in some engines. Consult owner
manual or handbook if in doubt.
gasoline engines designed to be capable of using low friction, low viscosity oils
with a minimum HTHS viscosity of 2.9mPa.s. These oils will increase the DPF
and TWC life and maintain the vehicles fuel economy. Warning: these oils are
unsuitable for use in some engines. Consult owner manual or handbook if in
doubt.
gasoline engines, with a minimum HTHS viscosity of 3.5mPa.s. These oils will
increase the DPF and TWC life. Warning: these oils are unsuitable for use in
some engines. Consult owner manual or handbook if in doubt.
gasoline engines requiring low SAPS oil with a minimum HTHS viscosity of
3.5mPa.s. These oils will increase the DPF and TWC life. Warning: these oils
are unsuitable for use in some engines. Consult owner manual or handbook if
in doubt.
E: Heavy Duty Diesel engine oils
ACEA E4 - Stable, stay-in-grade oil providing excellent control of piston
cleanliness, wear, soot handling and lubricant stability. It is recommended for
highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V
emission requirements and running under very severe conditions, e.g.
significantly extended oil drain intervals according to the manufacturer's
recommendations. It is suitable for engines without particulate filters, and for
some EGR engines and some engines fitted with SCR NOx reduction systems.
However, recommendations may differ between engine manufacturers so
Driver manuals and/or Dealers shall be consulted if in doubt.
ACEA E6 - Stable, stay-in-grade oil providing excellent control of piston
cleanliness, wear, soot handling and lubricant stability. It is recommended for
highly rated diesel engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V
and Euro VI emission requirements and running under very severe conditions,
e.g. significantly extended oil drain intervals according to the manufacturer's
recommendations. It is suitable for EGR engines, with or without particulate
filters, and for engines fitted with SCR NOx reduction systems. E6 quality is
strongly recommended for engines fitted with particulate filters and is designed
for use in combination with low sulphur diesel fuel. However, recommendations
may differ between engine manufacturers so Driver manuals and/or Dealers
shall be consulted if in doubt.
ACEA E7 - Stable, stay-in-grade oil providing effective control with respect to
piston cleanliness and bore polishing. It further provides excellent wear control,
soot handling and lubricant stability. It is recommended for highly rated diesel
engines meeting Euro I, Euro II, Euro III, Euro IV and Euro V emission
requirements and running under severe conditions, e.g. extended oil drain
Page 23 of 178
intervals according to the manufacturer's recommendations. It is suitable for
engines without particulate filters, and for most EGR engines and most engines
fitted with SCR NOx reduction systems. However, recommendations may differ
between engine manufacturers so Driver manuals and/or Dealers shall be
consulted if in doubt.
ACEA E9 - Stable, stay-in-grade oil providing effective control with respect to
piston cleanliness and bore polishing. It further provides excellent wear control,
soot handling and lubricant stability. It is recommended for highly rated diesel
engines meeting Euro I, Euro II, Euro III, Euro IV, Euro V and Euro VI emission
requirements and running under severe conditions, e.g. extended oil drain
intervals according to the manufacturer's recommendations. It is suitable for
engines with or without particulate filters, and for most EGR engines and for
most engines fitted with SCR NOx reduction systems. E9 is strongly
recommended for engines fitted with particulate filters and is designed for use
in combination with low sulphur diesel fuel. However, recommendations may
differ between engine manufacturers so Drivers manuals and/or Dealers should
be consulted if in doubt.
3.1.4 4SAE Viscosity Classifications for Gear Oils
SAE viscosity grades are established for gear oils in much the same manner as
for engine oils. Grades that are better suited for cold weather use are defined
by viscosity limits at low temperatures and minimum viscosities at 100°C.
Higher grades are defined by viscosity ranges at 100°C only. The SAE Gear Oil
Viscosity Grades do not correspond directly with SAE Crankcase Oil
designations.
Table 2: SAE Gear Oil Viscosity System – J306
SAE Viscosity Maximum Temperature for

Viscosity @ 100°C (cSt)
Grade Viscosity of 150000 cP, °C
Minimum Maximum
70W -55 4.1 -
75W -40 4.1 -
80W -26 7 -
85W -12 11 -
80 - 7 <11
85 - 11 <13.5
90 - 13.5 < 18.5
110 - 18.5 <24
140 - 24 < 32.5
190 - 32 <41
250 - 41 -
Note: In most cases only Saudi Aramco Automotive Gear Lube 140 should be
used in Saudi Aramco Equipment. It was chosen as the grade best suited to the
climate and operating conditions found in Saudi Aramco's areas of activity.
Page 24 of 178
3.1.5 API (American Petroleum Institute) Gear Oil System
The American Petroleum Institute lubricant service designations for automotive
manual transmissions and axles are based on the gear type and the amount of
extreme pressure (EP) protection required.
GL-1 – (Active) The designation API GL-1 denotes lubricants intended for
manual transmissions operating under such mild conditions that straight
petroleum or refined petroleum oil may be used satisfactorily. Oxidation and
rust inhibitors, defoamers, and pour depressants may be added to improve the
characteristics of these lubricants. Friction modifiers and extreme pressure
additives shall not be used.
GL-2 – (Inactive) The designation API GL-2 denotes lubricants intended for
automotive worm-gear axles operating under such conditions of load,
temperature, and sliding velocities that lubricants satisfactory for API GL-1
service will not suffice.
manual transmissions operating under moderate to severe conditions and
spiral-bevel axles operating under mild to moderate conditions of speed and
load. These service conditions require a lubricant having load-carrying
capacities exceeding those satisfying API GL-1 service but below the
requirements of lubricants satisfying API GL-4 service.
axles with spiral bevel gears operating under moderate to severe conditions of
speed and load or axles with hypoid (see note)gears operating under moderate
speeds and loads. These oils may be used in selected manual transmission
and transaxle applications where MT-1 lubricants are unsuitable. The
manufacturer's specific lubricant quality recommendations should be followed.
gears, particularly hypoid (see note) gears, in axles operating under various
combinations of high-speed/shock load and low-speed/high-torque conditions.
gears designed with a very high pinion offset. Such designs typically require
protection from gear scoring in excess of that provided by API GL-5 gear oils.
MT-1 – (Active) The designation API MT-1 denotes lubricants intended for non-
synchronized manual transmissions used in buses and heavy-duty trucks.
Lubricants meeting the requirements of API MT-1 service provide protection
against the combination of thermal degradation, component wear, and oil-seal
deterioration, which is not provided by lubricants in current use meeting only the
requirements of API GL-1, 4, or 5.
Note: Saudi Aramco Automotive Gear Lube Oils are either meeting API GL-4 or
GL-5.
3.1.6 Automatic Transmission Fluid (ATF)
The most widely used automatic transmission fluid is the Dexron series fluids
(GM 6137-M). DEXRON® is a registered trademark of General Motors
Corporation. The different DEXRON ® specifications for ATF are:
Dexron Type A, Suffix A -- Specification introduced in 1957. It requires the oil to
meet certain limits regarding its kinematic viscosity.
Page 25 of 178
Dexron IID -- General Motors Dexron®-IID Specification. ATF issued in 1975.
Contained ATF cooler corrosion requirements not listed in Dexron® - II.
Dexron IIE -- General Motors Specification Dexron®-IIE. ATF issued in 1991
requiring improved low temperature performance compared to Dexron®-IID, 20
000 cP at minus 40 °C.
Dexron IIIF -- GM specification for Automatic transmission oil introduced in
1994. Successor of Dexron IID and IIE.
Dexron IIIG -- Successor of Dexron III(F) automatic transmission fluid. This has
the same low temperature characteristics as Dexron IIE, but with modifications
to anti-oxidancy and friction material. Introduced in 1997.
Dexron IIIH -- Dexron III licence H was introduced in June 2003 to replace the
Dexron III G fluid. It has an oxidatively stable base oil (group 2 or group 3). Oils
according to this specification have longer maintenance of friction properties
and anti-shrudder properties, better foam control and a longer fluid life.
Dexron VI -- Specification introduced in 2005 to replace Dexron IIIH. This
specification requires better stay-in-grade properties, oxidative stability and
anti-foam characteristics. Oils meeting this specification can be used with
extended drain intervals and are energy conserving.
Ford has five different specifications. In 1987 Ford introduced a new service fill
ATF specification similar to GM Dexron. This specification called MERCON,
mimics the licensing procedures of Dexron but requires significantly different
friction retention properties. The different MERCON ATF are described below:
Ford Type F -- An old ATF first introduced in 1967 and used in all Ford products
prior to 1977, and in some until 1980. Type F is not compatible with any other
ATF. Specifically, it is not compatible with Mercon ATFs.
Ford Type H -- Developed for the C5 Ford automatic transmission introduced in
1981, it has been superseded by Mercon. Type H is not compatible with Type F
and should not be used in a transmission requiring Type F.
Ford Type CJ -- Originally designed for the Ford C6 automatic transmission, it
also has been superseded by Mercon and also can be replaced with Mercon V,
but should never be used in a transmission requiring Type F. Dexron II is an
approved alternative to Type CJ.
Mercon -- Introduced in 1987 and similar to Dexron II. Ford ceased licensing
Mercon in 2007 and now recommends Mercon V for all transmissions that
previously used Mercon. Mercon is a suitable replacement for Type H and Type
CJ fluid, but not for Type F.
Mercon V -- The most common Ford ATF in late model Fords, it is very much
like Dexron III. Should not be used in a transmission requiring Ford Type F.
Mercon LV -- The latest Ford ATF, it is factory fill in 2008 and later Fords. The
LV stands for "low viscosity." It is a fully synthetic ATF. It is not compatible with
earlier Mercon fluids, so it should neither be mixed with Mercon or Mercon V
used to replace those fluids. It is not compatible with any other fluid, either.
Mercon SP -- A version of Mercon V with an enhanced additive package.
For Saudi Aramco equipment, Saudi Aramco Transmission Oil D-III is used.
This fluid is an ATF Dexron III fluid.

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For certain specific applications a higher viscosity transmission oil is required,
for example: Saudi Aramco Grove Cranes models 750BE and AT 880
transmissions. This oil is an ISO Viscosity Grade 68 and meets specification
Universal Tractor Transmission Oil (UTTO) JDM-20A for off highway equipment
hydraulic systems, automatic transmissions and oil immersed brakes.
3.2. Industrial Oils
3.2.1 ISO Viscosities
These classifications were developed by the International Organization for
Standardization and are widely used by the petroleum and other industries. The
system establishes a series of lubricant viscosity grades based on kinematic
viscosities at 40°C. The classifications and applicable limits are shown in Table
3.
Table 3: ISO Viscosity Classifications
Viscosity
ISO Midpoint ISO Midpoint Viscosity
cSt @ 40°C
Viscosity cST @ Viscosity
cSt @ cSt @ 40°C
Grade 40°C Min. Max. Grade
40°C Min. Max.
2 2.2 1.98 2.42 68 68 61.2 74.8
3 3.2 2.88 3.52 100 100 90.0 110
5 4.6 4.14 5.06 150 150 135 165
7 6.8 6.12 7.48 220 220 198 242
10 10 9.00 11.00 320 320 288 352
15 15 13.5 16.5 460 460 414 506
22 22 19.8 24.2 680 680 612 748
32 32 28.8 35.2 1000 1000 900 1100
46 46 41.4 50.6 1500 1500 1350 1650
Note: Only ISO viscosity grades are used to describe industrial oils in Saudi Aramco.
3.2.2 AGMA Lubricant Numbers

The American Gear Manufacturer's Association developed standards for
industrial gear oils. The various types and viscosity grades are identified by a
series of numbers. See Table 4.
Table 4: AGMA Lubricant Numbers
AGMA Lubricant Viscosity Range ISO Viscosity
Number cSt @ 40°C Grade
1 41.4-50.6 46
2, 2EP 61.2-74.8 68
3, 3EP 90-110 100
4, 4EP 135-165 150
5, 5EP 198-242 220
6, 6EP 288-352 320
7, 7EP, 7 Comp. 414-506 460
8, 8EP, 8 Comp. 612-748 680
8A, 8A EP, 8A Comp. 900-1100 1000
9, 9EP 1350-1650 1500
10, 10EP 2880-3520 -
11, 11EP 4140-5060 -
12 6120-7480 -
13 25000-38400 -

Page 27 of 178
Key: Straight grades, numbers only, are non-
compounded mineral oils with non-EP additives EP
denotes the use of extreme pressure additives Comp.
indicates the presence of fatty compounding.
Note: In Saudi Aramco, only straight grades 1, 2, 4, 6 and 7 (Saudi Aramco
Turbine Oil 46 and 68, Saudi Aramco Machinery Oil 150, 320 and 460) and EP
grades 5, 7 and 8 (Saudi Aramco Gear Lube EP220, EP460 and EP1000) are
used.
3.2.3 DIN (Deutsches Institut für Normung) Standards

DIN 51517 classification of Gear Lubricants: DIN 51517 CGLP – Lubricants
have additives that protect from corrosion, oxidation and wear in mixed friction
locations and additives improving the surface friction characteristics.
DIN 51517-3 CLP – Lubricants have additives that protect from corrosion,
oxidation and wear in mixed friction locations.
DIN 51517-2 CL – Lubricants have additives that protect from corrosion and
oxidation, and are suitable for medium load conditions.
DIN 51517-1 C – Lubricants are aging-resistant mineral oils without active
ingredients.
3.2.4 DIN 51515 classification of Turbine Lubricants:
DIN 51515-2 L-TG – Lubricants recommended for use at higher temperatures
than usual.
DIN 51515-1 L-TD – Lubricants recommended for use in normal temperature
ranges.
3.2.5 DIN 51524 classification of Hydraulic Lubricants:
DIN 51524 HVLP – Lubricants have additives that protect from corrosion,
oxidation and wear, plus additives increasing their viscosity index (VI >140).
They are intended for universal application, however the biggest advantage is
provided when used in external hydraulic systems.
DIN 51524 HLP – Lubricants have additives from corrosion, oxidation and
wearing. They are intended for universal application and they are
recommended for use in internal hydraulic systems.
DIN 51524 HL ‒ Lubricants have additives protecting from corrosion and
oxidation. They are recommended for use in low pressure internal hydraulic
systems.
3.3. Greases
There have been many attempts to categorize greases but the only one which has met
with any real success is the system devised by the National Lubricating Grease
Institute (NLGI) of the U.S. It is based solely on consistency, the worked penetration,
discussed earlier. The plasticity (consistency) of lubricating grease is designated by the
penetration number. The depth to which a measuring cone penetrates at +25oC is
measured in accordance with ASTM D 217. NLGI introduced nine penetration grades
that were adopted by DIN 51818 for the "consistency classification of lubricating
greases".

Page 28 of 178
Table 5: NLGI Grease Numbers
NLGI Worked penetration after Appearance

Number 60 Strokes at 25 °C
(0.1 mm)
000 445 - 475 Fluid
00 400 - 430 Semi-fluid
0 355 - 385 Very Soft
1 310 - 340 Soft
2 265 - 295 Normal Grease
3 220 - 250 Firm
4 175 - 205 Very Firm
5 130 - 160 Hard
6 84 - 115 Very Hard
Note: Only NLGI numbers 1, 2, and 3 are used in Saudi Aramco equipment.
NLGI Grease Service Classification

The National Lubricating Grease Institute (NLGI) and the American Society of Testing
and Materials (ASTM) have developed a system to identify lubricating grease
properties and applications:
Chassis Service
LA– Service typical of chassis components and universal joints in passenger cars,
trucks, and other vehicles operated with frequent republication in non- critical
applications. This grease shall satisfactorily lubricate chassis components and
universal joints where frequent republication is practiced. During its service life, the
grease shall resist oxidation and consistency degradation while protecting the chassis
components and universal joints from corrosion and wear under lightly loaded
conditions. NLGI #2 consistency greases are commonly recommended, but other
grades may also be recommended.
LB – Service typical of chassis components and universal joints in passenger cars,
trucks, and other vehicles under mild to severe duty. Severe duty will be encountered
in vehicles operated under conditions which may include prolonged relubrication
intervals, or high loads, severe vibration, exposure to water or other contaminants, etc.
This grease shall resist oxidation and consistency degradation while protecting the
chassis components and universal joints from corrosion and wear even when aqueous
contamination and heavily loaded conditions occur. NLGI #2 consistency greases are
commonly recommended, but other grades may also be recommended.
Wheel Bearing Service
GA – Service typical of wheel bearings operating in passenger cars, trucks, and other
vehicles under mild duty. Mild duty will be encountered in vehicles operated with
frequent relubrication in noncritical areas. The grease shall satisfactorily lubricate
wheel bearings over a limited temperature range. No additional performance
requirements are specified for these greases.
GB – Service typical of wheel bearings operating in passenger cars, trucks, and other
vehicles under mild to moderate duty. Moderate duty will be encountered in most
vehicles operated under normal urban, highway, and off-highway service. The grease
shall satisfactorily lubricate wheel bearings over a wide temperature range. During its
service life, the grease shall resist oxidation, evaporation, and consistency degradation
while protecting the bearings from corrosion and wear. NLGI #2 consistency greases
are commonly recommended, but NLGI #1 or #3 grades may also be recommended.
Page 29 of 178
GC – Service typical of wheel bearings operating in passenger cars, trucks, and other
vehicles under mild to severe duty. Severe duty will be encountered in certain vehicles
operated under conditions resulting in high bearing temperatures. This includes
vehicles operated under frequent stop-and-go service, or under severe braking service.
The grease shall satisfactorily lubricate wheel bearings over a wide temperature range.
During its service life, the grease shall resist oxidation, evaporation, and consistency
degradation while protecting the bearings from corrosion and wear. NLGI #2
consistency greases are commonly recommended, but NLGI #1 or #3 grades may also
be recommended.
4. Saudi Aramco Specifications for Lubricants

4.1. Saudi Aramco Material System Specifications (SAMSS)
The lubricants, special purpose oils and fuels are captured under Class 26 of Saudi
Aramco Material System Specification (SAMSS) in the material group range 149000. It
is adopted for organizing, simplifying product receiving and storage, field identification
and container size selection.
Sr No Document No Material Name
1 26‐SAMSS‐045 Turbine Oil 32, 46, 68 & 100
2 26‐SAMSS‐046 Machinery Oil 150, 220, 320 & 460
3 26‐SAMSS‐047 Automotive Gear Lube 85W140
4 26‐SAMSS‐048 Gear Lube EP 100, 150, 220, 320 & 1000
5 26‐SAMSS‐050 Automatic Transmission Fluid III
6 26‐SAMSS‐051 Hydraulic Oil AW 32 & 68
7 26‐SAMSS‐052 All Purpose Grease EP1
8 26‐SAMSS‐053 All Purpose Grease EP3
9 26‐SAMSS‐054 Ball Bearing Grease 2
10 26‐SAMSS‐055 Gear Coupling Grease 1
11 26‐SAMSS‐056 Diesel Engine Oil
12 26‐SAMSS‐058 Gas Turbine Oil 32
13 26‐SAMSS‐059 Insulating Oil
14 26‐SAMSS‐060 Refrigeration Oil WF 68
15 26‐SAMSS‐061 Penetrating Oil
16 26‐SAMSS‐062 Rust Preventive Oil
17 26‐SAMSS‐063 Open Gear & Wire Rope Lubricant
18 26‐SAMSS‐064 General Purpose Cutting Oil
19 26‐SAMSS‐065 Heavy Duty Cutting Oil
20 26‐SAMSS‐066 Soluble Oil
21 26‐SAMSS‐067 Honing Oil
22 26‐SAMSS‐068 Synthetic Grinding Fluid
23 26‐SAMSS‐069 Way Lubricant
24 26‐SAMSS‐076 Synthetic Gas Turbine Oil 5

Page 30 of 178
25 26‐SAMSS‐077 Rack & Pinion Grease
26 26‐SAMSS‐078 Turbine Oil Vapour Space Inhibitor
27 26‐SAMSS‐079 Refrigeration Oil HFC‐134a Synthetic
28 26‐SAMSS‐081 Automotive Gear Lube 90
29 26‐SAMSS‐082 High Temperature Grease
30 26‐SAMSS‐084 Turbo Compressor Oil 46
4.2. Details of SAMMs for Lubricants
1. 26-SAMSS-045: Turbine Oil 32, 46, 68 & 100
Description and Application:
This specification describes the requirements of turbine oils for use in steam turbines,
compressors, pumps, hydraulic and circulating oil systems. Also, ISO VG 68 for
centrifugal refrigeration compressors where refrigeration oils are not required.
Requirements:
The oils shall be of premium quality blended from highly refined distillate virgin base oil
and shall be free from suspended solids, water and other impurities and formulated to
meet the following:
ISO Viscosity Grades : 32, 46, 68 and 100
Appearance : Clear and Bright
Corrosion, copper strip (ASTM D130) : 2 Maximum
Demulsification (ASTM D1401) : 20 Minutes Maximum.
Foam tendency/stability (ASTM D892) : Sequence I, ml 50/0 max.
II, ml 25/0 max.
III, ml 50/0 max.
Oxidation stability (ASTM D943) : 2000 hours minimum
Oxidation stability (RPVOT) (ASTM D2272) : 300 Min Minimum
Oxidation characteristics (IP 280)
Total oxidation products (TOP), mass % : 1.0 Maximum
Sludge content of TOP, mass % : 40.0 Maximum
Rust Inhibition (ASTM D665A) : Pass
Total Acid No. (ASTM D974), mgKOH/g : 0.12 Maximum
Viscosity Index : 90 Minimum.
Kinematic Viscosity cSt at 40°C:
ISO VG 32 : 28.8 - 35.2 cSt

ISO VG 46 : 41.4 - 50.6 cSt
ISO VG 68 : 61.2 - 74.8 cSt
ISO VG 100 ` : 90.0 - 110 cSt
Ash Oxide (ASTM D482) : Nil
Metals content, any one metal : 5 ppm max.

Page 31 of 178
Identification:
Each container shall be marked respectively as follows:
Material Master Number for Saudi Aramco Turbine Oil is 32 1000172836 or
1000172838
Material Master Number for Saudi Aramco Turbine Oil 46 is 1000172864 or
1000172866 or 1000172868
Master Material Number for Saudi Aramco Turbine Oil 68 is 1000172920 or
1000172922
Master Material Number for Saudi Aramco Turbine Oil 100 is 1000645108
Fill date and location

Expiry date
Batch number
Blender's Name or other identification
Saudi Aramco Purchase Order Number
Commentary Note: The Material Master Number varies based on product and
container size.
2. 26-SAMSS-046: Machinery Oils 150, 220, 320 & 460

This Specification describes the requirements of machinery oils for use where high
viscosity rust and oxidation inhibited oils are required and extreme pressure additives
are not necessary.
Requirements:
The oils shall be blended from refined virgin HVI base oils and formulated to meet the
following:
ISO Viscosity Grades : 150, 220, 320 and 460
Viscosity Index : 90 minimum
Corrosion, copper strips (ASTM D130) : 2 Max.
Rust inhibition (ASTM D665) : Pass
Total Acid Number (ASTM D974), mgKOH/g : 0.2 max.
Demulsification (ASTM D1401) : Best possible, to be reported
Oxidation stability (ASTM D943) : 1000 hours min.
Kinematic Viscosity at 40°C (ASTM D 445) :
ISO VG 150 grade : 135 - 165 cSt
ISO VG 220 grade : 198 – 242 cSt
Identification:
Material Master Number for Saudi Aramco Machinery Oil 150 is 1000172925 or
1000172926
Page 32 of 178
Material Master Number for Saudi Aramco Machinery Oil 220 is 1000176139
Material Master Number for Saudi Aramco Machinery Oil 320 is 1000172927 or
1000172928
Material Master Number for Saudi Aramco Machinery Oil 460 is 1000172929
Expiry date
Batch number
container size.
3. 26-SAMSS-047: Automotive Gear Lube 85W140

This Specification describes the requirements of a hypoid-type gear lubricant for
general use in all types of automotive rear axles except where specifically stated
otherwise.
Requirements:
The oil shall be of premium quality and approved for use as a MIL-L-2105D product
and suitable for API Service GL-5.
Viscosity Grade: SAE 85W-140
Identification:
Material Master Number for Saudi Aramco Automotive Gear Lube 85W-140 is
1000173005 or 1000173007.
Expiry date
Batch number
container size.
4. 26-SAMSS-048: Gear Lubes EP 100/150/220/320/460/1000

This Specification describes the requirements of extreme pressure type gear oils for
use in industrial gear boxes and other specialized applications.
Requirements:
The oils shall be blended from refined virgin high VI base oils and formulated with non-
active sulfur extreme pressure additives to meet the following requirements:
ISO Viscosity Grades : 100, 150, 220, 320, 460 and 1000
Kinematic Viscosity at 40°C (ASTM D445)
Gear Lube EP 100 : 90 – 110 cSt
Gear Lube EP 150 : 135 - 165 cSt
Page 33 of 178
Gear Lube EP 1000 : 900 - 1000 cSt
Viscosity Index (ASTM D2270) : 90 minimum
U.S. Steel Req. 224 : Pass
Timken OK Load (ASTM D2782), kg : 27 min.
AGMA Number (AGMA 9005-D94) : 3 EP, 4 EP, 5 EP, 6 EP,
7 EP and 8A EP
Identification:
Material Master Number for Saudi Aramco Gear Lube EP 100 is 1000176135
Material Master Number for Saudi Aramco Gear Lube EP 220 is 1000173030 or
1000173063.

Expiry date
Batch number
container size.
5. 26-SAMSS-050: Automatic Transmission Fluid III

This Specification describes the requirements of an oil for use in automotive automatic
transmissions, mobile hydraulic systems and hydraulic torque converter systems. It is
not suitable for use in Sundyne gearboxes.
Requirements:
The oil shall be a General Motors and/or Ford approved fluid meeting GM DEXRON-III
(H) and Equivalent Ford Mercon specifications.
Identification:
Material Master Number for Saudi Aramco Automatic Transmission Fluid III is
1000173155 or 1000173207

Page 34 of 178
Expiry date
Batch number
container size.
6. 26-SAMSS-051: Hydraulic Oils AW 32 and 68

This Specification describes the requirements of an anti wear hydraulic oils for use in
all industrial type hydraulic systems using vane type pumps.
Requirements:
The oil shall be a premium, inhibited, anti wear product made from paraffinic base
oil with rust, oxidation and foam inhibitors. It shall meet the following:
Viscosity : ISO VG 32 and 68
Viscosity Index : 90 min
Corrosion, Copper strip (ASTM D130) : 2 max
FZG load stage pass : 9 minimum
Rust test, (ASTM D665) : Pass
Vane Pump test (ASTM D2882)
at 50 hours, weight loss, mg : 50 max.
Oxidation Stability (ASTM D943) : 2000 hours minimum
Foam tendency/stability (ASTM D892) : Sequence
I, ml 50/0 max.
II, ml 50/0 max.
III, ml 50/0 max.
Identification:
Material Master Number for Saudi Aramco Hydraulic Oil AW 32 is 1000621156
Material Master Number for Saudi Aramco Hydraulic Oil AW 68 is 1000173093 or
1000173152

Expiry date
Batch number
container size.
7. 26-SAMSS-052: All Purpose Grease EP 1

Page 35 of 178
This Specification describes the requirements of an all-purpose extreme pressure
grease for use where a No. 0 or No. 1 consistency grade is called for and specified for
spud gears.
Requirements:
The grease shall be of premium quality made from lithium 12-hydroxystearate
soap and ISO VG 150 or higher viscosity base oil. This product shall contain an
extreme pressure additive and rust and oxidation inhibitors to meet the following:
NLGI-Grade 1:
Penetration, worked at 25°C (ASTM D217), mm/10 : 310-340
Dropping Point (ASTM D566), °C : 165 minimum
Timken OK Load (ASTM D2509), kg. : 18 minimum
Identification:
Material Master Number for Saudi Aramco All Purpose Grease EP 1 is 1000173240

Expiry date
Batch number
container size.
8. 26-SAMSS-053: All Purpose Grease EP 3

This Specification describes the requirements of an all-purpose extreme pressure
grease for use where an NLGI-No. 3 consistency grade is called for. Additionally, it is
specified for wheel bearings, water pumps and trunnion bearings.
Requirements:
The grease shall be of premium quality made from lithium 12-hydroxystearate soap
and ISO VG 150 or higher viscosity oil incorporating an extreme pressure additive and
rust and oxidation inhibitors. It shall meet the following:
NLGI Grade 3:
Penetration, worked at 25°C (ASTM D217) : 220-250
Dropping Point, °C (ASTM D566) : 165 minimum
Timken OK Load, (ASTM D2509) kg : 18 minimum
Identification:
Material Master Number for Saudi Aramco All Purpose Grease EP 3 is 1000173241 or
1000173245

Page 36 of 178
Expiry date
Batch number
container size.
9. 26-SAMSS-054: Ball Bearing Grease 2

This Specification describes the requirements of an NLGI 2 grade premium ball and
roller bearing grease for use in antifriction bearings of all types and particularly where
speeds are high and operating temperatures may be in the order of 175°C or higher.
Requirements:
The grease shall be formulated with highly refined based oil, a polyurea ashless
organic thickener, and high performance oxidation and rust inhibitors to protect against
moisture and salt water contamination. It shall meet the following:
NLGI Grade 2 :
Penetration, Worked at 25°C (ASTM D217), mm/10 : 265-295
Oil Viscosity : ISO VG 100
High Speed Bearing Test @ 350°F (ASTM D3336) : 500 hours min
Identification:
Material Master Number for Saudi Aramco Ball Bearing Grease 2 is 1000173248 or
1000173268.

Expiry date
Batch number
container size.
10. 26-SAMSS-055: Gear Coupling Grease 1

This Specification describes the requirements of a lubricant for gear type couplings on
rotating machinery. It is a special application product and shall not be used as a
general purpose grease.
Requirements:
The grease shall be formulated with highly refined based oil and polyethylene thickener
with density closer to that of the oil to withstand the centrifugal forces created by

Page 37 of 178
rotating couplings. It shall also be fortified with extreme pressure additives and rust and
oxidation inhibitors. The grease shall conform to the following:
Thickener : Polyethylene NLGI 1
Base Oil Viscosity at 40°C, cSt : 600 minimum
Timken OK Load (ASTM D2509), kg : 18 minimum
Identification:
Material Master Number for Saudi Aramco Gear Coupling Grease 1 is 1000173347.

Expiry date
Batch number
container size.
11. 26-SAMSS-056: Diesel Engine Oils
Diesel Engine Oil SAE 40:

This section describes the requirements of engine oil to be used in diesel engines
requiring a mono-grade SAE 40 crankcase oil, excluding EMD, operating on Saudi
Aramco Diesel Fuel. It is also for use in all automotive manual transmissions, Allison V
drives, Caterpillar hydraulic systems and other mobile equipment systems where
crankcase oils of 40 grades is called for. It is also suitable for gasoline engines.
Requirements:
The oil shall be blended from HVI virgin base oil free from suspended solids, water and
other impurities and formulated to meet the following:
Viscosity Grade : SAE 40
For API Service CF:
Sulphated Ash, (ASTM D874) mass % : 1.5 maximum
Base Number (ASTM D2896) : 9.0 minimum
Diesel Engine Oil SAE 15W-40:

This section describes the requirements of engine oil to be used in Caterpillar direct
injection diesel engines (except 3600 series) and other makes of diesel engines
requiring API CH-4 performance level crankcase oils.

Page 38 of 178
An engine oil meeting the requirements of this sections is also suitable for use in the
following types of equipment: Allison transmissions requiring C3/C4 Fluid, Caterpillar
hydraulic systems and other mobile or marine hydraulic systems where a crankcase oil
of SAE 15W-40 is suitable, diesel engines requiring API CF-4 and CG-4 performance
level crankcase oils and gasoline engines requiring API SF, SG, SH and SJ
performance level crankcase oils where SAE 15W-40 is suitable.
An engine oil meeting the requirements of this section is not suitable for use in EMD
engines and other engines requiring Zinc-free oil.
Requirements:
The oil shall be blended from high viscosity index virgin base oil free from suspended
solids, water and other impurities and formulated to meet the following:
Viscosity Grade : SAE 15W-40
For API Service CH-4 /SJ:
Sulfated Ash, (ASTM D 874) mass % : 1.6 maximum
Base Number (ASTM D 2896) : 12 minimum
Diesel Engine Oil EMD

This section describes the requirements of engine oil for use in General Motors
Corporation Electromotive Division (EMD) engines and other engines requiring high
alkalinity and Zinc-free oil.
Requirements:
The oil shall be premium quality blended from virgin bases oil free from suspended
solids, water and other impurities and formulated to meet the following:
GM EMD Spec. No. ML 1761 : Marine Engines
GE Spec. No. GEK-61435 : Extra Performance and GEK-5180F
Railroad Lubricants
Caterpillar 3600 Series
Micro Oxidation Test (minutes) : 120
Base Number (ASTM D2896) : 20 minimum
Two-Stroke Diesel Engine Oil SAE 40

This section describes the requirements of engine oil to be used in Detroit two-stroke
diesel engines requiring a mono-grade SAE 40 crankcase oil. It can also be used in
certain off-highway 4-cycle engine applications where low sulphated ash is required.
Requirements:
The oil shall be blended from HVI virgin base oils free from suspended solids, water
and other impurities and formulated to meet the following:
API Service : CF-2

Page 39 of 178
Sulphated Ash (ASTM D874), mass % : 0.8 maximum
Base Number (ASTM D2896), mg KOH/g : 8.0 typical
Identification:
Material Master Number for Saudi Aramco Diesel Engine Oil SAE 40 is 1000173525 or
1000173540
Material Master Number for Saudi Aramco Diesel Engine Oil SAE 15W-40 is
1000173600
Material Master Number for Saudi Aramco Diesel Engine Oil EMD is 1000173543
Material Master Number for Saudi Aramco Two-Stroke Diesel Engine Oil SAE 40 is
1000645830

Expiry date
Batch number
container size.
12. 26-SAMSS-058: Gas Turbine Oil 32

This specification describes the requirements of oil for severe service conditions in all
Saudi Aramco industrial combustion gas turbines and specifically for GE Frame 7 and
above.
Requirements:
The oil shall be made from hydrotreated (Group II/ III) base oil and formulated with
ashless additives designed to resist oxidation, rust and corrosion, foaming and system
wear. It shall be free from water, sediment and inorganic acids. It shall meet the
requirements of GEK-32568F and approved by General Electric Company by brand
name.
Viscosity Grade : ISO VG 32
Identification:
Material Master Number for Saudi Aramco Gas Turbine Oil 32 is 1000173547

Expiry date
Batch number
Page 40 of 178
container size.
13. 26-SAMSS-059: Insulating Oil

This specification describes the requirements of insulating oil for use in transformers
and oil-immersed switchgear including cathodic protection rectifiers.
Requirements:
The oil shall be virgin hydrocarbon mineral oil specifically manufactured for use as an
electrical insulating oil. The oil shall contain no additives, shall be certified to be PCB
(polychlorinated biphenyls) free and shall meet the following requirements:
 IEC 296 Class 1 or ASTM D3487 Type 1.
Identification:
Material Master Number for Saudi Aramco Insulating Oil is 1000173668

Expiry date
Batch number
container size.
14. 26-SAMSS-060: Refrigeration Oil WF 68

This Specification describes the requirements of lubricating oil for use in refrigeration
and air-conditioning systems using reciprocating compressors. It also meets the
requirements of certain rotary type refrigeration compressors.
Requirements:
The oil shall be made from special, narrow cut naphthenic base oils and refined to be
wax free. It must have a low moisture content and meet the following:
Pour Point °C (ASTM D97) : - 40 maximum
Freon Floc Point, °C
(Federal Test Method No. 971, 1303-T) : - 50 maximum
Total Acid Number (ASTM D974),
mg KOH/g : 0.05 maximum
Viscosity Index : 50 maximum
Water content : Oil delivered in 1 gallon
containers shall not contain
more than 30 mg/kg.

Page 41 of 178
Identification:
Material Master Number for Saudi Aramco Refrigeration Oil WF 68 is 1000173717 or
1000173760

Expiry date
Batch number
container size.
15. 26-SAMSS-061: Penetrating Oil

This Specification describes a low viscosity product suitable for brush or spray
application and is used to aid in loosening nuts, studs, bolts, etc. In addition to its
penetrating ability, it is also a good rust preventative and lubricant.
Requirements:
This product shall be made from high viscosity mineral oil cut back with solvents and a
fatty oil type additive to promote penetration. It shall have approximately the following
characteristics:
ISO Viscosity Grade : 7
Flash Point, °C (ASTM D92) : 65 minimum
Identification:
Material Master Number for Saudi Aramco Penetrating Oil is 1000173839.
Expiry date
Batch number
container size.
16. 26-SAMSS-062: Rust Preventive

This specification describes the requirements of a soft film rust preventive for the
protection of iron and steel including machine parts, pipe joints, flanges, valves, etc.
This product may be applied, unheated, by brush, spray or dip.

Page 42 of 178
Requirements:
The basic material of this product is approximately of NLGI-5 consistency and contains
a thinner to facilitate application. This product, on application shall be resistant to flow
in ambient temperatures up to 60°C and shall have approximately the following
characteristics:
Penetration (ASTM D217), Unworked at 25°C : 250
Diluent, mass % : 20
NLGI-consistency before solvent evaporation : 2
NLGI-consistency after solvent evaporation : 5
Identification:
Material Master Number for Saudi Aramco Rust Preventive is 1000173862 or
1000173865.
Expiry date
Batch number
container size.
17. 26-SAMSS-063: Open Gear and Wire Rope Lubricant

This Specification describes a residual straight mineral oil compounded to provide
improved water resistance, water displacement and rust prevention characteristics.
It contains a non-flammable volatile solvent to facilitate application and is used for the
lubrication and protection of open gears, chains, wire ropes and cables.
Requirements:
This product has the following requirements before solvent addition:
Viscosity, cSt at 100°C : 950 typical
Timken OK Load, (ASTM D2509) kg : 18 minimum
Identification:
Material Master Number for Saudi Aramco Open Gear and Wire Rope Lubricant is
1000173881 or 1000173884.
Expiry date
Batch number

Page 43 of 178
container size.
18. 26-SAMSS-064: General Purpose Cutting Oil

This Specification describes the requirements of general purpose non-corrosive,
transparent type cutting oil for the machining of metals and alloys where an active
sulphur type oil might cause staining or other undesirable effects. It can also be used
for relatively mild cutting operations where surface requirements are critical.
Requirements:
This product is a blend of mineral oil with a fatty type and other additives and shall
meet the following requirements:
Approximate Flash Point (ASTM D92), °C : 180 minimum
Corrosion, copper strip (ASTM D130), 3 hrs.
at 100°C : 4a maximum
Identification:
Material Master Number for Saudi Aramco General Purpose Cutting Oil is
1000174002.
Expiry date
Batch number
container size.
19. 26-SAMSS-065: Heavy Duty Cutting Oil

The Specification describes the requirements of heavy duty cutting oil to cover a wide
range of severe machining operations, particularly for high-alloy steels where active
cutting oils are prescribed. It may stain non-ferrous metals and some steels.
Requirements:
This product is a highly sulfurized mineral oil product containing fatty type and other
additives and shall meet the following requirements:
Viscosity Grade : ISO VG 32 approximate
Flash Point, COC (ASTM D92), °C : 185 minimum
Identification:
Material Master Number for Saudi Aramco Heavy Duty Cutting Oil is 1000174006.
Page 44 of 178
Expiry date
Batch number
container size.
20. 26-SAMSS-066: Soluble Oil

The Specification describes the requirements of soluble oil for use in metal working
operations where a water emulsion type product is required. It is also suitable for use in
automotive cooling systems to prevent rust and corrosion.
Requirements:
The soluble oil shall be of premium quality, blended from mineral oil containing
emulsifiers and stabilizers, rust and oxidation inhibitors, wetting agents and other
appropriate compounding and formulated to provide the following characteristics:
 Stable emulsion with water (hardness 1000 ppm min. as calcium carbonate)
 To be stable in storage
 Effective rust and corrosion protection
 Effective approved disinfectant
Identification:
Material Master Number for Saudi Aramco Soluble Oil is 1000174040.
Expiry date
Batch number
container size.
21. 26-SAMSS-067: Honing Oil

The Specification describes a low viscosity mineral oil product designed for cooling and
lubricating honing equipment.
Requirements:
The oil shall be a proprietary type product of premium quality, blended from mineral oil
base stocks formulated to the appropriate viscosity with additives to provide the
following:
 Optimum lubricating of honing stones.
 Good surface finish.
Page 45 of 178
 Minimized hone loading.
Identification:
Saudi Aramco Honing Oil

Material Master Number # 1000174047.
Expiry date
Batch number
container size.
22. 26-SAMSS-068: Synthetic Grinding Fluid

This specification describes an aqueous type synthetic base coolant specifically for use
in high speed grinding operations where optimum cooling, wheel loading and superior
surface finish are required.
Requirements:
The concentrate shall be a proprietary type product to be diluted with water to produce
a finished coolant having the following performance characteristics:
 Non-staining
 Rust and corrosion protection
 Minimize wheel loading
 Optimum surface finish of high alloy steels
 No separation and must not leave tacky or gummy residues on work pieces or
machine parts
 Shall contain effective and approved biocides
Identification:
Saudi Aramco Synthetic Grinding Fluid
Expiry date
Batch number
container size.
23. 26-SAMSS-069: Way Lubricant

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This specification describes a product formulated to lubricate slides and guideways of
machine tools.
Requirements:
This product shall be formulated from mineral oil containing additives to provide the
following characteristics:
Proper co-efficient of friction to eliminate 'stick-slip' of moving parts Cincinnati
Milacron P/50 Specification for Way Lubricants : Pass
Identification:
Saudi Aramco Way Lubricant

Expiry date
Batch number
container size.
24. 26-SAMSS-076: Synthetic Gas Turbine Oil 5

This Specification describes the requirements of synthetic lubricant designed for
aircraft type gas turbine engines used in stationary industrial applications.
Requirements:
This oil shall be approved by brand name for use in the following gas turbine types:
 Rolls Royce RB211 and Olympus
 General Electric LM2500
 Allison 501K
 Pratt & Whitney FT4
 Solar Saturn T-1201
 It shall be formulated to meet the following:
 Viscosity, cSt at 100°C: 5.0 ± 0.5
 MIL-L-23699 D (Amend 1)
Identification:
Saudi Aramco Synthetic Gas Turbine Oil 5

Page 47 of 178
Material Master Number # 1000173581 or 1000173585
Expiry date
Batch number
container size.
25. 26-SAMSS-077: Rack and Pinion Grease

This Specification describes the requirements of high viscosity mineral oil grease
containing solid lubricants to provide good adhesion, water resistance and high load
bearing characteristics. For use on jack-up barge racks, rack pinions and jack leg guide
shoes, particularly when grease is supplied using a centralized lubrication system.
It is a special purpose product and should not be used as general purpose grease.
Requirements:
The grease shall provide good pumpability, for use in centralized greasing systems.
It shall contain a high viscosity mineral oil and shall incorporate graphite and
molybdenum disulfide components.
NLGI-Grade 2
Penetration, Worked at 25°C : 270
Load-Wear Index, Kg (ASTM D2596) : 50 minimum
Oil Viscosity at 40°C cSt : 680 minimum
Graphite mass % : 20 minimum
Molybdenum Disulfide, mass % : 3-5
Identification:
Saudi Aramco Rack and Pinion Grease

Material Master Number # 1000173371or 1000173375
Expiry date
Batch number
container size.
26. 26-SAMSS-078: Turbine Oil Vapor Space Inhibitor

This Specification describes the requirements of a vapor space inhibitor concentrate.
When added to turbine oils at the manufacturer's recommended concentration,
Page 48 of 178
corrosion protection of enclosed systems above and below the lube oil liquid level is
provided. This product is intended for use in the mothballing of compressors, pumps,
turbines, crank cases and other rotating equipment.
Requirements:
The vapor space inhibitor concentrate is made with a highly refined base oil as the
carrier which contains the rust and corrosion inhibitors. The product shall not
precipitate out or contain any suspended solids after it is mixed with lube oils. It shall
not affect the demulsability characteristics of the system original oil and shall not have
any detrimental effect on labyrinths, seal elastomers or bearing materials.
Viscosity, cSt at 40°C : 46 minimum
Flash Point (Pensky-Martens) ASTM D93 : 60 minimum
Identification:
Saudi Aramco Turbine Oil Vapor Space Inhibitor

Material Master Number # 1000173887
Expiry date
Batch number
container size.
27. 26-SAMSS-079: Refrigeration Oil HFC-134a Synthetic

This Specification describes the requirements of lubricating oil for use in refrigeration
and air conditioning systems where the refrigerant in use is HFC-134a. This oil is HFC-
134a compatible and is the only lubricant suitable for use with this refrigerant.
Requirements:
The oil shall be made from polyol ester base oil that has been specifically synthesized
to provide excellent miscibility with refrigerant HFC-134a over a wide temperature
range. The oil must be specifically formulated for use in air conditioning chiller systems
and shall meet the following:
Pour Point °C (ASTM D97) : -40 maximum
Water content : 50 ppm maximum
Falex Failure Load kg (ASTM D3233) : 490 minimum
Total Acid Number mgKOH/g (ASTM D974) : 0.15 maximum
Identification:

Page 49 of 178
Saudi Aramco Refrigeration Oil HFC-134a Synthetic

Expiry date
Batch number
container size.
28. 26-SAMSS-081: Automotive Gear Lube 90

This Specification describes the requirements of automotive gear lubricant for use in
manual transmission and differentials specifying SAE 90 gear oil. The oil shall meet the
requirements of Daimler Benz Specification Sheet 235.1.
Requirements:
The oil shall be premium quality and approved for use as a MIL-L-2105 product and
suitable for API Service GL-4.
Identification:
Saudi Aramco Automotive Gear Lube 90

Expiry date
Batch number
container size.
29. 26-SAMSS-082: High Temperature Grease
This Specification describes the requirements of NLGI 1 or 2 grade high temperature
non-melting grease for use in plain bearings in high temperature sulfur pumps and
other applications where high temperatures, up to 300°C continuous operation,
necessitate a non-melting type grease. It is not suitable for use in grease lubricated
electric motor bearings or other equipment containing high speed anti-friction bearings.
Requirements:

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The grease shall be made with highly refined low volatility oil, a non-melting high
temperature thickener that provides high extreme pressure properties, and solid
lubricant.
The grease shall meet the following:

NLGI Grade 1-2
Penetration, Worked at 25°C (ASTM D217), mm/10 : 265-340
Dropping Point (ASTM D566), °C : None
Oil Viscosity, minimum : ISO VG 460
Timken OK Load (ASTM D2509), kg : 18 minimum
Identification:
Saudi Aramco High Temperature Grease

Material Master Number # 1000173341
Expiry date
Batch number
container size.
30. 26-SAMSS-084: Turbo Compressor Oil 46

This specification describes the requirements of special turbine oils for axial and
centrifugal gas compressors, where a common lubricant is used in the driver, gearbox,
compressor and combined lube and seal oil system, also rotary air compressors and
industrial gas turbines where turbine oils are specified. Also, suitable for use in steam
turbines, pumps, hydraulic systems and circulating systems where improved oxidation
stability is required to prevent or minimize varnish deposits on shafts, bearings, seals
and gears.
Note: This Turbo Compressor oil is not intended to replace Saudi Aramco Turbine Oil 46
for general use when varnish deposits are not an issue and longer oil life is not an essential
requirement.
Requirements:
The oils shall be of premium quality blended from highly refined hydro-processed virgin
base oil meeting API Group II specifications and shall be free from suspended solids,
water and other impurities and formulated to meet the following:
ISO Viscosity Grades : 46
Flash Point °C (ASTM D92) : 200 minimum
Corrosion, copper strip, 3 hrs. at
100°C (ASTM D130) : 2 maximum

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Demulsification (ASTM D1401) : 20 minutes
Foam tendency/stability (ASTM D892) : Sequence
I, ml 20/0 maximum
II, ml 20/0 maximum
III, ml 20/0 maximum
Oxidation stability (ASTM D943) : 7000 hours minimum
Oxidation stability (RPVOT),
(ASTM D2272) : 700 minutes minimum
Oxidation characteristics (IP 280)
Total oxidation products (TOP), mass % : 1.0 maximum
Sludge content of TOP, mass % : 40.0 maximum
Rust Inhibition (ASTM D665A) : Pass
Acid No. (ASTM D974) mgKOH/g : 0.12 maximum
Kinematic Viscosity cSt at 40°C
ISO VG 46 grades : 41.4 - 50.6 cSt
Ash Oxide (ASTM D482) : nil
Metals content, any one metal : 5 ppm maximum
Air Release Value at 50°C, (ASTM D3427) : 5 minutes maximum
Identification:
Saudi Aramco Turbo Compressor Oil 46

Expiry date
Batch number
container size.
5. Equipment Lubrication
5.1. General Practices
Sound lubrication practices play a major part in minimizing equipment downtime.
Cleanliness.
Drum bungs and pail covers should be resealed after use and protected when in use.
Use separate oil cans or grease guns for each grade in use.
Keep cans and guns clean.
Fill oil cans from taps or drum pumps.
Fill grease guns from an air operated pump mounted on the container.
Clean grease fittings thoroughly before greasing.

Page 52 of 178
Clean drain plugs and vents, and the area around them, before servicing.
Maintain correct levels; wherever possible oil levels should be checked and oil added
when the machine is idle. Too high a level will lead to churning, overheating and power
loss. Too low leads to oil starvation and wear. Constant level oilers are useful to
maintain correct levels and should be utilized wherever possible.
Inspect and, when needed, clean or renew filter elements (both air and oil) on a regular
schedule.
Monitor pressure drop across oil filters and change when indicated.
When performing lubrication functions, listen and look for signs of trouble, such as oil
leaks, foaming, overheating, abnormal noise, etc.
Investigate causes of overheating in bearings, gearboxes, reservoirs, etc.
If in doubt as to a lubricant's condition, take a sample and look at it. If there is still a
question discuss it with the Lubrication Engineers.
A schedule should be established for cleaning oil coolers. Otherwise, they will become
inefficient.
Never use gasoline or flammable solvents for flushing oil baths. Kerosene or safety
solvents can be used on cooled-down equipment but care must be taken to see that
they are completely drained. In circulating systems, only the service oil should be used
for flushing.
Use only lint-free rags when cleaning oil reservoirs.
Never over grease anti-friction bearings.
Never spin-dry anti-friction bearings by hand or with compressed air. They are
precision parts and should be treated as such.
Avoid getting fingerprints on anti-friction bearings or other precision parts after cleaning
as they may cause corrosion.
Circulation system tips:
a. Avoid copper or galvanized pipes and fittings. Copper acts as a catalyst and
promotes oil oxidation. Galvanized coatings can react with oil additives and
will deplete anti-rust additives in turbine oils.
b. Drain water and sludge from bottom tank cocks on a regular schedule. Be
certain that the tank slopes to the drain.
c. Clean oil level sight glasses and oil bottles regularly.
d. Oil in sight glasses should be clean and bright. If it is cloudy or yellow,
investigate and report.
e. Inspect tank vents on a regular schedule to be sure they are free and
working properly.
f. Where centrifuges are installed, be certain that they are correctly set and
operated to purify or clarify the circulating oil.
g. Keep all pipe joints, unions and seals tight. Leakage of oil is wasteful and air
entering the system can cause foaming or premature oil degradation.
Grade substitution and compatibility are important considerations in lubricant selection.
When there is a doubt, refer questions to the Lubrication Engineers. The following list
will provide fundamental guidance:

Page 53 of 178
a. In an emergency situation, if oil of the recommended viscosity is not available,
use one grade heavier of the same oil type. For instruments or delicate
mechanisms, use one grade lighter.
b. Do not use engine oils or compounded oils (such as gear oils) in circulating
systems designed for turbine oils.
c. Do not use turbine or hydraulic oils in internal combustion engines.
d. Avoid water contamination of detergent-type crankcase oils as they tend to
emulsify.
e. Except in emergencies, avoid mixing different types of oil in turbines, hydraulic
systems or engines, particularly diesel engines.
f. New grease may be added to old, in a mechanism, as long as it is of the same
type of soap base. When in doubt about the compatibility, consult the
Lubrication Engineers.
5.2. Bearings
Bearings are surfaces or points of contact between the frame of a machine and its
moving parts. They support and guide the rotating, sliding or revolving parts which are
called journals, pins, spindles or shafts. All bearings may be classed in two main
divisions, depending on how they carry the load. If the load is carried at right angles to
the axis of the bearing, it is called a "journal" bearing. If the load acts in a line parallel
to the axis of the bearing, it is called a "thrust" bearing. Journal and thrust bearings
have either sliding or rolling contact. Sliding contact bearings generally are called
"plain" bearings; rolling contact bearings are called "rolling element" or, more
commonly, "anti-friction" bearings. There are many sub-classes of each type and there
are standard texts on the subject. For purposes of this discussion, we will deal only
with the fundamental principles of both types of bearings and their lubrication.
5.2.1 Plain Bearings
Diverse examples of plain bearings are the jeweled movements in watches and
the line shaft bearings on ships. Both are journal bearings; both support the
load of a rotating shaft within the machine element. In a plain bearing, the
moving surface is separated from the stationary surface by a lubricating film.
The lubricating film may be of the full fluid film, boundary film or dry film type. In
some applications, the bearings may be lubricated in such a manner that they
require no additional service through the life of the machine (this describes the
watch, more or less). However, the majority of the plain bearings in service are
of the full fluid film type (the line shafting on the ship). For these, correct
lubrication is the most important factor in obtaining good performance.
Views A, B and C in Figure 4 depict a pressure-fed journal bearing and show
the development of a hydrodynamic fluid film when the shaft is rotated. The
spaces are greatly exaggerated for purposes of illustration.
In View A the machine is at rest. The oil supply is shut off and the oil has leaked
from the normally full clearance space. Metal-to-metal contact exists between
the journal and the bearing surface.
In View B, the machine is being started. The oil supply is turned on, filling the
clearance space and the shaft tends to climb the left side of the bearing. It rolls
onto an oil film, however, so that friction is reduced and the tendency to climb is
Page 54 of 178
balanced by the tendency to slip back. The line of contact is indicated at the
lower left side. The fact that there is a clearance in this bearing (that is, the
journal diameter is less than that of the bearing) automatically provides one of
the conditions necessary to hydrodynamic fluid film formation -- namely, a
wedge-shaped space.
View C shows the journal in operating position, supported by a relatively thick
film of oil and on the opposite side of the bearing from the starting position. The
converging wedge has moved under the journal, the point of nearest approach
of shaft and bearing. This is the point of minimum film thickness. Under steady
conditions, the upward force developed in the oil film just equals the total
downward load, supporting the journal in the slightly eccentric position shown.
The amount of eccentricity will depend on the load, speed, oil viscosity and
clearance in the bearing.
Figure 5 is a graphic representation of the pressure distribution in a full journal
bearing. Pressure development starts at Point A, where the clearance space
starts to converge. Pressure increases gradually to a maximum, then drops
rapidly to a minimum just beyond Point B, the point of minimum film thickness.
Oil is being drawn out of the diverging wedge beyond Point B and there is a
tendency for a negative pressure to develop in this area.
During normal operation in a hydrodynamic film bearing, the journal floats on a
fluid oil film and is completely separated from the bearing. There is no metallic
contact and, consequently, no wear. The friction that is present, being due only
to the shearing of the lubricant film, is relatively low. Wear occurs, and friction
develops, when the film is interrupted. This is one of the reasons for the special
procedures given for start-up and shut-down of major rotating machinery.

Page 55 of 178
Figure 4: Pressure-Fed Journal Bearing. View A shows the bearing at rest with the shaft at the
bottom; View B represents start-up, with oil entering the spaces and the shaft tending to climb in
the direction of rotation; finally, in View C, the shaft has reached operating position and is supported
by a full fluid film.

Page 56 of 178
Figure 5: Graphic representation of the forces at work in the development of a fluid film in a bearing.
Pressure development starts at A, where the clearance space begins to converge. It increases
gradually to a maximum at C, then drops to a minimum at point D.
The foregoing example dealt with a relatively large, pressure-fed bearing setup
but in practice, this is not always the case. In the Saudi Aramco system there
are countless other plain bearings. Many of them are ring-oiled, some run in
baths of oil, others are all-loss, being fed by oil cans, bottles, drip feed oilers or
other devices. Some are lubricated with grease which has advantages,
particularly in an all-loss situation, i.e., less leakage and better retention in
place during shut-downs. The important point is that they all follow the same
basic principle of operation and they all require lubrication.
There are other regimes of lubrication: boundary, where the full fluid film is
missing and lubrication is accomplished by additives which impart a greater film
strength to the remaining film; elasto-hydrodynamic, which considers the effect
of pressure on viscosity and the deformation of bearing surfaces under stress;
and dry film lubrication, a science unto itself. There are examples of all of these
in Saudi Aramco equipment: slides, pivots, trunnions, some anti-friction
bearings and slow moving parts.
The following table constitutes a basic recommendation chart for plain bearings.
Table 6: Oil Recommendations For Plain Bearings
Saudi Aramco Turbine or Machinery Oil Grade No.
Speed, Thick Film, Re-use Thin Film, All-Loss
RPM (Circulation, Bath, (Oil Can, Bottles,
Splash, Ring (Oiled) Drip Feed Oilers
<1500 46/68 68/150
>1500 32/46 46/68
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This table is for use only when more specific recommendations are not
available. For example, major machinery, such as steam or gas turbines have
specific recommendations and these may be at variance with the chart. For
example, there are many combined systems in Saudi Aramco operations: a
driving element, a driven element and a coupling on one skid. The lubrication of
these units is almost always by way of a common system and the
recommended lubricant will be that required by the major element, for example,
the turbine. If there is any doubt, consult the lubrication engineers.
5.2.2 Antifriction Bearings
Rolling element, or anti-friction, bearings are used on horizontal or vertical
shafts, at low or very high speeds and under radial and/or thrust loads. They
have proven reliable in the most severe services and advances in metallurgy
have made them even more effective.
The essential parts of all such bearings include a stationary race, a rotating
race and rolling elements that separate the races while allowing free motion of
the rotating race under load. In some cases, the rolling elements are carefully
matched balls, while in others they may be cylindrical, tapered, spherical or
concave rollers. Separators usually keep the rolling elements uniformly spaced
around the circumference of the bearing. Grooved, or otherwise-shaped,
raceways confine and guide the balls or rollers. One of the races fits the shaft
or spindle; the other fits into a suitable housing that encloses the entire
assembly. In some cases, the shaft forms the inner race. Seals around the
shaft or spindle help to keep out harmful contaminants and to prevent leakage
of the lubricant.
In most cases, the shaft revolves and its race is tightly fitted while the housing
and a less tightly fitted race are stationary. In either case, the load on the
bearing produces high unit pressures on the rolling elements and raceways.

Page 58 of 178
Figure 6: Cross-sectional view of rolling element bearing
Figure 6 shows a cross-sectional view of the type of rolling element bearing in

most common use. It is a single row, grooved ball bearing of the type found
throughout industrial machinery. While the other types mentioned above differ
in construction, the basic principle is well demonstrated by the picture.
The size of an anti-friction bearing generally refers to the inside diameter,
namely, the bore. With any given bore, a specific type of bearing may have
smaller or larger outer diameters, narrower or wider races and smaller or larger
rolling elements, depending on the duty it must perform (light, medium or
heavy). Similarly, a specific type of bearing with a given outer diameter may
have smaller or larger bores, narrower or wider races and smaller or larger
rolling elements -- again depending on the duty to be performed. Various types
of anti-friction bearings, therefore, are further classed as light, medium or heavy
series.
Lubricants, which may be either grease or oil, serve several functions in anti-
friction bearings:
a. To lubricate the sliding contact which exists between the cage and other
parts of the bearing, e.g., the rolling elements.
b. To lubricate that part of the contact area between the races on inner and
outer rings and rolling elements where a true rolling motion does not exist,
e.g., a sliding contact.
c. To lubricate all true rolling contact areas elasto-hydrodynamically (very thin
oil films trapped in the areas of deformity caused by the high pressures at
point or line contacts).

Page 59 of 178
Figure 7: Rolling Element Bearing. The ball bearing is the most common of the rolling element
bearings. Other configurations may use rollers instead of balls, may be double-row instead of single
row, may be constructed to withstand thrust loads and many other permutations.
d. To protect the highly finished surfaces of the bearing from corrosion and
rust.
e. In grease lubricated bearings, to protect against the intrusion of dirt, water
and other contaminants.
f. In oil mist applications, to help cool the bearing by reducing fluid friction.
Both oil and grease lubrication are widely used. Oil gives more positive
lubrication and better cooling; grease permits simpler housing designs, requires
less frequent lubrication maintenance and usually provides a better seal against
contaminants.
Saudi Aramco Turbine and Machinery Oils are the preferred lubricants for oil-
lubricated anti-friction bearings. The choice of grade is a function of speed, load
and temperature. As a general rule, the heavier (higher viscosity) oils are used
when speeds are low and temperatures are high. Conversely, lighter (lower
viscosity) oils are better when speeds are high and operating temperatures are
low. Compensation must be made for extremes of load, of course, with heavier
loads requiring heavier oils.
Lubricating instructions should be followed to the extent that they conform to
the lubricants available and the operating conditions found in Saudi Arabia.
Table 7 shows viscosity selection adequate for field use with non-critical
equipment. Using this method for choosing the product to use in a rolling
Page 60 of 178
element bearing requires three values: the bore diameter of the bearing, in
millimeters; the rotational speed of the bearing, in RPM and the operating
temperature of the bearing, in °C. The bore diameter and the speed are
multiplied to get what is known as the speed factor. Table 7 is derived from
speed factors ranging from 10,000 to 1,000,000 and operating temperatures
from 10°C to 120°C.
Table 7: Viscosity Selection for Anti-Friction Bearings
Anti-Friction Temperature, °C
Bearing
Speed Factor 10 50 65 90 120
1,000,000 X X X 32 68
500,000 X X 32 46 150
200,000 X X 46 68 150
100,000 X 32 68 150 320
50,000 X 46 68 150 X
20,000 32 68 150 320 X
10,000 32 68 150 320 X
X - Conditions which are unlikely to occur in Saudi Aramco.
32, 46, 68 - Saudi Aramco Turbine Oils 32, 46, and 68.
150, 320 - Saudi Aramco Machinery Oils 150 and 320.
Grease lubricated bearings run sizes and costs vary, from very small and
disposable to very large and very expensive. The function of the grease, as with
oil, is to provide a lubricating film between the rolling elements, the cage and
the rings, minimizing wear and maintaining efficiency. Grease also provides a
seal against the entry of contaminants.
One common misconception concerning greased bearings relates to the
quantity of grease needed to adequately lubricate a bearing. It is far worse to
over-fill than to under-fill. A hot bearing will only get hotter if it is over-filled with
grease. Given moderate loads and speeds, a properly packed bearing will run
for years without replenishment. If such conditions apply, it is best to remove
the grease fitting and repack the bearing only when the machine is overhauled.
If conditions are more severe, with higher speeds and temperatures, grease
addition may be required at intervals, but only where there is a relief plug or
vent to allow the escape of any excess! Pressure buildup can cause seal
rupture or it can be sufficient to prevent fresh grease from reaching the bearing
cavities. I.
Figure 8 shows a cross-section of a greased motor bearing with a fitting and a
relief plug.
Recommended procedures for repacking at overhaul or replacement (or initial
packing of new bearings) are as follows:
1. Thoroughly clean bearings with kerosene or solvent. Do not dry by spinning
with compressed air.
2. Immediately after drying, dip bearing in light turbine oil and allow to drain for
10-15 minutes. Keep bearing in a clean oil bath if not to be greases at once.
Avoid finger prints.
3. Pack bearing with grease. If done by hand, it requires care and patience.
Work clean grease into the spaces from each side in turn until the bearing is
completely full. Only the bearing should be full, not the bearing housing.

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4. Preferred practice is to use a grease packer in which the grease is fed from
the can or drum with an air operated dispenser. This minimizes the risk of
contamination during the repacking operation.
5. Housing covers should be only one-third to one-half-quarters filled in order
that sufficient space is left for the bearing to expel excess grease.
There are six main greases in the Saudi Aramco lubricants system:
 All Purpose Grease 1 is a light-bodied lithium-base grease used for the
gears in geared motors, valve actuators and other equipment.
 All Purpose Grease 3 is a stiffer consistency product of the same type,
used in automotive wheel bearings and chassis points. It also is used in
low speed machinery where leakage rates are a problem and sealing is
required to prevent the entry of contaminants. Other uses include pins,
rods, links, nuts and threads, etc.
 Ball Bearing Grease 2 is a polyurea grease for use in all motor bearings,
most fin fans and many applications where water contamination, or
humid air are present. Ball bearing grease 2 has superior high
temperature performance compared with Lithium soap greases.
 Polyethylene Grease 1 is a special product intended for use only in
flexible gear couplings calling for grease lubrication.
 Rack and Pinion Grease is a special product intended for use on jack-up
barge open gears and racks.
 High Temperature Grease is a special product intended for use in plain
bearings at temperatures up to 235°C continuous operation.

Page 62 of 178
Figure 8: Greased Electric Motor Bearing. A properly constructed bearing will take the form shown,
with a relief plug and grease distribution baffles.
5.3. Gears
Gears are employed to transmit motion and power from one revolving shaft to another,
or from a revolving shaft to a reciprocating element. The most common types of gears
are shown in Figure 9.
5.3.1 Spur Gears
The teeth are cut parallel to the shaft, on a cylinder or wheel. Spur gears are
used for moderate speeds and loads and with parallel shafts. The line of
contact runs straight across the tooth face and the direction of sliding is at right
angles to the line of contact. These conditions contribute to the formation of an
effective lubricating film and lessen the demand on the lubricant.
5.3.2 Helical Gear and Pinion
The teeth are cut on a spiral around a cylinder or wheel. Helical (and double
helical, also known as herringbone) gears are used with parallel shafts. They
run more smoothly and quietly than spur gears. Because there is always more
than one tooth in mesh, the loading is more evenly distributed and contact
pressures may not be as high as with spur gears. The lubricant demand is
similar to spur gears although a slightly higher viscosity may be required.

Page 63 of 178
5.3.3 Bevel Gears
The teeth are cut on a surface, at an angle to the shaft. The axes of the teeth
intersect the shaft axis. Bevel gears are used for shafts which intersect, usually
at right angles. A refinement of this type is the spiral bevel gear in which the
axes of the teeth do not intersect the shaft axis. Lubricant demands are the
same as for helical gears.
5.3.4 Worm Gears
The teeth on worm gears are helical, similar to screw threads. The axes of the
worm and wheel are on different planes and at right angles. Worm gears are
used for heavy loads, relatively low speeds and for large speed reductions. The
high rate of side sliding in worm gears results in considerable frictional heating
and this, combined with low rolling velocity, requires a high viscosity lubricant,
usually containing friction reducing additives.
Figure 9: Various Types of Gears. These are the most common types of gears: upper left, spur gear; upper
right, helical gear and pinion; lower left, bevel gear; lower center, worm gear; lower right, hypoid gear.
5.3.5 Hypoid Gears

Hypoid curve shaped teeth are cut on an angular surface. Hypoid gears are
used for shafts which do not intersect and are designed to transmit high power
in proportion to their size. They are widely used in light vehicle rear axles and
are made of heat treated steel. Because of the steel-on-steel configuration and
the high rate of side sliding which occurs, these gears are under boundary
lubrication conditions nearly all of the time and they require lubricants which
contain extreme pressure additives.

Page 64 of 178
The function of the lubricant in a gear unit is to prevent metal-to-metal contact, thus
minimizing wear, noise and power loss. It also serves as a coolant and may lubricate
the shaft bearings.
Factors which affect the choice of gear lubricant are:
5.3.6 Speed
The higher the speed of meshing gears, the higher will be the sliding and rolling
speeds of individual teeth. This condition tends to retain a lubricating film and a
lower viscosity lubricant will suffice. On the other hand, when speeds are low, a
higher viscosity will be needed to assure that sufficient lubricant remains in the
contact area.
5.3.7 Load
Higher loads require higher viscosity oils and EP properties. Where shock
loading is a factor, the lubricating film may be subject to rupture and a higher
viscosity will afford some measure of protection.
5.3.8 Temperature
Higher operating temperatures require higher viscosity oils with superior
oxidation resistance.
New oil will separate readily from water. However, if the oil is allowed to oxidize,
through overuse or overheating, or is contaminated with dirt or rust, it will form
an emulsion with water which may enter the system. Emulsified oil is not a good
lubricant and the result may well be excessive gear wear. Therefore, wherever
water contamination is likely, e.g., high humidity areas and steam turbine-driven
gear sets, the oil must be inspected frequently for signs of water. Such
inspections may reveal a need for additional centrifuging.
Table 8, following, is a general recommendation chart for the lubrication of
gears in Saudi Aramco equipment. There are many instances where the gears
will be part of a combined system and the manufacturer's recommendations will
differ from these. If there is any doubt, the Lubrication Engineers should be
consulted.
Table 8: Gear Oils for Saudi Aramco Equipment

Regular
Type of Gear Size EP Grade*
Grade*
Spur and Helical Gears <3600
Any MO 150 EP 220
RPM
Planetary Gears Any MO 150 EP 220
Cone Distance: <12" MO 150 EP 220
>12" MO 320 EP 220
Bevel Gears
Ambient Temp. >50 ºC or
MO 460 EP 460
Operating Temp. >70 ºC
Hypoid Gears Any N/A AGL 140
High Speed Gears (over 3600
Any TO 68** AW 68
RPM)
Single Double
Worm Wheel Centers and Speeds
Enveloping Enveloping
Worm Gears <700RPM EP 1000 EP 1000
<6 inch
>700RPM EP 1000 EP 1000
6 inch to 12 inch <450RPM EP 1000 EP 1000

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>450RPM EP 460 EP 1000
<300RPM EP 1000 EP 1000
12 inch to 18 inch
>300RPM EP 460 EP 1000
<250RPM EP 1000 EP 1000
18 inch to 24 inch
>250RPM EP 460 EP 1000
<200RPM EP 1000 EP 1000
>24 inch
>200RPM EP 460 EP 1000
* Key to Product Grade Designations
TO 68 - Saudi Aramco Turbine Oil 68
MO 150, 320 - Saudi Aramco Machinery Oil 150, 320, 460
EP 220, 320, 460 1000, - Saudi Aramco Gear Lube EP220, EP460, EP1000.
AGL 140 - Saudi Aramco Automotive Gear Lube 140 or 85w/140
AW 68 - Saudi Aramco Hydraulic Oil AW68
** For combined systems, may be Transmission Oil D-II or Turbine Oil 46. Consult lubrication engineers.
Enclosed gear sets are lubricated by the splash method or by means of a

circulation system. With the former, lubrication maintenance consists of using
the right oil, maintaining the correct oil level and draining and flushing on a
prescribed schedule. The best guide to a correct oil level is a dipstick or a sight
glass provided by the manufacturer. If these are not available, the standard rule
of thumb is that the oil level should just immerse the teeth of the dipping gear in
spur, bevel, helical and hypoid sets and ½ of the worm diameter (worm driven)
or 1/3 of the wheel diameter (wheel driven) in worm gears.
Too high of a level leads to churning, foam generation, leaking and overheating.
Too low of a level leads to oil starvation, overheating and accelerated wear.
Drain intervals in Saudi Aramco equipment are generally established at 2500
operating hours or 6 months unless conditions dictate otherwise.
Pressure circulation system maintenance consists of using the right oil,
cleaning the system filters on a regular basis, maintaining an oil level which will
assure proper pump suction and draining and flushing the reservoir on a
prescribed schedule. Where a heat exchanger is installed, it will require periodic
maintenance.
Open Gears
Open gears require a tacky, adhesive compound, Saudi Aramco Open Gear
and Wire Rope Lubricant, 26-SAMSS-063. It can be sprayed on the gear, either
from a power sprayer or a spray can, applied with a brush, paddle or a caulking
gun. For open gears subject to high loads and harsh environments such as
underwater operation use Open Gear lubricant or Rack and Pinion Grease 26-
SAMSS-077.
5.4. Combustion (Gas)
Turbines
Gas turbine drivers and generators used in Saudi Aramco operations vary in size up to
100 MW. They represent one of the most critical mechanical areas in all of the Saudi
Aramco equipment. There are two basic types of gas turbine engines, industrial type
and the aircraft or aero-derivative type.

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5.4.1 Industrial Type
The basic industrial gas turbine consists of an axial compressor, a combustion
chamber and a turbine. Compressed air is mixed with fuel and burned in the
combustion chamber. The hot gases expand through a turbine or turbines to
drive the load. There may be a single shaft with a single turbine to drive both
the compressor and the load or two shafts with a high pressure turbine to drive
the compressor and a low pressure turbine to drive the load. Accessories can
include an accessory gear drive; main, auxiliary and emergency lube oil pumps;
fuel pump; starting motor, engine or turbine; torque converter and speed
control. These usually are mounted on fabricated bases and the portion of the
base under the accessories is the lubricant reservoir.
Many configurations of gas turbines have been built. Several shaft and bearing
arrangements are shown diagrammatically in Figure 10. Two one-shaft gas
turbines are shown. One (a) has a journal and thrust bearing at the gas turbine
inlet and a second journal bearing at the exhaust. The other one-shaft unit (b) is
similar but with an additional journal bearing between the compressor and the
turbine.
Two-shaft gas turbines are frequently required in mechanical drive applications.
The figure shows two bearing arrangements: (c) uses overhung turbine wheels
so that the compressor and high pressure turbine are supported by journal
bearings at the inlet and at the compressor discharge. The load turbine is
supported by two journal bearings in the turbine exhaust structure. Thrust
bearings are on each shaft. The other two-shaft configuration (d) locates a
double journal bearing on both sides of the low pressure turbine.
Figure 10: Various Gas Turbine Configurations. One-shaft designs are shown in (a) and
Figure 11 shows a simple cycle, open system gas turbine of type (a) above.
The compressor draws in air, raises its pressure and temperature and forces it
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into the combustor. In this chamber, fuel is added which burns in contact with
the compressed air, raising the temperature and heat energy level. The hot,
compressed mixture travels to the turbine where it expands and develops
mechanical energy, i.e., torque applied to a shaft.
A part of this energy is needed to drive the compressor. The rest is available to
drive a useful load such as a generator, pump, external compressor or other
powered unit.
In Saudi Aramco gas turbines all bearings are pressure lubricated. The
circulating system will include an oil tank, pumps, strainers or filters, coolers
and control instrumentation. Larger systems may also have a centrifuge or
purifier for continuous by-pass or periodic oil purification.
The function of the oil in a turbine lubricating system is to cool and lubricate
bearings, and, in some cases, gears. It also may serve as a hydraulic medium
for governors and controls. Bearings are usually babbitt lined shells which are
operated under full fluid film hydrodynamic conditions. Thrust bearings are
provided to take the axial load and maintain turbine position. They may be tilting
pad types, collars or specially designed rolling element bearings. Following are
some general lubricating system maintenance guidelines:
a. Oil sight glasses should be examined daily. The oil should be bright and
clear. If it is cloudy or opaque, it should be reported and the reasons sought
immediately. It could be the sign of a cooler leak.
b. Strainers/filters should be cleaned on a regular schedule and should be of
the inert type. Activated clays or other chemicals may remove additives
from the oil.
Figure 11: Simple, Open Cycle Gas Turbine. Air is drawn into the intake, compressed, fed to the combustor
and exhausted through the power turbine.
c. Galvanized metals or copper should never be used for parts in contact with
the oil.
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d. Preferred bearing oil inlet temperatures are between 40 and 50oC. Where
there are air flow coolers it is permissible to go to 60C.
e. Small circulation systems should be changed every 6 to 12 months,
depending on the interval established through laboratory analysis.
f. On large capacity systems, use Lubricant Condition Monitoring (LCM)
Program to follow the changing condition of the oil and determine the need
for change. The Lubrication Engineers will interpret the analyses and
recommend the actions to be taken.
g. Large systems will require periodic flushing per SAEP-1028 and SAES-G-
116. The Lubrication Engineers will recommend the procedure.
Oil recommendations for gas turbines depend on the individual type and make.
Since several different types and makes are used by Saudi Aramco, the
manufacturer's recommendation should be followed and verified with the
Lubrication Engineers. The following Table 9 contains typical recommendations
for some of the Saudi Aramco equipment.
Table 9: Saudi Aramco Recommendations for Industrial - Type Gas Turbines
Turbine Builder Oil Recommendation
General Electric
Frame 5 Turbine Oil 32
Frame 7 & 9 Gas Turbine Oil 32 Only
Westinghouse Turbine Oil 32
Mitsubishi Turbine Oil 32
John Brown Turbine Oil 32
Sulzer Turbine Oil 32
Solar Consult Lubrication Engineers
5.4.2 Aircraft Type
The aircraft type, or aero-derivative unit, uses a jet engine as a gas generator.
Instead of providing propulsion power directly, the hot compressed gases from
the engine are fed to a power turbine which converts the heat energy into
rotative power. A jet engine weighs less than an industrial type, takes up
relatively little space, has a high level of thermal efficiency and is easily
replaced or enhanced in case the need arises.
Other features of aircraft engines used as gas generators in industrial service
are:
 Because of their very high speeds, usually 8000 to 18000 RPM,
compared to 3000 to 9000 RPM, manufacturers generally use anti-
friction bearings.
 Bearing temperatures are very high, usually above 200C, and special
synthetic lubricants are required.
The cut-away in Figure 12 shows a typical aircraft-type gas turbine.
Note: The driven turbine may be an integral unit with the gas generator or it may
be a separate turbine. In the first case, it will have a common lubricating system;
in the second instance, there generally will be a separate system using
conventional mineral turbine oil.
As with the industrial turbine, the primary functions of the lubricant in an aircraft-
type engine are to cool and lubricate the bearings. However, the temperatures

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are much higher and a special lubricant is needed. For Saudi Aramco
equipment, the only lubricant to be used in the gas generator is Saudi Aramco
Synthetic Gas Turbine Oil 5, 26-SAMSS-076.
Note: The operation of the lubrication system differs considerably from the heavy
industrial type. Oil is fed from the oil reservoir to the various shaft bearings; at
each of the shaft bearing locations. Scavenge pumps, having a higher flow rate
than the feed lube oil pumps, scavenge the oil at the shaft bearing locations and
return the lube oil to the reservoir. Unlike the heavy industrial type gas turbines,
the lube oil is filtered through 10 micron filters on the return to the oil reservoir;
not on the supply to the bearings. It is, therefore, most important that the oil in the
oil reservoir is not contaminated at any time. To prevent contamination when
changing the oil, or toping up the oil, a suitable filter must be installed upstream
of the lube oil reservoir.
Figure 12: Aircraft-Type Gas Turbine, (gas generator only shown)
5.5. Steam Turbines

In a steam turbine, hot vapor under pressure is expanded in nozzles where part of its
heat energy is converted into kinetic energy. The kinetic energy is then converted into
mechanical energy in the turbine runner either by the impulse principle or the reaction
principle. If the nozzles are fixed and the jets directed toward movable blades, the jets'
"impulse" force pushes the blades forward. If the nozzles are free to move, the reactio
of the jets pushes against the nozzles, causing them to move in the opposite direction.
The main lubricated parts of steam turbines are the bearings, both journal and thrust.
Depending on the installation, a hydraulic control system, oil shaft seals, gears, flexible
couplings and turning gear may also require lubrication.
The rotor of a steam turbine is supported by two hydrodynamic journal bearings. These
bearings are located at the ends of the rotor and, because of the very small clearances
between the shaft and shaft seals and between the blades and the casing, the bearing
alignment is critical. Any appreciable misalignment, resulting from improper installation
or from wear, will cause damage to the shaft seals and the blading.
The loads imposed on the bearings are due, primarily, to the weight of the rotor
assembly. The bearings are conservatively proportioned so that pressures on them are
moderate. Horizontally split shells lined with tin base babbitt are most commonly used.
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The bearings are enclosed in housings and supported on spherical seats or flexible
plates to reduce any angular misalignment. The passages and grooves in turbine
bearings are sized to permit the flow of considerably more oil than is required for
lubrication alone. The additional oil flow is required to remove frictional heat and the
heat conducted along the shaft from the hot parts of the turbine. Where a turbine is
used to drive a generator, the bearings on the latter will be of similar construction and
the lubrication usually will come from a common system.
Thrust bearings are always provided, regardless of the type of turbine, to take axial
thrust and hold the rotor in correct axial position with respect to the stationary parts.
These bearings, depending on the type and size of the turbine, will come from several
different designs. Tilting pad bearings, made with pivoting wedge bearing surfaces, are
used on large, reaction turbines. On small, impulse type turbines, the thrust may be
absorbed by babbitt-faced ends on the journal bearings or by specially designed rolling
element bearings.
Small turbines, such as those used to drive auxiliary equipment, are usually equipped
with ring-oiled bearings. All large units use pressure circulation systems which supply
oil to all parts requiring lubrication. The circulating system will include an oil tank,
pumps, strainers or filters, coolers and control instrumentation. Larger units also will
have a centrifuge or purifier for continuous by-pass or periodic oil purification.
Following are some general lubricating system maintenance guidelines:
1. Water is the most prevalent contaminant in turbine lube systems. It comes as
steam from leaking shaft seals, as condensation from humid air in the reservoir or
as water from leaking coolers. Collected water from the bottom of all reservoirs
should be removed on a scheduled basis and sight glasses checked at least once
per shift for any evidence of haze or opacity.
2. Strainers and filters should be cleaned on a regular schedule and should be of the
inert type. Activated clays and other chemical materials may remove the oil
additives and are not recommended.
3. Galvanized metals and copper should never be used in turbine systems where they
may come in contact with oil.
4. Centrifuges should be used in such a way that the entire oil charge is treated every
day. Ten to fifteen percent of the total charge per hour is the rule of thumb. Also,
the centrifuge should not be run at a rate of more than 75% of capacity.
5. Bearing oil inlet temperatures should be between 40 and 50°C. If coolers are air
flow type, 60°C is permissible.
6. Oil changes for ring-oiled bearings should be scheduled for 6 to 9 month intervals.
Drain the oil, clean the housing with a lint-free rag and refill.
7. Laboratory analyses should be used to establish a satisfactory drain interval for
small circulating systems. It should be no more than 12 months.
8. Oil Condition Monitoring facilities should be used to follow the condition of the oil in
all large systems. The Lubrication Engineers will interpret the analyses and
recommend actions to be taken.
9. Large systems will require periodic flushing. The Lubrication Engineers will
recommend the procedures, based on their knowledge of manufacturer's methods.

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Oil recommendations for steam turbines depend on the individual type and make. In
the Saudi Aramco system the proper oil will be one of the turbine grades, Saudi
Aramco Turbine Oil 32, 46 or 68 per 26-SAMSS-045.
Table 10 lists a few of the steam turbines used in the Saudi Aramco system and the oil
recommendations which apply to them.
Table 10: Typical Saudi Aramco Recommendations For Steam Turbines

Saudi Aramco
Turbine Builder Conditions
Grade
Circulation System - Direct 32/46
General Electric and Delaval
Circulation System - Geared 32/46
Circulation System - Geared 68
Westinghouse Ring Oiled Bearings:
<80°C Bearing Temperature 68
>80°C Bearing Temperature 150 (MO)

Terry, Elliott & Worthington Circulation System - Geared 68
Ring Oiled Bearings - All 68
5.6. Compressors
Compressors are manufactured in several types and for a variety of purposes.
Lubrication requirements vary widely, depending not only on the type of compressor
but also on the gas being compressed. In general, air and gas compressors are
mechanically similar so the main difference is the effect of the gas on the lubricant.
Refrigeration and air conditioning compressors require special consideration because
of the recirculation of the refrigerant and mixing of the lubricant with it.
Compressors are classified as either positive displacement or dynamic. The positive
displacement class includes reciprocating (piston) types and several rotary types.
Dynamic compressors are usually of either the centrifugal or axial flow type.
5.6.1 Reciprocating Compressors
Reciprocating compressors are used for many different purposes involving
extremes of pressure and volume requirements. Most reciprocating
compressors are of the single or two stage type, with smaller numbers of
machines having three or more stages. From a lubrication point of view, single
and two stage machines generally are similar, while additional stages introduce
different requirements.
The principal parts common to all reciprocating compressors are pistons, piston
rings, cylinders, valves, crankshafts, connecting rods, main and crankpin
bearings and suitable frames. Double acting compressors, which compress on
both ends of the pistons, require piston rods, packing glands, crossheads and
crosshead guides. For lubrication purposes, all of the parts associated with the
cylinders (pistons, rings, valves, etc.) are considered as cylinder parts and all
parts associated with the driving end (bearings, crossheads and guides) are
considered running gear.
Every reciprocating compressor is provided with cooling facilities in order to
limit the final discharge temperature to a reasonable value and to minimize
power requirements. The cylinder walls and head are cooled and in the case of

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two stage and multistage machines, the gas being compressed is cooled
between stages in intercoolers. Cooling can be by air or water but in larger
machines water is usually required.
Cylinder lubrication, except in small compressors of the open crankcase design,
usually is accomplished by means of force-feed lubricators, supplying oil
directly to the cylinders or to the suction valve chambers. This oil is carried out
of the cylinders by the discharging gas and collects in the discharge system.
Open crankcase compressor cylinders are lubricated by splash from the
crankcase by means of scoops or other projections on the connecting rods or
cranks.
Compressor valves require very little lubrication. Usually the small feed of oil
required spreads to the valves from the cylinder walls or is brought in atomized
form from the air or gas stream.
Running gear is lubricated from the crankcase, either by splash or by positive
displacement. The details of the systems vary greatly but in essence they all
deliver oil to the bearings and crossheads in sufficient quantity to protect and
cool the moving parts.
Cylinder oils are subjected to severe oxidizing conditions, imparted by the high
temperatures involved in the compression process and the thin films of the
exposed oil. The oxidation products can cause deposits which restrict air flow,
increase temperatures and result in loss of power. Thus, the choice of lubricant
and the use of proper feeds is essential.
Note: Most Saudi Aramco reciprocating instrument air compressors are designed
to operate without cylinder lubrication. However, the running gear requires the
same lubrication maintenance as any other compressor.
The gases being compressed are also a factor in the selection of lubricant:
a. Inert gases, such as carbon dioxide, hydrogen, helium and nitrogen, have
little or no effect on mineral lubricants. Conditions applying to air are equally
applicable to these gases.
b. Under certain conditions hydrocarbon gases (methane, butane, natural gas,
refinery gas) can condense and dilute the cylinder lubricant, thus reducing
its viscosity and, thereby, its lubricating ability.
c. Sour gas, direct from the well, contains sulfur compounds and engine oils
are used as they provide better protection against the corrosive effects of
the sulfur.
d. Wet gas, that in which there are large quantities of entrained liquids, will
require a heavier cylinder lubricant than dry gas.
Chemically active gases introduce new sets of conditions in lubricant selection:
a. Oxygen should never be compressed in the presence of petroleum oils as
explosive mixtures will result. Oxygen compressors are designed to run
without lubrication or with non-petroleum lubricants.
b. Other chemically active gases which are not compatible with petroleum
lubricants are chlorine and hydrogen chloride.
c. Sulfur dioxide dissolves in additive oils, forming sludges and reducing the
viscosity. Highly refined white oils are used in this application.

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d. Hydrogen sulfide becomes corrosive in the presence of moisture so
compressors processing this gas must be kept dry. The oils used should
contain rust and oxidation inhibitors and be capable of absorbing moisture.
5.6.2 Rotary Compressors
Rotary compressors fall into three principal types:
a. Straight lobe machines are built with identical two or three lobed impellers
which rotate in opposite directions inside a closely fitting casing. The
impellers do not touch each other or the casing and no internal lubrication is
required. Compression pressures are low (up to 25 psi) and these units are
often referred to as blowers rather than compressors.
b. Helical lobe compressors, often called screw compressors, have a four
lobed male impeller which meshes with a six lobed female impeller. Gas is
compressed by the action of the two mating rotors. They can be operated
without lubrication, using timing gears to separate the lobes. If they are
lubricated, they will be flooded, where oil is injected into the cylinder to
absorb heat from the gas and to act as a seal between the rotors. An
external circulation system is required to control the temperature of the oil
and a removal system to separate the oil and air at the discharge end. In a
single stage configuration, 125 psi is a practical maximum which can be
doubled to 250 psi with two stages.
c. Rotary vane, or sliding vane, compressors have vanes that are free to move
in slots in a rotor mounted eccentrically in a casing. Rotation of the rotor
causes the vanes to move in and out of the slots, creating pockets which
increase and decrease in volume, compressing the gas in the process. All
of the sliding surfaces in the cylinder require lubrication to minimize friction
and wear. This is usually accomplished through flood lubrication which also
helps to seal the vane-cylinder space. Maximum pressures are
approximately 100 psig for a single stage and 125 psig for double stage
units.
5.6.3 Centrifugal Compressors
Centrifugal compressors are particularly adapted to supplying volumes of gas at
pressures ranging from 1.0 to 10, 500 psig. They are inherently suited to high
speed operation, in Saudi Aramco ranging from less than 10,000 RPM to more
than 40,000 RPM. The compression element is a multibladed rotor which
rotates in a casing. Gas trapped between the impeller blades is accelerated and
thrown outward and forward in the direction of rotation. The gas leaves the
blade tips with increased pressure and high velocity and enters a diffuser ring.
In the diffuser ring, due to increasing area in the direction of flow, a reduction in
velocity and a substantial increase in pressure take place. The gas then enters
a volute casing where, again due to increasing area in the direction of flow, a
further reduction in velocity and increase in pressure take place. Single stage
units will deliver up to 10 psi and multistaging can increase this up to 10,500
psig depending on the number of stages. Lubrication requirements for
centrifugal compressors are limited to the shaft bearings, which may be of
either the plain or rolling element type, and thrust bearings and seals. Where
gear drives are used, it is common practice to lubricate both bearings and gears
from the same system including seals depending on the type of gas being
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compressed. Separate seal oil systems are provided for sour gas (H2S)
compressor applications.
5.6.4 Axial Flow Compressors
An axial flow compressor, the second type of dynamic machine, contains
alternating rows of moving and fixed blades. High velocity is imparted by the
moving blades to the air being compressed. The velocity is reduced and
transformed to pressure as it flows through the expanding passages between
the fixed and moving blades. Axial flow compressors are used in all of the
smaller types of gas turbines because of their high capacities. As with
centrifugal compressors, the lubricated parts are the bearings and any seals
that may require oil.
Most Saudi Aramco compressors handling fluids and gases have seal oil
systems. These may be separate or integral with the lubricant circulation
system. Their functions are to seal, lubricate and cool: seal the lubricant from
the product and cool and lubricate the seal faces. It is essential that the proper
turbine oil grade is used and all seal oil system maintenance procedures are
followed. Compressors with combined lube and seal oil systems should have
samples taken and analyses performed periodically to check for product gas
dilution. Such dilution can affect the viscosity of the lubricating oil to such a
point that machine damage may occur.
5.6.5 Refrigeration Compressors
Refrigeration compressors pose an entirely different set of lubricating
conditions, due to the influence of the refrigerant. The basic system consists of
an evaporator, compressor, condenser, receiver and expansion valve. Liquid
refrigerant flows from the receiver under pressure through the expansion valve
to the evaporator coils, where it evaporates, absorbing heat and cooling the
affected space. The vapor is then drawn into the compressor where its pressure
and temperature are raised. At the higher pressure at the discharge end of the
compressor, the condensing temperature of the refrigerant is higher than it
would be at atmospheric pressure. Therefore, when the hot, high pressure
vapor flows from the compressor to the condenser, the cooling water removes
enough heat from it to condense it. This liquid refrigerant then flows to the
receiver, ready for another cycle.
Refrigeration compressors, usually of the reciprocating type, are exposed to low
temperatures at the suction ports and relatively high temperatures at the
discharge. These contradictory conditions require an oil which has low pour and
floc points and sufficient viscosity and stability to withstand the high
temperature and properly lubricate the cylinder walls. Conditions with the
running gear are similar to those found in air compressors.
The following comments apply to the refrigerants in most common use
(R for Refrigerant, commonly referred to by brand names such as Freon). See
Table 11
a. R-13 and 14, and ammonia, are immiscible with petroleum oil so oil
reaching the evaporator will solidify. Systems are designed to prevent oil
from entering the stream and the lubricating oil should have a pour point
below the lowest temperature in the system.

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b. R-11, 12, 113 and 500 are miscible with oil in all proportions at all
temperatures and pressures. R-22, 114 and 502 are generally miscible with
oil under conditions found in the high pressure side of the compressor (the
condenser) but are only partly miscible in the evaporator. Being miscible,
the refrigerants depress the pour point of the oil so that it does not congeal
in the evaporator. However, there is a temperature, the floc point, at which
wax-like materials will start to separate out. Thus, the floc point of the oil
becomes the limiting requirement.
c. HFC-134a refrigerant gases are replacing the above refrigerants in all new
air conditioning/chiller compressors. Mineral oil refrigeration oils cannot be
used with these refrigerants. For this reason refrigeration oils of the
synthetic polyol ester type have been developed and must be used where
HFC-134a is the refrigerant in use.
Table 11: Oil Recommendations for Saudi Aramco Compressors

Type of Compressor Conditions Saudi Aramco Lubricant
Reciprocating:
Cylinders and Bearings Splash Saudi Aramco Turbine Oil 68 or
Machinery Oil 150, 320
Bearings Force Feed or Saudi Aramco Turbine Oil 68 or
Separate Splash Machinery Oil 150
Cylinders, Lubricators 0-500 psi Saudi Aramco Turbine Oil 150
500-1000 psi Saudi Aramco Machinery Oil 150
>4000 psi Saudi Aramco Machinery Oil 320
Wet Gas, Stage Pressure 0-1000 psi Saudi Aramco Machinery Oil 150
>2500 psi Consult Lubrication Engrs.
Unstable Refinery Gas Saudi Aramco Diesel Engine Oil CD/CD
Rotary Compressors:
Sliding Vane, Discharge <140°C Saudi Aramco Machinery Oil 150
Temperature 140-175°C Saudi Aramco Machinery Oil 320
175°C Saudi Aramco Machinery Oil 320
Saudi Aramco Turbine Oil 46/68
Oil Cooled Type Saudi Aramco Turbo Compressor Oil 46
or
Lobe Type Saudi Aramco Diesel Engine Oil CD
Saudi Aramco Turbine Oil 68
Centrifugal Compressors Common System
Axial Compressors with Motor or Saudi Aramco Turbine Oil 46 or 68
Turbine Driver Saudi Aramco Turbo Compressor Oil 46
Refrigeration Compressors Reciprocating and
Certain Rotary Types Saudi Aramco Refrigeration Oil WF 68
Except HFC 134A
Refrigerant Gas
Refrigeration Compressors Reciprocating and
Certain Rotary Types Saudi Aramco Refrigeration Oil
Where Refrigerant HFC-134a Synthetic
Gas is HFC-134a
The items listed below concern compressor maintenance and are a general
guide. For complete maintenance instructions, refer to the manufacturer's
instructions.
5.6.6 Reciprocating Compressors
a. Good compressor operation demands clean air or gas intake and correct
lube feed rate. Compressors must not be over-lubricated.

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b. The correct oil level must be maintained in the crankcase. A low level
means oil starvation and poor lubrication; a high level means excessive
agitation and oil carry-over to valves and discharge systems.
c. The oil and the oil filter should be changed after the manufacturer's
recommended run-in. Thereafter, both oil and filter should be changed on a
regular schedule, approximately every three months or 2000 hours. If
conditions are especially hot or dirty, the interval should be shortened. The
best way to establish an appropriate interval is through laboratory analysis
and a recommendation from the lubrication engineers.
d. Lubricators should be inspected regularly, at least 3-4 times per year. The
lubricator reservoir and sight glass should be cleaned as part of the
inspection procedure.
e. Lubricators should be set to give minimum oil feed rate for effective
lubrication. Follow manufacturer's recommendations or consult the
Lubrication Engineers. The rule of thumb is that the cylinders should have a
very slight oil film and there should be no dry patches or signs of rust.
f. Avoid any accumulation of oil in cylinders, valves, discharge lines or
coolers. The net result of such accumulations may be deposits, which lead
to hot spots and can ignite the oil vapor in the air and cause a fire or an
explosion.
g. If wet air filters are used, they should be cleaned and reoiled at least
weekly. Replaceable air filter units should be checked regularly and
changed as needed.
h. Water should be drained from intercoolers, aftercoolers, receivers and traps
at least once each shift if automatic drains are not provided. If the traps are
small, more frequent draining may be required.
i. Correct cooling water temperature should be maintained in jackets,
intercoolers and aftercoolers.
j. Internal surfaces of coolers should be cleaned on a scheduled basis, either
by flushing or solvent washing.
k. Valves and safety valves should be inspected every three to six months.
They should be cleaned as required and any broken discs or springs
replaced.
l. A whistling or hissing sound should be investigated at once as it indicates a
leaking valve. This is a dangerous condition and should be corrected
immediately.
m. Glands should be inspected every six to twelve months and the packing
adjusted or renewed as needed.
5.6.7 Centrifugal and Axial Compressors
a. Regular viscosity checks should be made of the seal oil in gas compressors
where gas contamination can lower the viscosity and affect the sealing
efficiency.
b. Shaft bearings, thrust bearings and seals may be served by a common
lubricating system. Oil level and filter condition should be checked on a
regular schedule.
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c. Some units will be integral with a gas turbine driver, a gear drive or both. In
such cases, the lubricating system will be common to all components and
the service intervals applicable to the driver will cover the compressor as
well.
d. Breathers or extractors should be checked on a scheduled basis and
cleaned or changed as required.
e. If intercoolers or aftercoolers are fitted, they should receive the same
maintenance services as mentioned in Reciprocating Compressors.
5.7. Pumps
Pumps are used to move liquids or mixtures of liquids and solids. There are two basic
types of pumps:
1. Dynamic, in which a dynamic action takes place between a mechanical element
and a fluid. Examples are centrifugal and jet pumps.
2. Static, where a decrease in volume in the working chamber causes fluid
displacement. Examples are reciprocating, rotary, gear and vane pumps.
The pumps in most common use in Saudi Aramco operations are reciprocating and
centrifugal. They will have such names as crude transfer pumps, proportioning pumps,
water pumps, metering pumps, vacuum pumps, submersible pumps, sewage pumps,
fuel pumps, injection pumps, process pumps, shipping pumps and others.
Reciprocating pumps are either direct driven by an internal combustion engine or an
electric motor. In the case of metering pumps and proportioning pumps, the drive is via
a gear box. Rotary and centrifugal pumps usually are driven by electric motors,
turbines or, occasionally, diesel engines.
Pump lubrication differs with the type of pump and the fluid being moved. In some
designs, such as vertical line shaft pumps, lubrication is provided by the liquid being
pumped. Other designs require oil lubrication and the appropriate grade of Saudi
Aramco Turbine Oil or Machinery Oil should be used. Some pumps are grease
lubricated and the proper grease is Saudi Aramco All Purpose Grease EP 3 or Saudi
Aramco Ball Bearing Grease 2.
Specific exceptions to the above are some models of Byron Jackson submersible
pumps, under certain conditions, for which only B-J Submersible Pump Oil is
recommended. Also, vacuum pumps use only Saudi Aramco Vacuum Pump Oil.
Table 12 is a general chart for pump lubrication..
Table 12: Lubrication Recommendations for Pumps

Type of Pump Parts To Be Lubricated Saudi Aramco Lubricant
Direct Connected
Centrifugal Bearings – Plain and AF
Reuse Saudi Aramco Turbine Oil 46, 68
All Loss Saudi Aramco Turbine Oil 46, 68
Greased Saudi Aramco All Purpose Grease EP 3
Guide Bearings, Deep Well Shafts Saudi Aramco Turbine Oil 46, 68
Seals Saudi Aramco All Purpose Grease EP 3
Geared Pumps:
Centrifugal Common System Saudi Aramco Turbine Oil 46, 68
Greased Bearings Saudi Aramco All Purpose Grease EP 3
Centrifugal Bevel Gears Saudi Aramco Machinery Oil 150
Deep Well Guide Bearings Saudi Aramco Turbine Oil 46
Bearings, Gears Saudi Aramco Transmission Oil D-11/Turbine Oil 32

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Integral
Geared Bearings, Crossheads, Gears, Saudi Aramco Gear Lube EP 460
High Speed Common System
Seals Saudi Aramco All Purpose Grease EP 3
Reciprocating, Gears and Worm Gears,
Plunger Type Separately Lubricated Saudi Aramco Gear Lube EP 220, EP 460
Gears, Open Saudi Aramco Open Gear and Wire Rope Lubricant
Vacuum Pumps System Saudi Aramco Vacuum Pump Oil
Submersible System Saudi Aramco Turbine Oil 68 or *B-J Submersible
Pumps, B-J Pump Oil
* B-J Submersible Pump Oil should be used in hot well service and on those pump motors with mercury seals.
The following general maintenance procedures are for plant guidance:

Oil reservoirs should be checked weekly and topped up if necessary.
Crossheads and linkages require a few drops of oil once or twice per shift and, if
equipped with drip feed oilers, the reservoirs should be topped up as needed.
Ball and roller bearings should not be overgreased.
Strainers/filters should be cleaned on a regular basis and should be of the inert type.
Small circulation systems should be changed every 6 to 12 months, depending on the
interval established through laboratory analysis.
On large capacity systems, use Oil Condition Monitoring to follow the changing
condition of the oil and the pump. The Lubrication Engineers will interpret the analyses
and recommend proper action steps.
Large systems will require periodic flushing. The Lubrication Engineers will recommend
the procedure, based on their knowledge of manufacturer's methods and industry
practice.
In cases where contamination is unavoidable, separate pump/driver/gear units may be
required.
Problems with pumps result most frequently from product fluids passing the seals and
bushings. Each product pumped requires different maintenance and creates different
problems. Frequent laboratory analyses and use of the Oil Condition Monitoring
Program will help keep adverse conditions under control.
5.8. Electric Motors
Electric motors and generators are relatively easily lubricated if they are cared for
properly. Except in the case of integral gear motors, only the bearings require
lubrication. The usual rule regarding lubricant selection is the following:
1. Motors below 250 HP may have grease lubricated antifriction bearings, oil
lubricated antifriction bearings or plain bearings, lubricated either with grease or oil.
2. Motors over 250 HP will nearly always have plain bearings and they will nearly
always be oil lubricated.
In the Saudi Aramco system, all greased antifriction bearings, regardless of speeds or
loads, will use Saudi Aramco Ball Bearing Grease 2, 26-SAMSS-054. For oiled plain
bearings, see Table 6.
Table 13 supplements the other and refers specifically to electric motor and generator
bearings, using temperature and speed as the only parameters:

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Table 13: Oils for Antifriction Bearings - Motors and Generators
Min. Ambient Max. Oper.
Speed, RPM Saudi Aramco Grade
Temperature Temp.
<500 -7°C 54°C Saudi Aramco Machinery Oil 150
500-1100 -7°C 54°C Saudi Aramco Turbine Oil 68
1100-3600 -7°C 54°C Saudi Aramco Turbine Oil 32/46
>3600 -7°C 54°C Saudi Aramco Turbine Oil 32
<500 4.5°C 93°C Saudi Aramco Machinery Oil 150
500-1100 4.5°C 93°C Saudi Aramco Turbine Oil 68
1100-3600 4.5°C 93°C Saudi Aramco Turbine Oil 46/68
>3600 4.5°C 93°C Saudi Aramco Turbine Oil 32
Integral gear motors have different requirements, based on the type of gears and the
operating conditions. For lubricant recommendations, consult the manufacturer's
instructions or the lubrication engineers.
The baths or reservoirs of oil lubricated bearings require the same care that applies to
other such equipment. Oil distribution may be by means of rings or pressure systems
or, in the case of some oil lubricated take out bearings, by means of a slinger ring.
Such an arrangement is shown in Figure 13.
As was discussed earlier under "Bearings", the major problem with greased antifriction
bearings is over-lubrication. The first point to be understood is that a bearing will expel
grease which it does not need. Therefore, the housing must have space to accept the
surplus grease. If this space is not available, or if it is overfilled, the bearings will
overheat and excess grease may leak into the windings.
A well-designed bearing has a relief or vent plug to allow excess grease to be expelled.
Figure 14 shows such a bearing. Replenishing this type of bearing is done as follows:
1. Remove power to the motor and wait for the motor shaft to stop running.
2. A low-pressure hand lever gun should be used - never a high-pressure, air-
powered gun.
3. The housing and the fitting should be thoroughly cleaned.
4. The relief plug should be removed and the opening, including any grease vent pipe
if fitted, freed of hardened grease.
5. Grease should be added slowly until new grease appears at the relief plug. Proper
safety precautions should be observed.
6. The motor should be re-started and allowed to run for ten to fifteen minutes with the
relief plug out. By this time there should be no more excess grease coming from
the bearing.
7. The relief plug should then be cleaned and refitted.
Note: Re-greasing of Double Shielded Bearings: The use of double shielded bearings,
particularly in electric motors is increasing. Contrary to some opinions they can be re-
greased, and should be re-greased periodically, to prevent corrosion in the bearing
housing and on the shaft. However, it is most important that the grease vent plug be
removed when re-greasing and the bearing housing arrangement is such that the
grease gun fitting and the vent plug locations are on the same side relative to the
bearing position. The reason being that it is most important that during re-greasing the
grease flow is not restricted otherwise the internal pressure can damage the bearing
shields and in some cases displace the bearing on the shaft. The above does not apply
to sealed bearings. On no account should attempts be made to re-grease bearing
housings fitted with sealed bearings.
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Figure 13: Oil-Fed, Slinger Ring Bearing. Oil from the reservoir is fed to the bearing by the oil ring.
Figure 14: Greased Electric Motor Bearing. Note the drain plug which allows the bearing to purge itself
after regreasing.
Note: For motors fitted with double shielded bearings special consideration is required.
Refer to item 8 of this section on Electric Motors.
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Frequency of replenishment and repacking depends on motor size and speed, bearing
operating temperature and whether service is intermittent or continuous. Additionally,
the effect of the environment must be considered, such things as airborne dirt and
chemical vapors. As a general rule, motor bearings in normal service should be
checked and relubricated at intervals of one to two years. However, high speeds or
high temperatures or hostile environments may require regreasing at one to three
month intervals, where a relief plug is fitted..
5.9. Other Electrical Equipment
This category consists of transformers and switchgear. In transformers, the functions of
the oil are to insulate windings and to dissipate heat when under load. In switchgear,
the functions are to insulate live parts and to extinguish arcs which may form when
contacts open.
The properties required of transformer and switchgear oils are low viscosity, good
dielectric strength, good oxidation resistance and chemical stability. Saudi Aramco
Transformer Oil is made from a highly refined base oil, contains no additives and is the
only product permitted in Saudi Aramco transformers and switchgear.
Insulating oils must be dry and free from contaminants. Minimum dielectric strength is
usually guaranteed ex-refinery to be 30 kv or higher. During shipment and storage at
site, however, the oil may pick up moisture and contaminants and these must be
removed before use. The following oil usage procedures are recommended:
1. Transformer oil is to be stored indoors and should be held at the use site for ten
hours before opening the drum. This will permit the oil to reach ambient
temperature before exposure to the air - thus air will neither be expelled or drawn in
when the drum is opened.
2. If, in a laboratory test, the oil is not 25 kv or over, it must be dehydrated before use.
This is accomplished in one of two ways: a purifier/vacuum dehydrator or a filter
press. The former is most common in Saudi Aramco operations.
3. Only clean pumps and metal hoses should be used for filling transformers and
switchgear. The equipment should be thoroughly flushed with clean, dry
transformer oil before use.
4. Transformers should be filled through the bottom drain valve or through a hose
reaching nearly to the bottom of the tank. A vacuum pump may be used to remove
entrapped air bubbles. If possible, fill through a filter press or a filter cartridge.
5. The level to which the transformer should be filled will vary with the type of unit
involved. Manufacturer's instructions should be followed.
6. The newly-filled transformer should be allowed to stand for 24 hours to allow air to
rise or, preferably, the vacuum pump should remain in operation. At the end of this
time, the level should be brought to the desired point with the air vent plugs open.
7. Where possible, operate the transformer for a short time at low voltage to release
air or moisture. Check the dielectric strength on a sample from the bottom of the
tank, check the insulation resistance of the windings and recheck the oil level
before applying full working voltage.
Service checks for transformers should consist of the following:
1. Check oil level monthly.
2. Renew desiccants in breathers before they become saturated.
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3. Take oil sample three months after installation or refilling and check dielectric
strength.
4. Check samples periodically for cleanliness, dielectric strength and neutralization
number. The interval will depend on the equipment rating and the local
environment.
5. While neutralization number is less than 0.15 mg KOH/g, the oil may be passed
through a purification unit every two to three years.
6. When oil reaches 0.2 mg KOH/g, it should be changed.
7. Immediately after emptying transformer, wash down the inside of the tank and the
windings with clean insulating oil to remove oil deterioration products.
8. Check tank and cover for corrosion. Any such material should be removed and the
metal appropriately protected.
Service checks for switchgear should consist of the following:
1. Check oil level on a scheduled basis and inspect for signs of overheating. Also,
check the condition of the insulators and for leakage of sealing compound.
2. Switchgear not in regular use should be operated every three to six months to be
sure it is still in good working order.
3. At overhaul, remove oil and check dielectric strength which should be at least 25
kv. Neutralization number testing is not usually necessary.
4. Wash switch with clean insulating oil and wipe down the tank.
5. Inspect all moving parts for burning or other damage and replace where necessary.
6. Moving parts with grease lubrication should be cleaned of old grease and
relubricated with Saudi Aramco All Purpose Grease EP 3.
7. Check oil level in dash pots and, if necessary, add the proper oil.
8. Check insulating oil samples periodically for cleanliness, dielectric strength and
neutralization number.
9. Check the level and condition of oil in hydraulically operated breaker mechanisms,
where applicable. Special oils are used in this service and guidance should be
sought from the Lubrication Engineers.
5.10. Machine Tools
Machine tools are used, in a broad sense, to alter the shape or size of a piece of metal.
They can be classified into a variety of types, covering numerous machining
operations. For reasons of space and relevance, the following brief remarks cover only
the essential elements of the subject.
5.10.1 Machine Tool Lubricants
The primary parts of machine tools, requiring lubrication, are the following:
 Headstocks and tailstocks;
 Gear boxes;
 Spindles;
 Hydraulic systems;
 Sliding surfaces, ways and feedscrews;
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 Grease lubricated parts.
Since most machine tools are precision made to do precision work, correct
lubrication is important. Whenever possible, the manufacturer's
recommendations should be followed. Table 14 shows the Saudi Aramco
grades for various applications.
Table 14: Machine Tool Lubrication Guide
Drilling,
Machine Tool Tapping, General
Planning Shaping Milling Grinding Honing
Function Threading, Lathes
Boring
Machine Tool Element
Main Gears 32-68 46-150 68 46-68 - 46 -
Headstock 32-68 - - 46-68 46 - 68-150
Speed Chg.
32-68 - - - - - 68-150
Gears
Feed Gears 32-68 46-150 68 46-68 46 - -
Traverse &
460 460 - 460 460 460 -
Worm Gears
Spindles 32-68* 68 - 32-68 32-68* 46 68
Haudrilics** 32-68 68 68 46 46-68 46-68 -
Slides, Ways W W W W W W W
Grease Lubr.
AP3 AP3 AP3 AP3 AP3 AP3 AP3
Parts
Key: * Lighter oils may be required. Consult Lubrication Engineers.
** If ISO 68 is called for, use Saudi Aramco Hydraulic Oil AW 68
** If ISO 32 is called for, use Saudi Aramco Transmission Oil D-II
32 Saudi Aramco Turbine Oil 32
150 Saudi Aramco Machinery Oil 150
460 Saudi Aramco Gear Lube EP 460
W Saudi Aramco Way Lubricant
AP3 Saudi Aramco All Purpose Grease EP
Lubrication maintenance should follow normal practice for gearboxes and

hydraulic systems:
a. Maintain correct levels.
b. Check and clean filters on scheduled basis.
c. Drain, flush and refill boxes on six to twelve month basis, depending on
speeds and amount of use.
d. Avoid contamination of machine lubricants by cutting fluids.
e. Check condition of wiper shields on ways periodically.
5.10.2 Cutting Fluids
Cutting fluids (metal processing oils) perform several functions:
 They act as coolants, carrying heat away from the cutting tool and the
workpiece.
 They lubricate the tool and the chip faces.
 They prevent welding of the work and the tool.
The type of fluid required depends on the severity of the machining operation
and the type of metal being machined. Table 15, is a general guide to cutting
fluid selection.
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Table 15: Guide to Cutting Fluid Selection

Ferrous Metals Non-Ferrous Metals
Operation High Tensile
Mild Steel & Easily Free-Machining
Steels, Tough Alloys
Machined Steels Alloys
Alloy and Stainless
Planing SOL SOL SOL SOL
Drilling GP or SOL HD SOL SOL
Milling GP or SOL HD SOL SOL
Turning GP or SOL HD SOL SOL
Boring GP or SOL HD SOL SOL
Sawing GP or SOL HD SOL SOL
Tapping GP HD GP or SOL GP or SOL
Threading GP HD GP or SOL GP or SOL
Reaming GP HD GP or SOL GP or SOL
Honing HON HON HON HON
Grinding SYN SYN SYN SYN
Key: SOL Saudi Aramco Soluble Oil

GP Saudi Aramco General Purpose Cutting Fluid
HD Saudi Aramco Heavy Duty Cutting Fluid
HON Saudi Aramco Honing Oil
SYN Saudi Aramco Synthetic Grinding Fluid
Cutting fluid maintenance is, by nature, a difficult process. The fluids are
contaminated with metal chips, grinding grit and other undesirable materials.
Special maintenance routines are required:
a. With straight cutting oils, i.e., non-soluble types:
 Remove contaminants by centrifuge, filter or settling.
 Clean, flush and refill system every three to six months.
 Keep machines and oil system clean at all times.
 Avoid contamination of machine lubricants by cutting oil.
b. Soluble cutting fluids require even more care in service due to the fact
that they are emulsions and subject to bacterial attack and separation in
service:
 To prepare an emulsion, always add the oil to the water slowly, with
gentle stirring. Use clean, fresh water, free from mineral or organic
acids.
 Mix emulsion only when needed. It doesn't store well.
 As a general rule 20 parts water to 1 part oil is used. Special
circumstances may require different ratios.
 The system must be thoroughly clean before putting in the emulsion.
If there is a bad odor or a broken emulsion, there may be bacterial or
fungal contamination. The system should be drained and flushed
with a germicide and refilled with new soluble oil at the
recommended concentration.
 The system should be kept free of contaminants by means of
filtration or settling.

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 Emulsion strength should be checked periodically and more oil or
water added as is indicated.
 The system should be thoroughly cleaned and refilled at least every
three months. A shorter interval may be necessary, depending on
the type and amount of work being done and the temperatures
encountered.
Note: Good personal hygiene is an absolute must for personnel handling
any type of cutting fluids. If clothing becomes oil-wet, it should be changed
and laundered immediately. Any skin area which has come in contact with
the fluid should be thoroughly washed. If skin rashes appear, they should be
treated at once and their causes investigated. In most cases, they will be the
result of poor personal hygiene.
5.11. Hydraulics
The hydraulic fluid power system may be defined as a means of power transmission in
which a relatively incompressible fluid is used as a power transmitting medium. The
primary purpose of a hydraulic system is the transfer of energy from one location to
another and the conversion of this energy to useful work. Hydraulic systems may also
give force or torque amplification.
The advantage of hydraulic fluid power transmission over mechanical, pneumatic and
electrical means may be stated simply - it is the versatility of the fluid power system:
It transmits large amounts of energy.
There is almost unlimited force amplification.
The force application is elastic.
There is accurate control of speed, force and position.
The bulk and weight of the apparatus is small in relation to the power transmitted.
There is inherent protection against overload.
The inertia effects are minimal.
Changing operating sequences, speeds and loads is simple.
System construction is relatively easy, using standard components.
Hydraulic power is generated by pumps. The conversion of hydraulic power to useful
work is accomplished through actuators, hydraulic motors and hydraulic transmissions.
The resulting motion may be oscillating, rotary or straight line. Transmission of power
from the point of generation (the pump) is accomplished by the movement of the
hydraulic fluid through pipes or hoses. Valves are used to control pressure, volume of
fluid flow, direction and to control force.
There are many different types of pumps, including both positive and non-positive
displacement designs:
1. Non-positive displacement pumps may be of the centrifugal or propeller types.
However, they are not widely used in industrial hydraulics and are unlikely to be
found in Saudi Aramco.
2. Positive displacement pumps may be of either the fixed or variable displacement
type, the first producing a set flow of fluid per revolution and the second running at
fixed speed but with a construction which permits the flow rate to be varied. They
may be further divided into reciprocating and rotary types. Reciprocating pumps,

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generally, are used in water hydraulics, using pistons and cylinders of very large
size. By far the most common configuration in industry, and the only pumps likely to
be found in Saudi Aramco equipment, are rotary, positive displacement pumps and
the most common of these are the gear, vane and piston types.
Figure 15 shows a simple gear pump, consisting of a drive gear and a driven gear in a
closely fitted housing. The gears rotate in opposite directions and mesh at a point in
the housing between the inlet and outlet ports. As the teeth of the two gears separate,
a partial vacuum is formed, drawing fluid into the inlet chamber. The liquid is then
trapped and carried between the gear teeth and the housing to the outlet chamber.
Gear pumps generally operate at less than 1500 psi although newer designs reach
higher levels.
Figure 15: Gear Type Hydraulic Pump. Fluid is drawn into the suction port, trapped between the gear teeth
and the housing, and discharged under pressure.
Figure 16: Vane Type Hydraulic Pump. The rotor is slotted and the slots contain movable vanes. As the
rotor turns, the vanes contact the housing and trap oil which is then discharged, under pressure, through
ports.

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Figure 17: Axial Rotary Piston Type Hydraulic Pump. The motor shaft turns the drive plate which, in turn,
imparts a reciprocating motion to the drive pistons, working in the cylinder barrel. Oil is drawn into the barrel
through valve ports as the pistons are retracting and forced out as they are extended. Other variations of
axial piston pumps may have additional features, e.g., variable volume configurations, but the essential
elements are as shown.
Figure 16 displays the working mechanism of a simple vane pump, which may be the
most widely employed of all. Pumps of this type develop pressures of up to 1000 psi
and they can be set up in series to reach higher pressures. It consists of a slotted rotor
which is moved by a drive shaft. Each slot of the rotor contains a flat, rectangular vane
which is free to move radially in the slot. The rotor and vanes are enclosed in a casing,
the inner surface of which is eccentric or offset with the drive shaft axis. As the rotor
turns, centrifugal force drives the vanes outward to contact and follow the casing
contour. The vanes thereby divide the area between the rotor and casing into a series
of chambers which vary in size according to their respective position about the shaft.
The liquid trapped between the vanes is carried to the outlet side of the pump and
discharged under pressure.
Rotary piston pumps Figure 17 are used in various forms where high pressure and
accurate volume are required. There are two basic types: the radial piston and the axial
piston. The first consists of a stationary pintle which ports the inlet and outlet flow, a
cylinder block which revolves around the pintle and houses the pistons and a rotor
which controls the piston stroke. As the rotor turns the pistons draw fluid into the
cylinder bores as they pass the inlet side and force the fluid out of the bores as they
pass the outlet side. The axial piston pump consists of a drive shaft which rotates the
pistons, a cylinder block to house the pistons and a stationary valve plate which ports
the inlet and outlet flow. Rotation of the drive shaft causes rotation of the pistons and
the cylinder block. The plane of rotation of the pistons is at an angle to the plane of the
valving surface, therefore the distance between the pistons and the valving surface is
continually changing -- when they are separating, fluid is drawn into the cylinder bore
and when they are closing, fluid is forced out. Both of these types of pumps are
capable of very high pressures and the axial piston pump can be built with flexible,
variable volume flow.
The fluid requirements for hydraulic systems are as follows:
1. Proper viscosity at operating temperature.

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a. If it is too viscous, the results may be high internal friction and power
loss, pressure loss, sluggish response and pump cavitation with erratic
operation.
b. If it is too thin, the results may be reduced wear protection, high
leakage, both internal and external, reduced pump capacity or efficiency
and, possibly, inability to maintain dwell or hold the pressure.
2. Anti-wear and lubricity, sufficient to protect the rubbing surfaces in the pumps
and motors.
3. Resistance to oxidation and deposit formation in the presence of the high
temperatures and intimate contact with oxygen found in hydraulic systems.
Adding to the oxidative influence is the catalytic effect of the variety of metals
found in the systems.
4. Water separability is required because intermittent operation nearly always
leads to an accumulation of condensed atmospheric moisture.
Hydraulic fluids used in the Saudi Aramco system are:
 Saudi Aramco Turbine Oils 32 and 46 (26-SAMSS-045)
 Saudi Aramco Transmission Oil D-III (26-SAMSS-050)
 Saudi Aramco Hydraulic Oil AW (26-SAMSS-051)
Saudi Aramco Turbine Oils are used in many hydraulic applications. Saudi Aramco
Hydraulic Oil AW 32/68 and Saudi Aramco Transmission Oil D-III are for those
applications requiring an anti-wear oil. The lubrication engineers should be consulted if
there is any doubt as to the proper product to use.
System maintenance can be summed up in the following few lines. Cleanliness is vital
to hydraulic systems and filters must be cleaned and serviced regularly. If
contaminants build up, flushing may be required and it is good practice to flush with the
grade to be used in service, or a lower viscosity of the same grade. An oil temperature
of 40-50 deg C is sufficient. It is best to circulate with a separate flushing pump as
disturbed contaminants may damage the hydraulic pump.
5.12. Flexible Couplings

Flexible couplings can be categorized in two general groups:
Those which contain a flexible member as part of the construction, e.g., metal disks or
couplings with rubber parts.
Couplings containing articulated joints, e.g., geared couplings, continuous spring or
metal grid couplings, chain couplings and floating member couplings.
Couplings containing flexible members do not require lubrication and are not covered
in this manual. It should be noted that this type of coupling is a mandatory requirement
for all new equipment purchased by Saudi Aramco. All of the others, often still found on
older equipment, are lubricated and, in some cases, pose very difficult lubricating
situations. Flexible couplings are the usual connecting link between two rotating shaft
ends. They serve the following purposes:
To transmit torque from the driving shaft to the driven shaft.

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To allow for and accommodate predictable and unavoidable misalignment and axial
movement of the connecting shafts.
To provide protection against damage to the driving and driven units because of shaft
misalignment, shock loads, thermal growth and end-play.
5.12.1 Gear Type Couplings
Gear-type couplings are predominant in older Saudi Aramco equipment. They can
transmit more torque than any other type of coupling of equal size. Geared couplings
consist of meshing internal and external gears or splines and, because the movement
is a sliding action, a lubricant is required to maintain the flexibility by keeping friction at
a minimum. Figure 18 shows a typical geared coupling. Improper lubrication will cause
severe wear through normal surface contact mechanisms and through fretting
corrosion, also called friction oxidation. This phenomenon occurs in tightly fitted
contacts subjected to vibratory motion and can result in severe pitting and virtual
destruction of both contacting surfaces.
The sliding action in a geared coupling generates heat and, for this reason, the
lubricant also is a coolant.
Gear-type couplings are lubricated by any one of several methods, of which the most
common are:
5.12.2 Grease Packed
Grease is the most commonly used lubricant for geared couplings which
operate at relatively moderate speeds and temperatures. It has many benefits,
e.g., it is economical, simple, reliable, and can handle transient shock loads. In
the Saudi Aramco system the sole filling for grease packed couplings is Saudi
Aramco Polyethylene Grease 1. It has the characteristics required for this type
of service, namely adhesiveness, resistance to oil separation under extremes of
radial acceleration, high temperature properties and extreme pressure and anti-
wear capability.
When commissioning a new coupling, the grease should be carefully hand
packed into all internal and external teeth. The space between the ends of the
hubs should also be filled, to provide a reserve which will be thrown out to the
teeth by the centrifugal force, when running.
For servicing, couplings generally are provided with two removable plugs, one
for a fitting and the other to act as a relief plug. Grease should be injected
through the top fitting plug, positioned at 45 above horizontal, until new grease
appears at the lower relief outlet or plug.
Grease lubrication permits long intervals between services. Under moderate
loads and conditions, a coupling should be disassembled, cleaned and
repacked with grease every year. However, if there are high temperatures
involved, and/or obvious seal leakage, the interval should be shortened to 6
months.
5.12.3 Oil Filled
Oil is preferred for geared couplings when operating at normal to relatively high
speeds and temperatures and when coupling capacity is large enough to hold
sufficient lubricant. Although oil level checks are required every 1000 hours and
the oil must be drained every 6 months, the method provides good reliability as
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long as seals are maintained in good order. If there is consistent loss of oil from
the coupling, it may be due to one or more of the following:
 Evaporation or misting
 Discharging along the keyway
 A burr on a flange
 A cracked or dried gasket
 Failure of an end ring seal
 Flange bolt loose
 Lubricant plugs not tight
 Lubricant plug seal missing
 Burr on lubricant plug seal
 Pinhole through sleeve
 Distortion due to misalignment
 Slow speed or reversing, causing weeping
 Breathing, caused by changes in ambient temperature
 Driver "hunting", resulting in axial oscillation
 Pumping, where the coupling acts as a pump
 Tilting, where the shafts are inclined excessively
 Blowing, caused by rapid air movement across coupling
 Over-lubrication, by far the most common cause
The oils recommended for use in Saudi Aramco oil filled couplings are:
 Oil temperature below 95°C -- Saudi Aramco Gear Lube EP 460
 Oil temperature above 95°C -- Saudi Aramco Gear Lube EP 1000
5.12.4 Continuous Oil Flow
Gear couplings equipped with circulation systems for continuous oil flow may
be found in the Saudi Aramco system but they are being phased out in favor of
non-lubricated types. Where still in service, the couplings on circulation systems
usually will be lubricated from the central system of the rotating driver or driven
unit. Extreme care must be taken to see that all contaminants, including water,
are removed from the oil. The centrifugal action of the coupling will cause all
particulate matter, including water, to be separated out and deposited in the
coupling. This can cause corrosion and damage to the gear teeth. In some
cases the oil inlet to the coupling will be protected by a fine micron filter. These
must be renewed according to the OEM guidelines to ensure only clean oil
flows through the coupling.
Spring Grid Type Couplings

Another type of coupling found in Saudi Aramco equipment is the spring grid or
flex type (see Figure 19). A continuous spring grid slots into grooves in each
coupling part. The flexing of the spring takes up the misalignment and causes
the spring to slide in the grooves during rotation of the coupling. Usually these
couplings are grease lubricated. The Saudi Aramco recommendation for this
service is Saudi Aramco Polyethylene Grease 1. When commissioning, the
grease must be carefully packed into spaces between and around the spring
grid and into the space between the hubs. When running, the grease between
the hubs is thrown outward to fill any voids.

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If seals are tight, these couplings do not need frequent service. Saudi Aramco
procedures call for the addition of grease, using a pressure gun, every three to
six months, depending on the type of service. The units should be
disassembled and repacked every 12 months.
Figure 18: Geared Coupling. The flexible coupling, joining the driving and driven shafts, protects
both machines from the effects of minor misalignment. The sliding action between the gear teeth
alleviates the potentially harmful damage that such misalignment can cause.
Figure 19: Grid (or Flex) Coupling. The flexing of the spring in the groove compensates for minor
misalignment.
5.13. Valves and Actuators

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Different types of valves are used in Saudi Aramco operations, e.g., ball, gate and plug
valves. They are used for different purposes, but mainly can be categorized into four
items: isolation of flow (on/off), flow control, throttling and back flow preventions.
Valves operations can be either of a rotary type (Ball, plug, butterfly) or linear operation
(gate and globe). Valves have different parts that requires lubrications and special
products for sealing purposes i.e., sealants. Special lubricants and sealants are
required, depending on the valve type and medium being controlled. Valves may be
manually operated or power actuated (electrically, hydraulically or with air or gas).
Typical elements of valves which may require lubrication are:
Exposed valve stem threads
Exposed stem thread nuts
Valve stem bushings or bearings
Valve stem packing
Actuator mechanisms
Valve sealing faces (e.g., seats, discs, ball)
Geared Limit Switch.
The exposed threads of valve stems should be greased to maintain ease of operation
and to prevent corrosion. One of the major problems is the contamination of the grease
with blowing dust and sand. If the valve is left in the fully open position for long periods
of time, the greased threads should be covered with a tube or protector. Saudi Aramco
All Purpose Grease EP3 is used for manually greasing valve threads and driving nuts.
Where threads are not turned for long periods of time, they should be protected with
Saudi Aramco Rust Preventive.
Where valve stem bearings and nuts are used, there will be grease fittings and these
should have regularly scheduled service, using Saudi Aramco All Purpose Grease
EP3.
Valve packing is made with low friction materials to accommodate the need for precise
valve positioning. Fluid lubricants also are used to help reduce stem packing critical
friction. Lantern ring spacers are provided to allow the lubricant to reach the stem. For
moderately high and low temperatures, silicone fluids or greases are used. Their upper
limit is about 260°C.
Actuator mechanisms usually are air operated or employ geared electric motors which
use one or more gear boxes to reduce the motor speed and increase the torque
required to operate the valve. The gear boxes and bearings require the same kind of
lubrication care as do other gears and bearings.
The majority of the actuators used in Saudi Aramco operations are Limitorque or
Rotork, with lubrication requirements as shown in Table 16.
Table 16: Valve Actuator Lubrication in Saudi Aramco
Actuator Builder Saudi Aramco Lubricant Frequency
Actuator Saudi Aramco Gear Lube EP 220 6 months
Rotork
Valve Stem, Nut Saudi Aramco All Purpose Grease EP3 6 months
Actuator Saudi Aramco All Purpose Grease EP1 6 months
Limitorque
Drive Sleeve and Top Bearing Saudi Aramco All Purpose Grease EP3 6 months
Green Limit Switch Saudi Aramco Silicon Grease 44 6 months
Oil Mist Lubricator Saudi Aramco Transmission Oil D-II Weekly
All
Hydraulic System Saudi Aramco Transmission Oil D-II 6 months
Valve Stems and Worm Gears Saudi Aramco All Purpose Grease EP3 3 months
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Scotch Yoke Saudi Aramco All Purpose Grease EP3 6 months
Ball valve is a rotary type, and it consists of a spherical closure element. The
mechanism of operation is that the ball is rotated on fixed seats. The ball valves can be
of a floating type (ball retained by the seats), or Trunnion supported (ball is supported
by a trunnion “API 6D”; large sizes and high pressure rating). Also, ball valves can
have either a metal seated design (no soft materials on the seat), or a soft seat design
(the seat has nonmetallic insert). In both designs, mostly, they have a feature (groove)
to allow for emergency sealants injection to assist in achieving better sealing in case of
valves passing. Grease or lubricants can also be used during routine maintenance
when valves are hard to operate to assist in lowering the torque values. In addition to
sealant and lubricants, flushing fluids and cleaners are used in the initial process prior
to sealant or grease injection to clear off the channels from contaminants and other
obstacles to insure smooth distribution of sealant/lubricants materials. Sample of such
techniques and procedures of the online maintenance sealant/lubricants injections can
be found in more details in SAER-7677.
Gate valves usually consist of a closure element moving linearily, which opens or
closes a run of pipe. Actuation is accomplished by means of a threaded handle which
can be powered or manually operated. Different types of gate valves are available, but
mainly; Wedge type (API-600) and Slab type (API 6D). The wedge type does not
normally have any emergency sealant features. The slab gate is similar to the ball
design since they follow the same design code “API 6D”. All sealant and lubrication
products mentioned for ball valves are applicable for gate.
Plug Valve is a rotary type and the closure member is achieved by rotating (90°
rotation) a plug-like closure member. Two types are available: Non-lubricated type
(sleeved type) which does not require grease filling for its normal operation and the
lubricated type (API 6D or API 599) which is fitted with internal grooves, that requires
heavy grease to achieve isolation.
Lubricated plug valves of the type used by Saudi Aramco typically have a steel plug
that often is coated with a dry film. This coating gives a permanent separation of the
metal surfaces of the plug and the body, minimizing sticking, and making operation
relatively easy. The sealant, which is injected into a system of grooves around the plug
and the body, serves to improve the seal and reduce the turning effort.
It shall be noted that different grades of sealant are available in the markets and used
for different purposes including but not limited to the severity of failure (size of
damaged areas, size of valves, type of valves, temperature, pressure rating, service
media ..etc.)
Some of the lubricants and sealants are proprietary materials and many are single-
sourced. If there is any question, the lubrication engineers along with Valve
Engineering Committee should be consulted. The following listing is a guide to valve
lubricants and sealants used in Saudi Aramco:
5.13.1 Ball Valves and API 6D Gate Valves
Valtex No. 80, made by Valves Inc. of Texas, is used for sealing and
lubricating ball valves. It is suitable for use with most light hydrocarbons and
LPG fluids for which ball valves are employed. (Temp. 40°C to 260°C).

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Desco H.S., made by the Chemola Corporation, is used with the hydraulic high
pressure gun, Serpent 1699, for lubrication ball valves in sour gas and sour
crude service (Temp. -28°C to 205°C).
Sealweld Odyssey Cleaner, used to remove deposits of dirt and sludge. Used
as flusher. (Temp. -79C to 81C)
Sealweld Valve Cleaner Plus, used to clean seal surfaces and internal sealant
passages. (Temp. -40C to 200C)
Sealweld Equalub eighty, light synthetic lubricant for new and commisioning
valves. (Temp. -40C to 150C)
Sealweld Total Lub 911, synthetic lubricant for worn valves with minor leaking
issues. (Temp. -29C to 232C)
Sealweld Ball Valve sealant 5050, synthetic sealant for med to major leakager
issues. Also available in heavier grades depending on the severity of the leak.
(Temp. -29C to 232C).
Gate Valve Lubricant No. P-77, made by M&J Valve Company, is used with
high temperature hydrocarbons liquids, gases, strong acids and alkalis
(Temperature range -40°C to 538°C).
Valve Stem Lubricant, Masonelian No. 2, from Masonelian International
Incorporated, is for use with gasoline, petroleum oils and natural gas
5.13.2 Plug Valves
a. Plug Valve Lubricant 731, from Serck-Audco (U.K.), is used in the presence
of water and all aqueous solutions, including caustic and compressed air
(Temp. -15°C to 325°C).
b. BTR Nordstrom Sealant No. 555SS (bulk). A general purpose sealant, used
with LPG, gasoline, kerosene, lubricating oils and crude distillates. This item
and c-f, below, are from BTR Industries. (Temp. -10°C to 260°C).
c. BTR Sealant No. 950J, is used in the presence of gasoline, jetfuel,
kerosene, oil and water. Approved under
Mil-G-6032B, "Grease, plug valve, gasoline and oil resistant"
(Temp. -12°C to 177°C).
d. BTR Sealant No. 421D, is used with acids, alkalis, aqueous chemical
solutions and steam (Temp. -10°C to 177°C).
e. BTR Sealant No. 654G, is used with solvent treated lubricating oils, hot and
compressed gas (Temp. 10°C to 260°C).
f. BTR Sealant No. 555 Gun Pack. A general purpose sealant for use in the
presence of LPG, gasoline, kerosene, lubricating oils and crude distillates
(Temp. -29°C to 260°C).
g R.S. Clare/Vetco Grey XP-82 sealant for high pressure valves in Khuff gas
well heads.
h Lubchem Formasil CO2 Heavy Duty sealant for well head valves up to
10,000 psi, resis t s H2S, crude oil, gasoline and diesel.
Valve lubricants come in a variety of containers and sizes
5.14. Internal Combustion Engines

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The engines used in the Saudi Aramco system are both gasoline and diesel and are
used in a wide variety of services: automobiles, trucks, construction equipment,
stationary power, locomotives and marine applications, to mention a few.
Oil technology and engine technology go hand in hand. The engine technology
evolution has been driven by emission legislation and customers’ requirements for
efficiency and reliability. Changing regulatory limits challenge engine manufacturers to
reduce emissions. As engine manufacturers begin to create a new generation of
cleaner, more fuel-efficient engines, they need a new generation of higher-performing
diesel engine oils to protect them.
For example, high pressure, common-rail injection systems are now widely used to
improve combustion efficiency; advances in turbocharger technology have increased
specific power output; and exhaust gas recirculation and after treatment devices, such
as diesel particulate filters and selective catalytic reduction, have curbed harmful
emissions of oxides of nitrogen and particulate matter (i.e., soot).
Engine changes place more stress on the oil, which has to lubricate, cool, clean, and
protect over long oil-drain intervals which drives the development of new engine oil to
protect the advanced engine.
There are three methods of classifying engine oils:
By viscosity: Most engine manufacturers specify oil viscosity requirements according
to the SAE Viscosity Classification System for crankcase oils, shown in Part III of this
manual. The classification only sets limits for viscosity and does not define other oil
qualities. Due to the operating conditions and environment in Saudi Aramco, ONLY
SAE 40 and SAE 15W-40 GRADES ARE USED.
By service level : these service definitions were developed by the American Petroleum
Institute. They are the most used method of specifying engine oil levels. There are
eight levels for gasoline engines (from SA, without additives to SN, introduced 2005,
for use in gasoline engines from 1980 onward) and six levels for diesel engines [from
CA, light duty and high quality fuels, to CF, monograde, and CI-4 Plus multigrade,
supercharged engines with EGR (Exhaust Gas Recirculation) in high speed, high
output duty]. Saudi Aramco crankcase oils, Saudi Aramco Diesel Engine Oil SAE 40
and Saudi Aramco Diesel Engine Oil EMD are at the CD/CF level. Saudi Aramco
Diesel Engine Oil 15W-40 is of API CF-4/ CG-4/CH-4/CI-4/CI-4 Plus performance level.
By performance level. This method has been supplanted, to a large extent, by the
service level approach. Oil quality is stated in terms of the performance level as
defined by various U.S. military and engine builder specifications. Among those most
frequently quoted are these: Series 3, developed by Caterpillar and now superseded
by Mil-L-2104C which describes an oil for heavy duty diesel engines and moderate
service gasoline engines. Saudi Aramco Diesel Engine Oil CD is qualified against
Mil-L-2104D.
In the Saudi Aramco system, Saudi Aramco Diesel Engine Oil CD is used in mobile
engines, i.e., trucks, cars, construction equipment as well as in stationary diesel
engines. For EMD (Electromotive Division, GM) engines in Marine Department service,
Saudi Aramco Diesel Engine Oil EMD is used exclusively. (See section covering EMD
engines).
Note: Saudi Aramco Diesel Engine Oils CD and 15W-40 are NOT to be used in EMD
engines! (See section covering EMD engines).

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Regular lubrication maintenance is essential for all mobile equipment engines
operating under the severe conditions imposed by the environment in the Saudi
Aramco area. The procedures laid down in builder's operating manuals should be
followed with particular attention to regular oil and filter changes, air cleaner
maintenance, draining oil while hot and thorough flushing at recommended intervals.
The Lubricant Condition Monitoring (LCM) Program should be used to establish drain
intervals and to monitor engine condition.
The attention required by stationary diesel engines is similar to that of mobile
equipment engines. Air filters must be cleaned on a regular schedule, dictated by the
conditions at the site. Oil and oil filters must be changed at predetermined intervals,
based on manufacturers recommendations and individual operating variables, i.e.,
steady or intermittent service, light or heavy loads, ambient temperature at the site, fuel
quality, etc. The Lubricant Condition Monitoring (LCM) Program should be utilized for
these engines.
Engines used for marine propulsion, standby or auxiliary power require the same
service as the land-based types. The principal difference between them may be the
cooling systems: direct, in the case of the on-shore units and indirect in the marine
applications. In terms of maintenance, this means that there is the additional
responsibility of keeping the heat transfer system clean and operative. As with other
engines, LCM will aid in extending engine life and conserving oil.
EMD engines, used for marine and locomotive propulsion, have specific lubricant
requirements, dictated by the silver flashed bearings used in their running gear. Saudi
Aramco Diesel Engine Oil EMD is a specially formulated oil with an additive package
that will not tarnish these bearings.
Saudi Aramco Diesel Engine oil EMD also may be used in other makes of diesel
engines where API service CD/CF is appropriate.
5.15. Mobile Equipment (Except Engines)
The definitive sources of information for vehicle maintenance are the manuals supplied
with the equipment. However, Saudi Aramco recommendations comprehend the
unique environment in Saudi Arabia and, in that sense, may not always agree with the
builder's publications..
Transmissions provide speed and torque change. They may be manually operated or
automatic. manual transmissions are usually spur or helical gears with a manually
operated linkage to change gears. They are enclosed in a gearbox with oil bath/splash
lubrication. The manufacturers of transmissions have their own recommendations for
lubrication. These may be SAE 30, 40 or 50 engine oils or SAE 90 or 140 gear oils.
However, in the Saudi Aramco system, they all will be lubricated with either Saudi
Aramco Diesel Engine Oil CD/ CF (SAE 40) or Saudi Aramco Automotive Gear Lube
90 or 140. Service intervals for various classes of equipment will be those contained in
the builder's manuals.
Automatic transmissions use either fluid couplings to transmit power or torque
converters to transmit power and change torque. Both usually work in combination with
gear and clutch assemblies. They are filled with a fluid which transmits power,
lubricates, cools and acts as a hydraulic medium to activate controls. The fluid also has
to facilitate engagement of the clutch plates and drum bands in the mechanism. Fluids
for automatic transmissions are high viscosity index oils with additives to resist
oxidation and foaming. Transmission manufacturers usually specify the grade and type
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of fluid and issue approvals. For Saudi Aramco equipment, only two grades are used.
The requirements of Allison C-3/4 are met by Saudi Aramco Diesel Engine Oil CD/ CF
and all other transmissions use Saudi Aramco Transmission Oil D-III, 26-SAMSS-050.
Final drives or differentials on most equipment are hypoid or spiral bevel gears. Active
EP oils are essential for hypoid gears and are suitable for spiral bevel gears. The type
of service in passenger cars differs from that in trucks and to cover both requirements,
multi-purpose gear lubricants, suitable for API Service GL-5, should be used in both
applications. The Saudi Aramco product filling this requirement is Saudi Aramco
Automotive Gear Lube 140, 26-SAMSS-047. If a final drive with a worm gear is found,
it will need a special lubricant and lubrication engineers should be consulted.
Mobile hydraulic systems are found on tractors and construction equipment and the
manufacturers usually will recommend the use of lighter grade engine oils. The proper
Saudi Aramco product for this application is Saudi Aramco Hydraulic Oil AW 68 which
has a viscosity corresponding to SAE 20/20W and has appropriate anti-wear additives.
Saudi Aramco Transmission Oil D-III, with a viscosity conforming to SAE 10W, also
may be used where a lower viscosity hydraulic fluid is appropriate.
Wheel bearings and grease-lubricated chassis points will use Saudi Aramco All
Purpose Grease EP 3. Chassis points calling for oil lubrication will use Saudi Aramco
Automotive Gear Lube 140.
For power steering units, the Saudi Aramco recommendations are Saudi Aramco
Diesel Engine Oil CD/CF, where an SAE 30 is called for, and Saudi Aramco
Transmission Oil D-III, where the manufacturer calls for an SAE 10 or 20 engine oil.
5.16. Marine Equipment (Except Engines)
Usually, vessels will have been provided with specific lubrication instructions by the
builder. These should be followed to the extent possible with the lubricants stocked in
the Saudi Aramco system, using modifications provided by the Lubrication Engineers.
The recommendations for individual machine elements are the same as for similar
equipment ashore. The principal difference between the two types of service is the
harshness of the environment to which the off-shore gear is exposed.
5.16.1 Winches
a. Hydraulic systems should use Saudi Aramco Diesel Engine Oil CD/CF,
Saudi Aramco Hydraulic Oil AW 68 or Saudi Aramco Transmission Oil D-III,
depending on the type of pump and the severity of service.
b. Electric motors should be serviced with Saudi Aramco Ball Bearing Grease
2 but only at such intervals as have been established in consultation with
the lubrication engineers.
c. Open gears and cables should be coated with Saudi Aramco Open Gear
and Wire Rope lubricants, on an as needed basis.
d. Enclosed gears have different requirements depending on the type.
5.16.2 Deck Cranes
a. The same machine elements as were found in the foregoing section
(Winches) will be found in deck cranes. The same general
recommendations apply.

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b. Liberal use of Saudi Aramco Rust Preventive is encouraged to protect
exposed metallic surfaces from rust and corrosion.
5.16.3 Davits
a. Boat davits can be operated manually or powered by electric or hydraulic
means. Recommendations for hydraulic systems and electric motors are the
same as shown above.
b. manual units will have sheaves which should be greased by hand on a
scheduled basis.
c. Gear boxes on powered units should be checked regularly and any
accumulated water drained.
d. Separate regulations covering life-saving equipment supersede all other
recommendations.
5.16.4 Barge jack-up legs
Subject to special lubrication instructions and the lubrication engineers should
be consulted. For the rack and pinion mechanisms, a special heavy duty Saudi
Aramco Rack and Pinion Grease, 26-SAMSS-077, should be used.
5.16.5 Compressors
a. Service air compressors and refrigeration compressors are treated the
same as shore-side counterparts. See Compressors" in this section of the
manual.
b. Diving air is subject to special consideration. If fool-proof traps are provided
to keep oil from entering the compressed air, normal air compressor
lubricants may be used. If such safety equipment is not fitted, a special
product will be required and the Lubrication Engineers should be consulted.
c. The humid air encountered in marine applications requires special attention
to intake air filters and system traps.
Equipment used in the operation of the vessel, e.g., steering mechanisms, thrusters,
instrumentation, etc., should be maintained in accordance with the builder's
instructions.
5.17. Miscellaneous Equipment
5.17.1 Air Operated Equipment
Compressed air is used to operate air motors on hoists, pneumatic tools and
rock drills. Air motors may be of the rotary type, either turbine or vane actuated,
or reciprocating, as are found on percussion tools.
Some tools have built-in oil reservoirs and air and oil are mixed at the tool.
Others have an air-line oiler to provide an air-oil mist to the moving parts. The
air-line oiler should be fitted less than 12 feet from the tool, with oil resistant
hose between the oiler and the tool. One oiler per tool or drill is essential; an
oiler feeding a manifold, which serves a number of tools, may cause oil
starvation of one or more of the tools.
Recommended lubricants for Saudi Aramco air tools are Saudi Aramco Turbine
Oil 32 and Saudi Aramco Transmission Oil D-III.

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5.17.2 Wire Ropes
Figure 20 shows the various types of wire ropes which are widely used in
construction, marine and oil drilling equipment. Lubricants usually are applied
by hand except for those which are out of reach. For these, there are a variety
of application devices, such as oiled brushes through which the rope passes,
pressure fed oilers which drip on the rope and others of similar nature. The
problem with such devices and, indeed, with wire rope lubrication per se, is that
it is easily overdone and the excess lubricant attracts and holds a buildup of
airborne dirt. This acts as an abrasive and instead of protecting the rope from
wear, it actually accelerates it. Given moderate operating conditions, it may be
best to use a wire rope lubricant, 26-SAMSS-063 or run the ropes dry.
If a lubricant is used, Saudi Aramco Open Gear and Wire Rope Lubricant, 26-
SAMSS-063 is recommended and can be applied by spraying, brushing or
passing the rope through a bath of the material. The purpose is to lubricate the
components of wire rope, the core and the strands, to protect against rust and
corrosion and to protect the sheaves, rollers, slides and drums from wear as the
rope passes them.

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Figure 20: Various Types of Wire Rope
Some operators, working in extremely dusty conditions, prefer to use engine oil
to protect and lubricate wire rope. They find that it is less sticky and that dirt can
be removed more easily when the rope is relubricated.
5.17.3 Drive Chains
Drive chains fall into two general categories:
a. machined surface chains, used in high speed, precision drives.
b. cast or forged link chains, without machined surfaces, used in lower speed,
lower power, lower cost drives.
Figure 21 shows the precision parts in a typical roller chain, one example of a
machined surface chain. The other is the so-called "silent chain" in which the
links of the chain are so machined that they very nearly fill the clearance space
in the sprocket. Both of these types are used in single or multiple strands.
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Figure 23 pictures a rivetless chain, a modern example of the cast link design,
using side bars instead of rivets to hold the links together.
In Figure 23 the wear zones in a chain drive are shown. These are the areas
most in need of lubrication.
The best method of lubricating chains is to remove them from the machine and
soak them in the lubricant. In practice, this is often impractical and other means
must be used. The most important thing to remember is that the tension must
be off the chain if the lubricant is to reach the internal pins and bushings. The
continuous lubrication methods described below should be supplemented with
periodic deep oiling treatment.
Chain drives can be enclosed or open, and can be lubricated by dipping into a
bath, by drip feed, mist oiler, or by a force-fed brush which distributes the oil
over the chain. Chain speed is the key to the application method: below 500
feet per minute the bath, drip or manual methods are satisfactory. Between 500
and 1000 feet per minute, either bath or drip methods may be used. Between
1000 and 2000 feet per minute, the bath method may be suitable but a mist
application is preferred. Over 2000 feet per minute, either a mist or a pumped
spray is required.
In dusty conditions, such as are found in the oil fields, a relatively light oil
should be used on chains, regardless of the application method. They will be
easier to clean and there will be less tendency for airborne dirt to adhere to the
chain. Saudi Aramco Diesel Engine Oil CD/ CF is an appropriate filling for such
use. Under cleaner conditions, Saudi Aramco Gear Lube EP 220 may be used.
Figure 21: Roller Chain Cross Section. These are precision machined elements and require
effective lubrication to prevent premature wear.

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Figure 22: Rivetless Chain. This is a cast chain, using snap-on side bars in lieu of rivets to hold
the links together
Figure 23: Wear Zones on Chain System. The wear zones are the areas to which lubricant should
be applied.
5.18. Preservation Of Idle Equipment

Note: For additional information refer to the Saudi Aramco Mothball manual SAER-2365.
Short or long-term periods of inactivity are a major cause of equipment deterioration.
Ideally, inactive machines would be stored indoors in a building with controlled
humidity. Since this usually is impractical, a series of procedures has been developed
to minimize the effects of inactivity.
Saudi Aramco Rust Preventive, 26-SAMSS-062 is a soft film external type of rust
proofer and it should be used for the protection of small parts to be placed in storage.
The parts should be thoroughly cleaned and dried before treating with the rust
preventive. It can be applied by brushing, airless spray or dipping. Whenever possible,
the treated parts should be wrapped in cheesecloth or waxed paper before storing.
Saudi Aramco Turbine Oil Vapor Space Inhibitor, 26-SAMSS-078 is an additive
concentrate which may be introduced into any enclosed circulating lube system or
hydraulic power unit which is susceptible to corrosion from humid air. The vapor space
inhibitor protects internal metal parts above the oil level by releasing vapors which
condense on the metal surfaces to form a thin film corrosion protection.

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It is recommended to drain off any existing water from the bottom of the idle reservoir
before the space inhibitor concentrate is added. A five percent (by volume) spike
should be added to a circulating system when the bulk oil temperature is below 60°C.
Thoroughly mix the oil by running the system for one hour. This will also activate the
vapor and distribute it into all cavities. The amount of vaporization is dependent on the
oil temperature, therefore continuous running or agitation of the oil will deplete the
inhibitors rapidly. Periodic oil testing will be required to maintain the effectiveness of
vapor inhibitors and respiking of the system may be necessary. For assistance on
testing refer to the Lubrication Engineer.
A short term procedure for laying up a diesel engine is as follows:
1. Run the engine until it is thoroughly warm.
2. Stop the engine and drain oil from the crankcase, filter housing, fuel pump housing,
etc.
3. Fill the crankcase and filter pump housing with Saudi Aramco Diesel Engine Oil
CD/CF.
4. Drain fuel from the tank(s) and fuel filter housings and fill with Saudi Aramco Fuel
Injector Calibration Fluid.
5. Prime the fuel system
6. Drain and flush the cooling system; refill with 10:1 mixture of water and Saudi
Aramco Soluble Oil or proprietary coolant.
7. Run engine at idle for 15 minutes, accelerating to top speed two or three times.
8. Leave fuel lines full of the calibration fluid; do not remove fuel injectors.
9. When the engine has cooled, disconnect intake and exhaust manifolds and spray
Saudi Aramco Diesel Engine Oil CD/CF into air intakes and exhaust outlets while
turning the engine over. Also, spray oil into other apertures, such as indicator holes,
starting air valves, etc.
10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive.
11. Seal all vents and openings with waterproof paper and tape; tape dipstick
openings, fuel and oil caps, exhaust pipes, crankcase ventilators.
12. Relieve tension from all belts, remove batteries and keep fully charged.
The short term procedure for gasoline engines is similar:
1. Warm up engine.
2. Drain crankcase and filter housing.
3. Fill crankcase and filter housing with fresh Saudi Aramco Diesel Engine Oil CD/CF.
4. Drain and flush the cooling system and refill with a 10:1 mixture of Saudi Aramco
Soluble Oil and water or a proprietary coolant.
5. Run the engine, as described above.
6. Stop engine by spraying Saudi Aramco Diesel Engine Oil CD/CF into the carburetor
air intake (with the air cleaner removed).
7. Switch off the ignition.
8. Completely drain the fuel system - tank, carburetor, fuel pump, filter and fuel lines,
using dry compressed air. No fuel should remain in the system as gums may form
during storage.
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9. Spray Saudi Aramco Diesel Engine Oil CD/CF into the fuel tank.
10. Coat external unpainted surfaces with Saudi Aramco Rust Preventive.
11. Seal all vents with waterproof paper and tape; seal dipsticks, oil and fuel caps,
exhaust pipes, crankcase ventilators, etc., with waterproof tape.
12. Relieve tension on all belts and remove batteries.
The short term preservation treatment for gearboxes, pumps, couplings and similar
equipment is as follows:
1. Drain oil from gear cases, bearing housings, filters and associated elements and
flush until clean; be certain the drain is the low point.
2. Fill completely with Saudi Aramco Diesel Engine Oil CD/CF and turn over by hand,
if possible.
3. Coat all external unpainted metal surfaces with Saudi Aramco Rust Preventive.
4. Seal all breathers and other openings.
Reciprocating compressors are treated for layup as follows:
1. Drain and flush the sump and mechanical lubricator housings, if installed.
2. Fill the crankcase and lubricator housings to the correct level with Saudi Aramco
Diesel Engine Oil CD/CF.
3. Run the compressor at no-load or turn by hand to distribute oil to all working
surfaces; spray a small quantity of the oil into the air intake while running or turning.
4. Drain the oil, seal all vents and brush Saudi Aramco Rust Preventive onto all
unpainted external ferrous parts.
5. Drain and flush water cooling systems and refill with a mixture of 10:1 water and
Saudi Aramco Soluble Oil or proprietary coolant.
Turbines, generators, centrifugal compressors and other major equipment items
require special procedures and special preservative materials. When such equipment
is proposed for layup, the Lubrication Engineers should be consulted or refer to the
Saudi Aramco Mothball Manual SAER-2365.
6. Oil Inspection, Analysis, and Conditioning

This section of the manual deals with lubricant maintenance - how to ensure the quality
of the lubricant before use and during use. Also, it covers the Oil Conditioning
Monitoring Program, a technique for using oil analyses as a means of monitoring
equipment condition and extending oil life.
6.1. Quality Control
A lubricant control process for receiving new lubricants reduces the possibility of costly
mistakes that can severely affect the production process. Without controls in place,
lubricants may be received that are out of specification, incorrect, or contaminated.
To assure quality checks are maintained, samples of incoming shipments are taken.
These samples are checked in the Saudi Aramco lube oil testing laboratory, measuring
their properties against the specification and against the reference sample provided by
the supplier. The burden is on the supplier to inform Saudi Aramco of any changes in

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his product which would affect this quality control process. Table 17 is a summary of
required laboratory tests for new lubricating oils.
Table 17: Required Laboratory Tests for New Lubricating Oils

Tirn., Mach.
Engine Trans., Insulat- Refrig- Gear
Test Gas Turb.
C'case Hyd. ing eration Lube
Syn. Turbine
Appearance, Saudi x x x x x x
Aramco
Color, Saudi Aramco x x x x x x
Vis @40 C, ASTM D445 x x x x x x
Vis @100 C, ASTM D445 x x x x x x
Spectro, Metals PPM x x x x x x
Neut No, ASTM D664 x x x x x
TBN, ASTM D2896 x
Insol, ASTM D2276 x x x x
Solids, ASTM D893 x
Dielectric, ASTM D 877 x
Water, ASTM D1744 x x x x x x
Flash, ASTM D93 x
Flash, ASTM D92 x x x x x x
Infrared x x x x x x
Foam, ASTM D892 x x x x x x
Pour Pt., ASTM D97 x x
Sulfur, ASTM D1552 x
Chlorides, Saudi Aramco x x
Key: Turb Saudi Aramco Turbine Oil, all grades

Mach Saudi Aramco Machinery Oil, all grades
Gas Turb Saudi Aramco Gas Turbine Oil 32
Syn Turbine Saudi Aramco Synthetic Gas Turbine Oil 5
Engine Saudi Aramco Diesel Engine Oil CD
Saudi Aramco Diesel Engine Oil 15W-40
Saudi Aramco Diesel Engine Oil EMD
Trans Saudi Aramco Transmission Oil D-III
Hyd Saudi Aramco Hydraulic Oil AW 68
Insulating Saudi Aramco Insulating Oil
Refrigeration Saudi Aramco Refrigeration Oil
Gear Lube Saudi Aramco Automotive Gear Lube 140 & 90
Saudi Aramco Gear Lube EP, all grades
The results of these laboratory tests are continuing assurance that the products being
delivered meet Saudi Aramco standards.
Lubricant Receiving Procedure
It is vital to analyze incoming oils for any contamination levels, Also check the
contamination levels from the analysis of new oil deliveries to that of manufacturer’s
(suppliers).
1. New oil is delivered to the designated area outside the locked lube room or to
the appropriate staging area. The Certification of Analysis (CoA) must be
furnished by supplier along with other relevant documents to end users.

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2. Verify the label on the product container matches the requisition and label
according to lubrication identification system. Also expiry date needs to be
checked for all containers.
3. Oils in drums or pails not headed to the bulk tank (in certain cases) are fit
with drum adapters and filtered, using the appropriate dedicated filter cart (if
available). The selection of filter cart will be based on lubricant type and
application.
4. After filtering, oil in drums can be used to add oil to machines or color coded
sealable transfer containers. Once filled place transfer container in the
appropriate cabinet or storage rack.
5. Any filtered drum or pail will be labeled as filtered, dated and signed and
placed in the appropriate location preferably equipped with a desiccant
breather.
6. Oils in drums or pails headed to the bulk tank will simply be drawn into the
bulk storage area. The system should then be placed into filtration (circulation)
mode.
7. The lubricant consumption should follow first-in, first-out (FIFO) inventory
method.
6.2. On-Site Lubricant Inspection and Maintenance Procedures
Throughout the foregoing sections of this manual, guidance has been given on the
proper lubricants to use in specific equipment and the steps to take to ensure that the
lubricant performs as expected. In this section, the subject is on-site lubricant
maintenance, the steps to be taken at the point of use to be certain that the lubricant is
enabled to do the job for which it was designed.
6.2.1 Oil Inspection
To keep equipment running longer and more efficiently:
a. Be aware of sounds and vibration. A bearing which is badly worn has a
different sound than one which is running well and worn or misaligned parts
may develop vibrations (see Table 18).
b. The smell of hot oil is very noticeable. Trace it to its source.
c. The smallest leaks are indicative of an incipient problem. Little leaks
become big leaks, given time. Not only that, the loss in drops adds up to a
loss in gallons.
d. Sight glasses can be misleading. Just because the level appears to be right
is not enough. Only by really looking and occasionally checking inside the
reservoir can you be certain that what you see is the real thing.
e. When draining accumulated water from a reservoir, take an oil sample once
the water is gone. It is a good opportunity to visually examine the oil to see
if there are traces of residual water or other foreign material present or if an
emulsion has begun to form.
f. Filter changes are easy to put off. A filter housing with the cover bolts
painted in place has not been serviced. Be aware of such conditions and
take corrective steps.

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g. Foam is a lot of air and very little oil. It does not make a good lubricant and,
when it is observed, the cause should be determined and corrected. Is the
oil return line above the oil level in the reservoir? Is air being drawn into the
suction side from leaking pipes or because the oil level is too low? Is the
suction filter clogged, causing air to be taken in? Are baffles needed to
lessen agitation of the oil? Are the flow rates and oil pressures as
recommended by the manufacturer? Remember that dirt and water
contamination also contribute to foaming.

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Table 18: Audible Bearing Symptoms
Sound Feature Cause
• Spalling of roller and rib or roller
• Metal-to-metal spalling sound bearing
Squeak
• High pitch • Small clearance
• Poor lubrication
• Irregular (not changing with
Faint • Dust in bearing
speed)
tinkle
• Primarily on small bearings
• Sound quality remains same

• Dirt
even when speed changes (dirt)
Rustle • Raceway, ball or roller surfaces
• Sound quality changes with
are rough
speed (Scoring)
• Generated by retainer
• Normal if sound is clear
• Grease is inadequate if sound is
Rustle • Regular and continuous at high generated at low temperatures
patter speed (use soft grease)
• Wear of cage pockets
• Insufficient lubricant
• Low bearing load
• Scoring on raceways, balls or
Growl • Continuous at high speeds rollers
Quiet • Bursting sound of bubbles in

• Generated irregularly on small
fizzing/ grease
bearings
popping
Table 19, is a guide Simple visual inspection supplements routine laboratory

analyses and the Oil Condition Monitoring Program. Often such visual checks
will establish the need for laboratory assistance or indicate that there is an
obvious and immediate way to correct an abnormal condition.
A proper visual examination will involve the comparison of the used oil with a
sample of new oil. Also, a "smell test" may be rewarding: such distinctive odors
as kerosene, solvents and sour or sulfurous gases or crudes are indicative of
contamination from specific sources.
Visual inspection of oil in a sample bottle may include the following:
a. Color
 Wrong or mixed oil
 Photo-catalytic reaction
 Oxidation and thermal degradation
 Soot
 Chemical contamination

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b. Emulsions and Cloudiness
 Haze to buttermilk
 Cuff
 Stable or unstable
 Additive floc, salt, air, glycol
c. Free Water
 Color
 Speed of separation
 Level
d. Sediment
 Color – amber, black, translucent
 Settling rate
 Density and particle size
 Laser through bottle (look for flicker)
e. Suspensions
 Decompressed entrained air
 Refrigerants
 Lumps and fisheyes
 Streamers
 Water test for interfacial tension
Note: Care should be taken when checking odor in case dangerous gases or
vapors are present. These simple visual procedures are intended only to
supplement the far more reliable laboratory tests. If there is any doubt, use the
laboratory. The intent is to save the machine, not the cost of an analysis.
Samples, whether for routine analyses, visual examination or Oil Condition
Monitoring Program, should be taken as follows:
a. Use clean, unused disposable plastic sampler bottles. The material number
for 250 ml bottle is 1000158454 which is used for most routine used oil
sample testing. Always ensure sample bottles are completely filled. For
used oil analysis requiring additional tests use a 500 ml sample bottle with
material number 1000158457.
b. If possible, take sample while machine is under normal operating load.
Table 19: Visual Inspection of Used Oil Samples

Appearance of Sample Action to be Taken
As First After 1 Reason System without| System with
Taken Hours Filter, Centrifuge Filter, Centrifuge
Clear - - None None
Clear Foaming, Find and cure the Find and cure the
entrained air cause of the foam cause of the foam
Opaque,
Clear but Unstable Drain water as Check centrifuge
Cloudy
Separated emulsion soon as possible setting, operation
Water

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No Change Stable Requires Lab Check centrifuge
emulsion analysis to and send Lab
determine source Sample
of water
Dirty Separated Dirt in Requires Lab Check filter or
solids system Analysis to centrifuge
Determine source
of dirt
Dark No change Oil Requires Lab Requires Lab
acidic odor oxidized analysis analysis analysis
c. After oil is added, allow several hours for thorough mixing before sampling.
d. Samples should be taken after a full-flow filter or before a by-pass filter. If
checking on filter effectiveness, take samples before and after.
e. When sampling from a drain cock, first flush the drain cock into a separate
container for visual examination. Then draw the sample slowly into another
bottle.
f. Regardless of the use for which the sample is intended, it should be
properly labeled: date, oil type and grade, machine identification, sampling
point and, whenever possible, hours since last oil change or overhaul. Note
that LCM samples require more data which will be covered in detail in the
next section of the manual.
6.2.2 Oil Maintenance
Aside from the periodic cleaning and flushing of reservoirs and machines, oil
maintenance is largely a function of keeping the oil clean and moisture free.. In
transformers the desirable contamination level is zero. Any water or particulate
matter will reduce the dielectric strength and the insulating oil will be ineffective.
As a result insulating oils are passed through filter presses or vacuum
dehydrators to attain high levels of cleanliness. On the other hand, an internal
combustion engine has a much higher tolerance for contamination and cleaning
usually is confined to on-board filters.
Oil does not "wear out." It becomes unfit for service when it develops a
contaminant load which is beyond practical filtration levels or it oxidizes, i.e.,
becomes chemically unstable and prone to deposit formation on machine parts.
This oxidation process, a function of contact with oxygen, is accelerated with
high temperatures and is advanced by the catalyzing effects of contaminants
which are present in the oil. Such materials as iron oxide, lead and copper,
together with water, form oxidation catalysts and can drastically shorten the
useful life of lubricating oil. The oxidation rate also is affected by the make-up
rate, i.e., as more new oil is added, the oxidation process is slowed.
Water is the contaminant most frequently found and most in need of removal. It
causes corrosion and rust, which in turn become abrasive particles, promoting
wear and acting as catalysts in the oxidation process. The crudest form of water
removal involves draining from low points in the system. On major equipment a
centrifuge may be fitted, functioning as a purifier for removal of all
contaminants, including water, or as a clarifier, removing only solid particles.
Other methods of removing water are through the use of commercially available
devices, usually portable, such as coalescers, and vacuum dehydrators,. Each
type has its advantages and disadvantages.
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Some seal oil reclamation is carried out at Saudi Aramco plants, but otherwise
reclaiming/recycling of lubricants and related fluids is not currently undertaken.
Figure 24: Common Type Centrifugal Water-Oil Sperator
Figure 25: How it Works

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Figure 26: Route of Fluid Flow
3. Oil Centrifuges and Centrifuge Selection

A centrifuge operates on the principle of separation by mass. The centrifugal
force imparted by the high speed rotation of the bowl causes the more dense
material, such as water or other contaminants, to be separated from the oil and
exhausted through ports. They are fitted with gravity rings, or ring dams, which
are matched to the specific gravity of the oil at the processing temperature.
The principle of the centrifuge (Figure 24) is to separate the oil’s heavier
elements by spinning the oil to create high G-forces - often in the tens of
thousands of Gs. The greater the difference in specific gravity between the
contaminant and the oil, the more effective the process. For this reason,
centrifuges often work better on low specific gravity and low viscosity oils, like
turbine oils, rather than heavier gear type oils. In a centrifuge, both free and
emulsified water will be removed; this will depend to some extent on the type of
additive package, as some water will be held in suspension in the oil. Just like
gravity separation, the lower the oil’s temperature, the more effective the
removal process will be, because much of the water will exist in the emulsified
and free states.
Centrifuges are rated in two ways:
a. Throughput capacity denotes the total quantity of oil which can be handled
by the centrifuge without regard to the degree of purification, but without
flooding.
b. Effective capacity is the quantity of oil which can be handled by the
centrifuge with the desired degree of purification. The effective capacity
depends on several factors:
 Oil viscosity and density, which in turn are related to the temperature
 Type, shape and size of the contaminants in the oil
 Degree of purification desired
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 Persistency of any emulsion present
In many instances, Saudi Aramco equipment will be delivered with a centrifuge
on the primary skid, a dedicated unit. The instructions for the use of the
centrifuge will be part of the overall equipment instruction manual. If the
centrifuge is a separate item, moved from machine to machine, as required,
there will be a manual covering its use and maintenance..
Filters are an essential part of all machines, be they mobile or stationary..
Nearly every machine with an oil circulation system will be equipped with basic
strainers. These are wire mesh screens, fitted either to the discharge or suction
side of the oil system. They are not filters but they require periodic inspection
and maintenance. If they clog on the suction side, the pump may starve. If they
clog on the discharge side, they may blow out and be totally ineffective.
4. Oil filtration and Filter Selection
In the Saudi Aramco area of operation, filtration is an important concern. The
persistence of air-borne dirt is a constant detriment to good lubrication and only
proper filtration will effectively keep the dirt from the moving parts of machinery.
There are two basic filter types: surface and depth. Surface filters present a
surface to the flow of oil and the contaminants impinge on that surface and all
larger than the pore size of the filter medium are removed. They may be made
from perforated metal, woven metal (or special plastic) screen, wound wire,
sintered metal, membranes and belts of various materials.
Note: Some plastic materials, such as nylon, may create static charge build-up in
the lubrication system and cause explosions when flammable gas mixtures are
present. Use caution when specifying filters incorporating plastic materials.
Filters also may be of the edge type, presenting a series of edges through
which the oil must flow. Figure 27 shows a cleanable metal cartridge is
enclosed in a housing while an edge type filter is shown in Figure 28. The
advantage of the edge type is that it can be easily cleaned simply by rotating
the cleaning blades. Correct maintenance of blade clearances is essential,
however. Some more common types of surface type filters are sieves, strainers,
screens, wire cloth and the mechanism is shown in Figure 30.
Depth type filters have housings, large or small, which contain a variety of filter
materials. Some are absorbent and some are adsorbent but they all work in the
same basic manner: the oil is forced through a mass of the media, following a
circuitous path and depositing its contaminant load as it passes. The disposable
paper filters found in automotive equipment and many plant equipment items
are examples of depth type filter. Some more common types of depth type
filters are cellulose (wood pulp), glass fiber, nonwoven fabric, composite fiber,
compressed fiber, wound tube, reticulated foam and the mechanism is shown in
Figure 31.
Another depth type filter is shown in Figure 29. It is a portable industrial filtration
unit, moved from machine to machine as needed. The filter medium may be
adsorbent material, such as Fuller's Earth, in replaceable woven cloth
containers. This type of medium is capable of removing such complex
contaminants as acids, asphaltenes, gums, resins, colloidal particles or fine
solids. It may also remove some additives and this must be taken into account
when selecting filter media. More commonly used in industrial applications is a
cellulose filter pack which is effective in the removal of gross quantities of
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contaminants. It will not remove water or additives. A third type uses resin-
impregnated paper for the filter medium and is recommended for medium
contaminant loads and high flow rates. This type is less likely to be found on
large installations or where high pressure drops are present.
Regardless of the type or size of a filtration unit, it requires maintenance. Some
filters are equipped with pressure gages on either side of the unit. The pressure
drop is a measure of the dirt load in the filter and it should be monitored on a
shift-by-shift basis and the filter element removed for cleaning as indicated, or
in the case of duplex filters, the changeover lever should be operated to place
the unused filter into operation. Where a by-pass filter is fitted, a schedule
should be established for removal and cleaning.
In the case of lube and seal oil circulating systems for pumps compressors and
turbines the main filters are required to be 10 microns nominal rating.
Beta ratios for filter elements are determined during the multi-pass tests. A
single multi-pass test is divided into many smaller time segments. During each
of these counting periods, the number of particles of a specific size - size x -
and greater upstream of the filter is totaled and the number of size x and
greater particles downstream of the filter is totaled. The number of particles
found upstream of the filter divided by the number of particles found
downstream of the filter equals the beta value of the element at the given
particle size during that counting period.
The ISO 16889:1999 standard for multi-pass testing states that this test is
applicable for filter elements that exhibit an average Beta Ratio greater than or
equal to 75. Individual element manufacturers determine the Beta Ratio
specification for their elements. Most manufacturers are currently using a
minimum beta ratio of 200 for a particular micron rating.


Page 115 of 178
10
Filter selection based on beta ratio calculations.
Figure 27: Surface Filter. The woven metal element can be removed for cleaning.
Figure 28: Surface Filter of the Edge Type. Turning the handle rotates the cleaning blades and exposes
clean edges to the oil flow.

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Figure 29: Depth Type Filter. The filter element is contained in the tank and usually will be of a disposable
type. This unit is designed to be moved from machine to machine.
Figure 30: Surface Type Filters Mechanism
Figure 31: Depth Type Filters Mechanism

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6.3. Lubricant Condition Monitoring Program (LCM)

6.3.1 Background
Equipment condition monitoring, through used oil analysis, has gained wide
favor in industry. Independent laboratories, equipment suppliers, oil companies
and consumers have developed systems throughout the world. The reason is
simple: through oil analysis it is possible to keep abreast of what is happening
to expensive, and critical, equipment. This kind of monitoring permits adverse
conditions to be recognized and corrected before actual failure occurs. Also, it
provides a method for maximizing oil service life.
In Saudi Aramco, the Lubricant Condition Monitoring Program calls for taking
samples from nominated equipment at periodic intervals. The samples are
analyzed by the Saudi Aramco Lube Oil Testing Laboratories and the results
interpreted by the Lubrication Engineers of the Consulting Services
Department.
To achieve the broader objectives of the LCM Program, continuity is required.
Where there is continuity, sampling on a periodic basis, the information
becomes cumulative and forms a machine condition history. Trends can be
identified and analyzed. This is accomplished through a series of laboratory
tests, including physical tests and metals content analysis. Physical tests will
vary by type of lubricant and application but will include such standards as
viscosity, water content, neutralization number, flash point, etc. Metals content
is derived from spectrographic analysis and is reported in parts per million
(PPM) of almost 20 different metals. They were selected to best represent the
changing conditions of the oils and the machines.
Some of the metals present will come from machine wear (iron, copper, lead,
tin, aluminum) and others from external contamination by dirt, coolants, etc.
(silicon, sodium, boron). Metals which are part of the oil additive package also
will be reported: zinc, phosphorous, calcium and barium, molybdenum, boron
for example.
Each of the major Saudi Aramco lubricating oil grades, identified by SAMSS
number, has a unique set of warning limits, based on the new (virgin) oil
standards. These limits were developed from experience, gained through the
operation of similar programs. These limits are changeable and can also be
adjusted with consent of CSD Lubrication Engineer based on trends and
historical data in LCM. The warning limits are the key to the reporting portion of
the LCM program; they form the basis for the satisfactory or unsatisfactory
status report which follows the analysis. Given a series of such analyses, it
becomes possible to track adverse conditions and, in many cases, to pin-point
their causes and corrections through Saudi Aramco’s Failure Reporting,
Analysis, and Corrective Action System (FRACAS).
6.3.2 Mechanics of the Program
Initially, monthly samples should be taken from nominated equipment. As data
accumulate and trends are identified based on history, this interval may be
lengthened or shortened, as indicated.

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Under the corporate Lubricant Condition Monitoring (LCM) program, SAOO
TSD\Southern Area Laboratories Division (SALD) is the sole laboratory service
provider responsible for conducting a wide range of lube oil analysis for
corporate clients. SALD handles validation and uploading of lubricant analysis
data to the LCM database.
Plastic sample bottles come in two sizes: 16 ounce (500 millimeter)
(1000158457) and 8 ounce (250 millimeter) (1000158454). Preprinted
identification tags or labels can be obtained through LCM (Figure 32) and must
be placed on the sample bottles correctly before sample collection and before
these are shipped to laboratories.
To obtain consistently representative samples, the subject system should be
hot and should have been operating for some time. The sample should be
taken before any makeup oil is added. Ideally, sampling cocks should be
installed after a full-flow filter or before a by-pass filter and all samples should
be taken from these points. The reservoir drain is the least desirable sampling
point but, if it is the only one available, flush at least 5X the dead space volume
(preferably 10X) before the sample is taken. If there is any doubt concerning
the sampling procedure, the lubrication engineers should be consulted. When
sampling, consider the following points based on the system in use.
 In circulating systems, sample as close to the return line as possible.
 In static tanks, sample at the midpoint between oil level and bottom, away
from walls.
 Use weight or rod to achieve a consistent measured standoff.
 Sample during typical operating conditions.
Also, when sampling, regardless of the point, flush the cock or drain into a
separate container, NOT the sample bottle. This cleans the sampling system
and provides an opportunity for visual examination of the oil, which may reveal
dirt, sediment or water and represent the need for immediate action.
Cleanliness is all-important. Unless the sample bottle, the cap and the sampling
system are all clean, the analytical results may be erroneous and lead to
misinterpretation. Bottles of questionable or unacceptable cleanliness should be
flushed thoroughly

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Preprinted adhesive labels generated from LCM system, are supplied with the
sample bottle. They should preferably have space for the following information:
Label No.:
Plant No / Location:
Equipment No.:
Saudi Aramco Stock No.:
Saudi Aramco Brand Name:
Label Date:
Label generator:
These data are entered into the LCM system and a permanent record is
established. Subsequent samples must be identified with the Plant No.,
Equipment No., Material No., Date Sampled, Login ID, etc. If a sample is
received without the label, it cannot be logged into the LCM system and the
analyses will not be performed. The sample with duplicate label is also not
acceptable in lab. Other information, such as the sampling point, sump size,
machine life, maintenance details and oil service life is also important in the
interpretation process.
All LCM clients are expected to deliver their samples to the laboratories facility,
Abqaiq, in compliance with the LCM registered equipment and using the system
generated labels.
Samples should be sent to the S. A. Laboratories, Box 5000, Abqaiq, (phone
572-8609), if possible on the same day they are taken or a maximum of 3
working days after its collection. They should NOT be held and sent in batches
as this defeats the timeliness feature of the program and can overload the
system.
Once logged in, the samples are analyzed and the test results are fed into the
LCM System. At this point, the data become available to all users of the LCM
System, using any dedicated workstation operating the LCM client/server
application. This system eliminates the need for telephone communications
among laboratory staff, lubrication engineers and field personnel.
Sample Review & The corrective Action Process

CSD views sample analysis/ test results downloaded in the system analyzed/
tested by the lab.
Primary recommendation is provided by the system based on pre-set limits of
tested parameters. The review process is closed if CSD satisfies with system
recommendation.
CSD can request additional tests if not satisfied with results or if data is not
enough to conclude recommendation.
CSD choose option for “caution” or “corrective action” after reviewing samples if
single or multiple parameters are outside the limit. Notification is created by the

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system based CSD recommendation which will be routed to appropriate
proponents to evaluate and implement the recommendation.
Recommendation notification will be created in “Recommendation System.”

If the recommendation notification points out the major maintenance
requirement, the reliability unit/maintenance/operation user will create PM
notification.
If the recommendation notification points out the minor maintenance
requirement, the reliability unit/maintenance/operation user will create
maintenance order.
If there is an oil change recommendation in the recommendation process, the
reliability unit/maintenance/operation user will create PM notification to change
If all results are within the warning limits, the display screen will show nothing
after “Observations” and "OIL SUITABLE FOR CONTINUED USE" after
RECOMMENDATIONS.
6.3.3 The Results Screen
The screen will display all sample information, sample status and analysis
result for a sample collected from a specific equipment. Customized reports can
be generated from LCM under Reports. Figure 33.
Note: For more comprehensive information on the latest version of the LCM
computer application, refer to SABP-G-024.
Figure 32: Sample bottle labels generated through LCM

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Figure 33: Lubricant Condition Monitoring Program (LCM) – Results Report
7. Storage, Handling, and Application of Lubricants

7.1. Storage, Handling, and Safety Practices
Lubricating oils and greases are specially formulated to satisfy specific types of
service. If not handled and stored properly, they can deteriorate or become
contaminated and, as a result, provide inadequate lubrication or become waste which
requires disposal.
Common risk or concerns associated with storage and handling of lubricants are:
Cross-contamination (accidental mixed lubricant types)
Ingress of environmental contamination during handling
Storage stability problems (lubricant degradation in storage)
Safety risk for handling
Environmental spill risk
Inventory aging problems (stale inventory)

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Product waste (heels, unused inventory disposal, etc.)
Handling cost
Common causes of lubricant contamination, deterioration, and waste in handling and
storage are:
Damaged containers
Moisture from rain or condensation
Dirty dispensing equipment
Exposure to dust or chemical fumes
Poor outdoor storage practices
Mixing of different viscosity grades, Saudi Aramco brands or types
Exposure to excessive heat or cold
Overlong storage
Unsealed bungs or covers.
Simple handling and storage precautions can reduce contamination, deterioration and
waste.
7.1.1 Containers
Drums, pails and cartons of lubricants from all suppliers must be clearly labeled
with the Saudi Aramco brand name, SAMSS number, supplier's batch number,
filling / expiry date, blender's name or other identification and the Saudi Aramco
purchase order number. Thus, there should be no confusion as to precisely
what is in each container and no cause for improper application.
Containers as received from suppliers usually will be free of leaks. Careless
handling, however, can cause leaks, contaminate the contents and smudge, rip
or damage the labels.
The 208 liter (55-gallon) drum, the most common lubricant container in the
Saudi Aramco system, is involved in most handling operations. Care is the key
to safe drum handling. A full drum weighs about 200 Kg (450 pounds) and if
handled carelessly, can easily injure workers or damage Saudi Aramco
property. Unloading drums by dropping them from the delivery vehicle to the
ground or the dock is poor practice. The drum's seams can be punctured or can
burst, resulting in a slippery hazard and in wasted product.
Correct loading procedures must be used to prevent drum damage or injury to
personnel. Once unloaded, the drums should be moved immediately to the
storage area. The best way is by fork lift truck, with the drums on pallets or held
by lift jaws. A hook type, two wheel hand truck also can be used.
If the floor between the unloading and storage areas is flat and smooth, drums
can be rolled. The drum’s hoops will protect it from damage, but care must be
taken to avoid hitting hard objects that might puncture the shell. Two workers
should handle the rolling operation, maintaining firm control or drum speed.
20 liter (five gallon) oil and 16 Kg (35 pound) grease pails are usually shipped
on pallets. Smaller containers of lubricants usually come in cartons. All should
be handled with the same care given to drums. Cartons should be left sealed
until they are in the storage area to reduce the risk of the carton falling apart
during handling.
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7.1.2 Product Labeling
The optimum and best recommended way to label a lubricant container is:
 Date container is put into service (opened)
 Purchase and delivery date
 Date of product blending (born-on date)
 Product name (type, grade, description)
 Inventory code
 Storage location
 Maximum and minimum inventory level
 Color codes (if used)
 Set inventory levels and container volumes such that products don’t
become stale.
 Use the products in the same sequence as they are brought by clearly
following FIFO (first in, first out).
7.1.3 Lubrication Tags and Color Codes

Color-coded tags indicating lube name and viscosity affixed to each reservoir or
container. Use coordinated colors and shapes for storage and transfer
containers. The following benefits can be achieved:
 Reduces possibility of error by inexperienced lubricator
 Facilitates training of new lubrication technicians
 Reduces confusion associated with switching suppliers
 Even if someone is color blind and have blurred vision, can still read
the tags
7.1.4 Indoor Storage
The ideal place to store lubricants is indoors, in the store houses at the main
consumption points, e.g., Abqaiq, Ras Tanura, Vehicle Maintenance Facilities,
etc. space constraints, block shelters are advised. It is important to note that
lubricants should not be stored near steam lines or hot running equipment.
Backup storage should be indoors whenever possible. Racks and shelving that
adequately protect all containers should be provided, along with a device to
hoist the containers into place. Each type of lubricant should be easy to reach.
Access to the older stocks, which always should be used first, should never be
blocked by new stocks. A first-in, first-out (FIFO) rule will eliminate the risk of
deterioration caused by long periods of storage.
Transformer oil and refrigeration oil should be stored indoors as they cannot
tolerate contamination. When outside storage is unavoidable, drums should be
placed upside down, on pallets.

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7.1.5 Outdoor Storage
Much of the lubricant storage space in Saudi Aramco is outdoors. Because of
weather extremes it is advisable to provide some sort of basic shelter against
the sun. Figure 34 shows a simple protective structure. Drums should be stored
on pallets, blocks or racks, several inches above the ground. Once the
protective shipping cover has been removed, they should be placed on their
sides with the bungs approximately horizontal. In this position, the bungs are
submerged by the contents and cannot breathe moisture. Also, water cannot
collect inside the chine.
If drums are stored on end, with the bungs on top, water may collect on the top
and migrate through the bung as the drum breathes, as shown in Figure 35.
The only way to prevent this, given this kind of storage option, is to block the
drum with the blocks parallel to the bungs.
Alternatively, store vertically indoors, use pallets, stack no more than two high,
use drum covers (plastic covers).
7.1.6 Bulk Storage
Saudi Aramco practice calls for the purchase of oil in bulk whenever the
quantities justify it. It is a more economical purchasing method but, of greater
importance, the costs and perils of handling drums are eliminated. At present,
only Saudi Aramco Turbine Oils 32 and 46 are available in bulk but others will
be added when the volume criteria are met.
Bulk tanks should be located under cover, if at all possible, because the
weather effects noted for drums are equally destructive to bulk tanks and their
contents. Where outdoor storage is unavoidable, all openings on bulk tanks
should be checked for tightness and properly secured. Storage tanks in a
warehouse or oil house should be away from steam lines, heaters or any other
plant equipment which might generate high temperatures. All bulk tanks should
have strainers on the fill points and have protected vent breathers. Bulk
unloading can be a hazardous task and all persons involved in the process
should be properly trained.
Galvanized tanks or piping should not be used to store lubricants which contain
additives. They may react with zinc to form a soap-like sludge in the lubricant.
Under some conditions, moisture may condense inside oil tanks, even indoors.
If the tank is properly sloped to a low point and fitted with a drain cock, the
condensate can be removed through the bottom drain, or it can be pumped out
when bottom-fed pumps are used. In either case, it is important that water be
removed promptly to prevent rust from forming inside the tank and
contaminating the oil.

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Figure 34: Simple Shelter for Drum Storage
Figure 35: Drum Storage
To recap:
a. Ideally, all lubricants should be stored indoors. In Saudi Aramco practice,
the best compromises for large stores are as follows.
(1) Drums of refrigeration oil and transformer oil should be stored indoors.
(2) Other drummed lubricants may be stored outdoors, observing the
practices outlined above.
(3) All opened drums should be stored indoors.
(4) All containers smaller than a drum should be stored indoors.
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b. Oil drums stored outside should be on their sides, in specially constructed
racks and under some sort of cover.
c. Grease drums should be stored upright and be under cover.
d. Drums should be kept off the ground by using rails or some other sort of
block.
e. Full drums should not be dropped. Fork lifts, mobile hoists, drum skids and
other such handling equipment should be used whenever possible.
f. Drum markings should be clearly visible.
g. Ensure first-in, first-out stock rotation for drums and smaller containers
(FIFO).
h. Be certain drum bungs and covers are in place and tight.
7.1.7 Safety Considerations
a. Stocks should be inspected at regular intervals for signs of leakage,
damaged containers and obscured markings.
b. The storehouse should be well ventilated, of fireproof construction,
provided with adequate fire-fighting equipment and should have a hard,
non-slip floor, impervious to oil.
c. Keep the stores clean and wipe up oil spills immediately.
d. Used rags and absorbents should be placed in approved containers.
e. Solvent containers grounded to prevent sparks from static electricity.
f. Flammable products such as gasoline, kerosene, solvents, etc., should be
kept in a separate storage facility, located away from the lubricants.
e. The lubricants used in Saudi Aramco operations are all classed as
innocuous, which means that accidental contact with the skin is not
harmful but avoid prolonged or repeated contact with skin. However, good
personal hygiene is essential in the prevention of dermatitis resulting from
such contact. Oil should be washed from the skin, using soap and water,
immediately after any such contact. Oil soaked clothing should be
laundered before reuse. Oily rags should be disposed of and not reused
unless they are thoroughly laundered. Also avoid breathing oil mist.
f. Oral ingestion of any lubricant is to be avoided and, if such occurs,
medical help should be summoned immediately. Always read the Material
Safety Data Sheet before handling, filling and disposal of oil.
7.2. Oil and Grease Application Methods
Machines require the right amount of the right lubricant to reach the lubricated point at
the right time. If repetitive lubrication related failures occur, and the correct lubricant is
being used, the application method may be at fault. A proposal to change to a more
complex system must be evaluated in terms of first cost versus savings in machine
down-time. It is the lubrication engineer's responsibility to investigate lubrication related
failures and, if the circumstances so dictate, to recommend improved application
methods.

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7.2.1 Oil Application Methods
Oil application usually is divided into two broad categories, all loss and reuse.
All loss methods of the most common types are:
Manual Application
a. Oil holes and cups (See Error! Reference source not found.)
b. Oil bottles (See Error! Reference source not found.)
c. Wick feed oilers
d. Drop feed oilers (See Error! Reference source not found.)
e. Constant level oilers (See Error! Reference source not found.)
Mechanical Methods
a. Mechanical lubricators (See Error! Reference source not found.)
b. Centralized systems
c. Mist systems
Reuse methods call for the oil to be used over and over. Examples are:
 Ring and collar oilers
 Bath and splash systems
 Pressure circulation systems
None of the above methods or devices are suited to all applications. Manual
oiling should be confined to lightly loaded, low speed bearings or to applications
on old equipment already supplied with such facilities. For modern, high speed
machines, the preferred methods are mechanical or centralized systems, ring
oilers, bath/splash or circulation systems.
Table 20: Lubricant Application Methods Table 20 describes the
most common all loss lubrication methods and lists their advantages and
disadvantages.

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Figure 36: Oil Cup Mounted on a Vertical Bearing

Enclosure. Oil is added to the reservoir through the
oil cup. A revolving flinger ring conveys oil to the
bearing. Figure 37: Oil Bottle Mounted on a Plain
Bearing. The pin contacts the shaft and
causes oil to flow to the bearing.
Figure 39: Constant Level Oiler. The line

Figure 38: Drop Feed Oiler. Oil passes through the from the oiler to the bearing is located at the
needle valve, one drop at a time. The sight glass lowest point of the bearing housing and
permits the oil flow to be observed and adjusted as permits a constant level to be maintained.
required.

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Figure 40: Mechanical Force Feed Lubricator. The cam-actuated pump forces oil through the check valve
and into the oil line via the sight-feed glass.
Table 20: Lubricant Application Methods

Application
Description Advantages/Disadvantages
Method
Oil holes and cups Hole drilled in bearing housing, may be Simple and cheap/application cost
open or protected with a ball check or is high, bearing is alternately
cap. flooded, starved.
Oil cups screwed into bearing housing.
Inefficient method, only used for
lightly loaded, low speed.
Oil bottles Plastic bottle mounted on bearing Low cost, feeds oil only when when
housing, rod or pin passing through shaft turns; feed rate increases
sleeve to bearing vibrates when shaft with temperature due to oil
turns and causes oil to flow to shaft. viscosity decrease/ Oil application
cost is high;
pin is sensitive to wear and
damage.
Wick feed oilers Wick dips into oil in reservoir, conveys Low cost/oil flow dependent on
oil to shaft. Capillary action feeds the level; wick gathers dirt, moisture
oil. and reduces flow; wicks need
The rate of oil feed can be changed by replacement.
adjusting the number of strands and/or
the length of the wick.

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Drop feed oilers Uses gravity to feed oil Flow rate adjustable; fairly fast rate
The rate of oil feed can be adjusted with possible/Flow rate decreases as oil
a needle valve Oil reservoir has needle level drops; non-automatic
valve with on/off lever; rate adjusted by requiring shut down when machine
needle valve; has sight glass beneath not running; valve can become
reservoir. clogged.
Constant level oiler The nearly filled oil bottle is inverted, Automatic continuous lubrication;
causing oil to flow into the reservoir until needs little attention/Oil feed may
the level rises to the level of the mouth, become plugged. Contamination
thereby preventing further entry of air risk while handling and refilling oil
into the bottle and sealing it (hydraulic bottles, Gasket degradation
lock). When the reservoir level drops, Water and particle contamination.
air will enter the bottle and the lubricant Adjusting to wrong oil level.
will flow to maintain the constant level. Can only add oil, can’t reduce oil
level, only add oil to bottle when
needed.
Mechanical Small cam operated piston pumps, Positive pressure feed, adjustable,
lubricators upward stroke forces oil through sight not affected by oil level; can be
glass liquid and displaces equal volume operated by machine being
of oil in bearing; adjustable feed rate. lubricated or by separate motor;
maintenance is low; oil protected
against contamination/Initial cost is
high.
7.2.2 Grease Application Methods

Grease application methods usually will come from one of the following:
1. Packing, which can be done by hand or with a mechanical bearing packer.
Packing normally is restricted to bearings although some small worm gears
are lubricated in this fashion. Many bearings are packed for life, especially
in electric appliances and automotive accessory drives.
2 Grease guns, which can be manual or air operated. Figure 41 shows a
typical lever operated hand grease gun. Other hand operated guns are the
simple push-pull type and the screw type. They can be packed with grease
by hand, can utilize a cartridge or can be filled with an air or lever operated
loader. An example of the latter is shown in Figure 42. Power guns usually
are attached to container mounted systems with pumps, follower plates and
hoses as shown in Figure 43. These units are available to fit pails, kegs and
drums.
3. Spring loaded grease cups with lines leading from the cup to the point of
application. These are used for hard to reach points. The principal
shortcoming of this method is the tendency of the grease to separate into oil
and solid phases as a result of the constant pressure exerted by the spring
on the small volume of grease in the system.
4. Centralized systems, many of which are designed to deliver either oil or
grease.

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Figure 41: Lever-Type Figure 42: Pump-Type Grease Gun Figure 43: Power Grease Gun.
Grease Gun. Spring pressure Filler. The gun is attached to the filler The unit is mounted on a container
is maintained by the screw and is filled by pumping the handle. of grease, usually a pail, and
handle at the lower end of the transported on an oiler's cart.
gun and charging pressure is
applied by means of the lever.
Figure 44 and Figure 45 show some of the fittings and coupler adapters used in
industrial grease application practice.
Some precautions to be observed in the application of grease are:
1. Before applying the grease gun to a fitting, always wipe the fitting free of all
dirt so there is no possibility of any abrasive material getting into the
bearings or part.
2. Replace any fittings observed to be defective.
3. Try to standardize on one type of fitting. By so doing, only one gun will have
to be carried on rounds. However, if there are places where one particular
brand of grease MUST be used (flexible couplings, for example), a different
type of fitting will minimize the danger of the wrong grease being applied.
4. Mark the grease gun with the type of grease being used. Use only one type
of grease (no mixing) in a gun.
5. There are several types of grease guns. Learn to use them properly. Some
guns deliver only 1/30th oz. (1 gram) while others deliver up to 1/3 oz.
(9 grams).
6. Some hand guns develop up to 15,000 psi (103 MPa), so apply grease
carefully to avoid over-packing a bearing or rupturing a seal.
7. Keep guns clean. Never put them down on dirty surfaces; fill them on a
clean bench. Use a gun loader if one is available.
8. Keep grease containers covered tightly when not in use.

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9. Report any unsafe conditions, such as hard to reach grease fittings. They
can be, and should be, piped out to safe locations.
Calculation of Maximum Re-greasing Quantity (SKF Formula Method)
0.114
Where:
Gq = Grease quantity in ounces
D = Bearing outside diameter in
inches
B = Total bearing width in
inches (height for thrust
bearings)
Metric:
Gq = 0.005 DB
Gq in grams
D and B in mm
Total volume of regreasing per year = frequency/year X volume/event
Calculation of Regreasing Interval
14,000,000
4
.
Where:
T = time until next relubrication (hours)
K = product of all correction factors
n = speed (RPM)
d = bore diameter (mm)
Note: ips = inches/second

0.2 inches/second = 5 mm/sec.

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This empirically derived approach assumes applications where the actual load
is a low percentage of net capacity, and where bearings are operating below
the rated speed limits to give equipment owners an opportunity to factor in plant
conditions.
Multiple Bearing OEM Lubrication Guideline publications provide alternate
quantitative approaches that are also valid and could be considered as a strong
reference starting point.

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Figure 44: Types of Grease Fittings
Figure 45: Types of Couplings and Adapters for Grease Guns
7.2.3 Centralized Systems

Centralized lubrication systems (oil or grease) are used to lubricate many points
on a machine from a single source. Filling only one reservoir saves the
maintenance man's time and eliminates the hazards associated with climbing
up ladders and clambering over machinery. There are a number of types of
centralized systems. Figure 46 shows the ISO classification of lubrication
systems, categorized by total loss and circulating types. Figure 47 shows types
of systems show how they differ from one another.
The most commonly found systems are:
1. Single line, spring return. In this system, a single distribution line is used. It
consists of a reservoir, a pump, a three-way valve and a series of
measuring valves.

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The valve can be operated manually, from the machine, cycled by a timer or
by a counter, measuring the pump output. The measuring valves deliver a
charge of lubricant to the application points when system pressure is applied
to them and reset themselves by spring pressure when the system pressure
is relieved.
2. Two line system. Two supply lines are used in this version. A four-way
reversing valve can be operated in any of the ways mentioned above and it
alternately directs and relieves pressure to the two lines. The metering
valves are designed to deliver a charge of lubricant to the bearings each
time the flow in the lines is reversed.
3. Series manifold system. In this type of system, a single supply line is used.
It consists of a reservoir, a pump, a master metering valve and a series of
secondary measuring valves. The manifold measuring valves automatically
reset themselves and continue cycling as long as pressure is applied
through the supply line. The system can be cycled by starting and stopping
the pump and a valve is not required.
4. Series system, reversing flow. This is a series loop system using a single
supply line with a four-way valve to reverse the flow in the system. The
measuring valves are designed to deliver a charge of lubricant, then permit
the lubricant flow to pass through to the next valve. When the flow in the
supply line is reversed, the measuring valves cycle again, in sequence, in
reverse order.

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Figure 46: ISO Classification of Lubrication Systems

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Figure 47: Various Types of Centralized Systems

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7.2.4 Oil mist generator
Almost any centralized system can be installed with monitoring systems to warn of
operational problems. These can be simple indicator pins on the feeder valves, blowout
discs or warning lights or horns.
The following general items are a maintenance guide to centralized systems:
1. When a new system is installed, the application points should be pre-lubricated to
ensure a supply of lubricant for start-up.
2. Before the feeder lines are connected to the application points, the central pump
should be operated until lubricant appears at the end of each feeder line.
3. In a grease system, the grease should be brought to room temperature before
being charged to the system.
4. Never let a reservoir run dry. Air lock may result.
5. Report signs of under- or over-lubrication. Changes in feed rate may be indicated.
6. Watch whatever indicator is provided at the pump to be sure the system is working.
7. Be sure all personnel know what the horns or warning lights mean.
8. Look for crushed or bent feeder lines and broken fittings.
9. Watch for leaks at connections, plugs and indicator stems.
10. Periodically check the maximum pump pressure and the length of time it takes to
build up; report any change.
11. Periodically check the time taken to complete a lubrication cycle and report any
change.
12. Some greases are not suitable for centralized systems. Be sure the right brand is
used.
13. Be sure grease is clean. Dirt may block feeder valves. Fill the reservoir through the
fitting in the pump base, if such is provided.
14. Periodically inspect the screen at the reservoir fill connection (and any other
screens in the system) and clean, if necessary.
15. Report any change in the "feel" of manual pumping or any indication of racing in
pumps.
7.2.5 Oil Mist Systems
An oil mist system is a means of delivering oil of required viscosity from a central
reservoir to application points. It differs from other centralized systems in that the oil is
moved as a mist. Interchangeable terms, depending on the manufacturer of the
equipment, may be liquid aerosol, micro-fog, oil fog, micro-mist, power mist and so
forth.
A true oil mist is a dispersion of very small droplets of oil in smoothly flowing clean air.
The size of the droplets averages from one to three micrometers (one micrometer
equals 0.000039 inches) in diameter. In comparison, an ordinary airline lubricator
produces an atomized mixture of droplets, up to 100 micrometers in diameter, which
are suspended, temporarily, in turbulent air flowing at high velocity and pressure. In an
airline lubricating system, the air is the working media used to transmit power. In an oil

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mist system, air is used only as a low pressure carrier to transport the oil to points
where it is required.
In oil mist lubricators, oil is atomized into small droplets by low pressure compressed
air (about 206 kPa or 30 psi). These oil droplets are so small that they float in the air,
forming a practically dry mist, or fog, that can be transported for relatively long
distances in the piping system. (Normal manifold header pressures is set at 5kPa or 20
in H20). When the mist reaches the application point, it is condensed, or coalesced,
into larger particles which wet the surfaces and provide lubrication. The condensing
action can be accomplished in several ways. High speed bearings generally create
enough turbulence, in the air space immediately surrounding the moving elements, to
cause condensation. Lower speed bearings, gears and other lubricated points require
that the mist be passed through special application fittings, called re-classifiers, to
condense the oil into a heavy mist, spray or drip.
In the oil refining and petrochemical industry there has been widespread interest in
reducing operating and maintenance costs by the application of oil mist lubrication.
Design and instruction concerning the sizing of application fittings, equipment sump
method, venting, pipe sizing for oil mist distribution, and mist generator selection is fully
covered in the manufacturers engineering manuals; or contact the lubrication
engineers for guidance.
Two lubrication methods or designs are used in the industry. It is important to select
the appropriate type "Wet or Dry" sumps best suited for the application and running
environment. A "wet sump” or |purge mist" installation is one in which the oil bath level
in the pump or turbine housing is maintained at the point recommended by the
equipment manufacture. The required level is maintained by position of a vent or bottle
oiler standpipe. Oil mist provides a continuous replacement of the oil losses and
pressurizes the equipment housing to prevent entrance of contaminants or moisture. A
"dry sump” or |purge mist" installation is one in which the bath is eliminated and all
lubricating oil is deposited on the bearings or lubricated parts from the oil mist unit. As
with the wet sump method, housing pressure prevents the entrance of contaminants.
Figure 48 shows a typical oil mist system. Compressed air enters through a water
separator, a fine filter and an air pressure regulator to the mist generator. From the
generator, the mist is carried to a manifold and then to the various application fittings at
the lubricated points. As shown, there are three methods of condensing oil from the oil
mist:
1. Direct misting. Impingement velocities are high enough to cause a state of
turbulence. This causes the small droplets to contact one another and coalesce,
forming a film. In this type of application, the mist can be fed directly from the
distribution system to the lubricated points through a mist fitting, shown in the Figure.
2. Spray condensing. Gears, chains and medium to low speed rolling element
bearings may not create enough turbulence or have high enough impingement
velocities to adequately remove oil from the mist. In these cases, an application fitting
that partially condenses the mist into a spray is used.
3. Total condensing. Plain bearings, slides and ways, offering little or no opportunity
for oil condensation from the mist, are equipped with application fittings which
condense the oil mist to a liquid form, as shown in the Figure.

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Oil mist systems without heaters can handle oils with viscosities up to about 150 to 190
cSt @ 40°C (800 to 1000 SUS @ 100°F). Where a higher viscosity oil must be misted,
a heater may be installed in the reservoir and/or the incoming air may be heated. In
either case, the oil in the reservoir could be subjected to accelerated oxidation and it
should be checked periodically for signs of sludge or deposits.
Oil
Reservoir
Figure 48: Typical Mist Lubrication System. Oil is atomized in a mist generator, then reclassified, or condensed, at
the point of application.
When installing a mist system it is often necessary to provide a method of venting the
bearing housings, thus permitting air to flow through. Plain bearings and enclosed
housings of gears chains, etc., must be similarly vented.
While the manufacturer's instructions are the definitive guide to mist system
maintenance, the following general points are widely applicable:
1. A supply of clean, dry compressed air is essential to the proper functioning of an oil
mist system. The separator and filter ahead of the mist generator should be
maintained properly.
2. At the mist generator, air pressure and oil feed should be checked regularly and the
reservoir refilled when necessary.
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3. Even with good maintenance of the separator and filter, dirt may find its way into
the venturi in the mist generator. If this happens, the unit will have to be dismantled
and cleaned.
4. Where an oil heater is used, it should be checked regularly to be certain that the
proper temperature is maintained.
5. If heated air is employed, it should be checked regularly to be certain that it is not
too hot. The temperature should not exceed 80°C (175°F).
6. Vents should be inspected periodically to be sure they are open and that air passes
freely.
7. Lines should be inspected frequently to be sure they do not have any downward
loops and are not bent, crushed or broken.
8. Check around machinery for sign of stray mist. If such is present, the system could
need readjusting.
9. Whenever possible, inspect lubricated parts to be sure that a proper oil film is
present.
Oil Mist Potential Advantages

 Lower wear rate of bearings and seals
 Lower friction and energy consumption
 No contamination in gears or recirculation
 Lower maintenance costs and repairs
 Recommended for pump applications by API, 8th edition
Oil Mist Potential Disadvantages/Risks

 Risk of stray fog or mist
 Viscosity limitation
 Some additive influences (affects injectors)
 Wear debris analysis is more difficult to trend
 Occasional problems with “waxing” of re-classifier at cold temperatures
 Occasional problems with injectors being clogged with varnish and sludge
8. Lubricating Oil Compatibility

Two different oil brands may have significantly different physical and chemical
properties and are unlikely to perform identically under operating conditions. Therefore,
the mixing of different oil brands is clearly a cause for immediate concern.
If two oil brands designed for the same application have been mixed, problems with
incompatibility might develop over time. Several factors will influence the speed at
which problems develop including:
 The nature of the incompatibility itself (such as, additive incompatibility, base
stock reaction, etc.).
 The type of operation/service involved.
 The presence of other contaminants that could aggravate the situation.
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 The relative proportions of the two fluids.
Very often, the mixing of different oil brands result in a loss of solubility and/or the
responsiveness of the additive ingredients used in either of the two formulations. This
can result in a diminished effectiveness of the additives to perform as intended.
The following may happen upon mixing of two different oil brands:
 A mixture of incompatible oil brands most often forms a precipitate.
 The precipitate will form unwanted deposits (varnish/sludge, etc.) in the
lubrication system which may plug filters and oil passageways.
 The performance of mixed lubricant will reduce due to additive clashing
between incompatible lubricants.
The incompatibility leads to ineffective lubrication performance, filter blockage, varnish
formation, contamination build up and unreliable equipment performance which lead to
unplanned shutdown of equipment.
SABP-G-022 is the best practice developed to check compatibility of turbine oil which
constitutes 70% of lubricating oil consumption in Saudi Aramco, and it lubricates major
critical equipment like turbines, pumps, compressors, motors, etc. The best practice
guides to prepare test samples by blending two lubricating oil in the ratios 10:90, 50:50
and 90:10, along with samples of each new oil. For each sample, data for key
performance tests known to be impacted by incompatibility - including oxidation
resistance, air release, demulsibility, filterability and storage stability - are compared for
each blended sample with the new oil samples. For the blends to be considered
compatible, the performance properties must fall in the range bracketed by the two new
oil samples. Otherwise, further testing may be required to ascertain the degree to
which incompatibility may have occurred.
It's important to understand that even if two oils pass these compatibility tests, there's
no guarantee that the two oils will be compatible in service. Other factors, not taken
into account by lab tests - such as different blend ratios, elevated (or lower)
temperatures, degraded by-products or certain process chemical contaminants - can
all impact in-service compatibility. However, if two oils pass the lab-based compatibility
tests, the probability of in-service compatibility is much higher.
9. Tables
9.1. Temperature Conversion
Temperatures in degrees Celsius (°C) are standard throughout most of the world.
However, the Fahrenheit (°F) scale is still widely used, especially in the United States.
Table 211 is for convenient conversion. Use the center column for the known
temperature and read either to the right or the left for the conversion. For example, if
the known temperature is 120°F, and he Celsius equivalent is desired, locate "120" in
the center column and read 48.9°C in the left column. If the known is 120°C and the
Fahrenheit equivalent is desired, locate "120" in the center column and read 248°F in
the right column.

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Table 21: Temperature Conversions

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Although the international unit for viscosity, centistoke, and ISO viscosity grades are
now the industry standard, some industrial communities, notably the United States, still
use Saybolt Universal Seconds for product identification. See Table 22. Note that the
values given for SUS are only approximate, as they depend on the VI of the oil in
question.
Table 22: Viscosity Conversion Table
Approximate Viscosity Range,
Viscosity Approximate
SUS @ 210°C
Viscosity Range*
Range cSt
Grade SUS @ 100°F 95 VI 65 VI 34 VI
@ 40°C
2 1.98-2.42 32.8-34.4 - - -
3 2.88-3.52 36.0-38.2 - - -
5 4.14-5.06 40.4-43.5 - - -
7 6.12-7.48 47.2-52.0 - - -
10 9.00-11.0 57.6-65.4 34.6-35.7 34.2-35.3 33.8-34.9
15 13.5-16.5 75.8-89.1 37.0-38.3 36.4-37.8 36.0-37.3
22 19.8-24.2 105-126 39.7-41.4 39.1-40.6 38.5-40.0
32 28.8-35.2 149-182 42.9-45.0 42.0-43.8 41.4-42.9
46 41.4-50.6 214-262 47.1-49.9 45.4-47.8 44.2-46.2
68 61.2-74.8 317-389 53.0-56.9 50.3-53.4 48.6-51.1
100 90.0-110 469-575 61.4-66.9 56.8-61.0 54.0-57.7
150 135-165 708-869 74.0-81.9 66.6-72.7 62.1-67.2
220 198-242 1046-1283 90.3-101 79.3-87.6 72.6-79.5
320 288-352 1531-1878 112-126 95.7-106 86.3-95.3
460 414-506 2216-2717 139-158 116-130 104-115
680 612-748 3298-4046 178-202 145-162 127-142
1000 900-1100 4885-5994 227-257 181-204 156-175
1500 1350-1650 7385-9063 293-331 229-256 204-219
* Based on 95 VI
9.2. Viscosity Conversion (2)

In addition to the more commonly used centistoke and Saybolt Seconds, there also are
the obsolete Redwood and Engler systems of viscosity measurement. Table 23 gives
an approximate comparison. It is approximate because the Saybolt and Redwood
values shown in the table are strictly accurate only for a temperature of 38°C (100°F)
since these viscometers are affected by the test temperature. For high test
temperatures, the Saybolt and Redwood values would be increased. At 99°C (210°F),
the Saybolt values would be about 0.75% higher and at 93°C (200°F) the Redwood
values would be about 1.5 to 2.75% higher. The latter figure applies only to viscosities
above 70 cSt.
In spite of the above anomalies, the table is helpful in determining the comparative
relationships between the various systems. It is valid in converting from one viscosity
unit to another only at the same temperature. For example, 19.94 cSt at 38°C (100°F)
equals 97.5 SUS at 38°C (100°F) or 2.87 Engler degrees at 38°C (100°F).

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Table 23: Viscosity Conversion Table
Table 24 shows the principle viscosity systems in current use. To obtain any equivalent
viscosity read horizontally across the viscosity ranges shown. For example an oil of
315 SUS at 100°F is approximately 68 cSt at 40°C.

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Note: This chart is based on oils having a viscosity index (VI) of 95. The accuracy is
diminished when lower VI or very high VI oils are being considered.
Table 24: Principle Viscosity Systems

Page 147 of 178

Page 148 of 178

Page 149 of 178
Chart G.5 - curve shows absolute viscosities in Reyns and Centipoises against
temperature of a typical petroleum oil in standard ISO viscosity grades.

Page 150 of 178
Chart H – Equivalents of API for Liquids at 60°C (Liters at 59°F):

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9.3. Table of Mass (Density) of Selected Petroleum Products
This table is useful in comparing the weights of various petroleum products. The
nomenclature used is as follows:
1. kg/m3 - Kilograms Per Cubic Meter
2. m3Mg - Cubic Meters Per Megagram (1,000,000 g)
3. lb/US gal - Pounds Per US Gallon
4. bbl/tonne - Barrels (42 USG) Per Tonne (Metric Tonne; 1,000 kg)
Masses of Selected Petroleum Products:

Product kg/m3 m3/Mg lb/US gal bbl/tonne
LPG 542 1.84 4.53 11.60
Aviation Gasoline 707 1.42 5.90 8.90
Motor Gasoline 740 1.35 6.18 8.50
Paraffin Wax 799 1.25 6.67 7.87
Kerosene 812 1.23 6.77 7.75
Distillate Fuel Oil 843 1.19 7.04 7.46
Lubricating Oil 899 1.11 7.50 7.00
Residual Fuel Oil 944 1.06 7.88 6.66
Grease 998 1.00 8.33 6.30
Asphalt 1038 0.96 8.66 6.06
9.4. Mass Conversion

This table is an aid in converting between English and metric units of mass.
Mass Conversion Table:
To Convert Multiply By To Convert Multiply By

Long Tons Metric Tonnes
To Short Tons 1.12 To Long Tons 0.98421
To Pounds 2240. To Short Tons 1.10231
To Metric Tonnes 1.016 To Pounds 2204.623
To Kilograms 1016.0467 To Kilograms 1000.0
Short Tons Kilograms
To Long Tons 0.8929 To Long Tons 0.00102
To Pounds 2000. To Short Tons 0.00110
To Metric Tonnes 0.9072 To Pounds 2.20462
To Kilograms 0.00097 To Ounces 35.27397
To Metric Tonnes 0.001
To Grams 1000.
To Milligrams 1,000,000.

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Pounds Grams
To Long Tons 0.00045 To Pounds 0.00221
To Short Tons 0.0005 To Ounces 0.03528
To Ounces 16. To Kilograms 0.001
To Metric Tonnes 0.00045 To Milligrams 1000.
To Kilograms 0.45359
To Grams 453.5924
To Milligrams 453,592.4
Ounces Milligrams
To Pounds 0.0625 To Pounds 0.000002
To Kilograms 0.0283 To Ounces 0.000035
To Grams 28.35 To Kilograms 0.000001
To Milligrams 28,350. To Grams 0.001
9.5. Volume Conversions

This table is intended to simplify conversions between English and metric units.
Volume Conversion Table:

US Barrels (Bbl) Cubic Meters (m3 or kL)
To US Gallons 42. To US Barrels 6.2898
To US Quarts 168. To US Gallons 264.17
To Imperial Gallons 34.9723 To Imperial Gallons 219.97
To Cubic Feet 5.6146 To Cubic Feet 35.315
To Cubic Meters 0.15899 To Liters 1000.
To Liters 158.9873
US Gallons (USG) Cubic Feet (ft3)
To US Barrels 0.0238 To US Barrels 0.1781
To US Quarts 4. To US Gallons 7.4805
To Imperial Gallons 0.8327 To US Quarts 1.8701
To Cubic Meters 0.00379 To Imperial Gallons 6.2288
To Cubic Feet 0.1337 To Cubic Meters 0.0283
To Cubic Inches 231. To Cubic Inches 1728.
To Liters 3.7853 To Liters 28.316
Imperial Gallons(IG) Liters (L or dm3)
To US Barrels 0.0286 To US Barrels 0.0063
To US Gallons 1.2009 To US Gallons 0.2642
To US Quarts 4.8038 To US Quarts 1.057
To Cubic Meters 0.00455 To Imperial Gallons 0.220
To Cubic Feet 0.1605 To Cubic Meters 0.001
To Cubic Inches 277.42 To Cubic Feet 0.0353
To Liters 4.546 To Cubic Inches 61.026
Cubic Inches (in3)
To US Gallons 0.0043
To Liters 0.0164
To Imperial Gallons 0.0036

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9.6. Pressure Conversions
This table is an aid in the conversion of obsolete used units of pressure to SI Units and
vice versa.
Pressure Conversion Table:

Pounds Per Square Inch (psi) Kilopascals (kPa)
To mm Hg 51.71492 To mm Hg 7.50062
To in. water 27.70759 To in. water 4.01865
To kPa 6.89476 To psi 0.14504
To kg/sq. cm 0.07031 To kg/sq. cm 0.01020
To atmospheres 0.06805 To atmospheres 0.00987
Inches of Water (in. H2O) Millimeters of Mercury (mm Hg)
To psi 0.03609 To psi 0.01934
To mm Hg 1.86645 To in. water 0.53578
To kPa 0.24884 To kPa 0.13332
To kg/sq. cm 0.00254 To kg/sq. cm 0.00136
To atmospheres 0.00246 To atmospheres 0.00132
Atmospheres (atm.) Kilograms Per Square Centimeter*
To psi 14.69595 To psi 14.22334
To mm Hg 760. To mm Hg 735.55910
To kPa 101.32500 To kPa 98.06650
To kg/sq. cm 1.03323 To in. water 394.09460
To in. water 407.18940 To atmospheres 0.96784
* kg/cm2.
9.7. Power Conversions

This table is a conversion chart for the various systems used to measure power.
Power Conversion Table:

Horsepower (HP) Megawatts (mW)
To Megawatts 0.00075 To Horsepower 1341.022
To Kilowatts 0.74569 To Kilowatts 1000.
To Watts 745.69990 To Watts 1,000,000.
To BTU/s 0.70679 To BTU/s 947.8170
To Kcal/s 0.17823 To Kcal/s 239.0057
BTU Per Second (BTU/sec.) Kilowatts (kw)
To Horsepower 1.41485 To Horsepower 1.34102
To Megawatts 0.00106 To Megawatts 0.001
To Kilowatts 1.05506 To Watts 1000.
To Watts 1055.056 To BTU/ 0.94782
To Kcal/s 0.25217 To Kcal/s 0.23901
Kilocalorie Per Second (Kcal/s) Watts (W)

To Horsepower 5.61084 To Horsepower 0.00134
To Megawatts 0.00418 To Megawatts 0.000001
To Kilowatts 4.184 To Kilowatts 0.001
To Watts 4184. To BTU/s 0.00095
To BTU/s 3.96567 To Kcal/s 0.00024

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9.8. Length Conversion
This table provides conversion factors for English and metric systems of measuring
length.
Conversion Table for Length Measurement:

Miles (mi.) Kilometers (km)
To Yards 1760. To Miles 0.62137
To Feet 5280. To Yards 1098.613
To Kilometers 1.60934 To Feet 3280.8398
To Meters 1609.344 To Meters 1000.
Yards (yds.) Meters (m)
To Miles 0.00057 To Miles 0.00062
To Feet 3. To Yards 1.09361
To Inches 36. To Feet 3.28084
To Kilometers 0.00091 To Inches 39.37008
To Meters 0.91440 To Kilometers 0.001
To Centimeters 91.44018 To Centimeters 100.
To Millimeters 914.40183 To Millimeters 1000.
Feet (ft.) Centimeters (cm)
To Miles 0.00019 To Miles 0.00006
To Yards 0.33333 To Yards 0.01094
To Inches 12. To Feet 0.03281
To Kilometers 0.00031 To Inches 0.39370
To Meters 0.3048 To Kilometers 0.00001
To Centimeters 30.4801 To Meters 0.01
To Millimeters 304.801 To Millimeters 10.
Inches (ins.) Millimeters (mm)
To Yards 0.02778 To Yards 0.00109
To Feet 0.08333 To Feet 0.00328
To Meters 0.02540 To Inches 0.03934
To Centimeters 0.24300 To Meters 0.001
To Millimeters 25.4 To Centimeters 0.1
9.9. Area Conversions

This table provides conversions between English and metric units of area
measurement.
Area Conversion Table:

Square Feet (ft2) 2
Square Meters (cm )
To Square Inches 144. To Square Feet 10.76391
To Square Meters 160.09290 To Square Inches 1550.003
To Square cm 929.03040 To Square cm 10,000.
To Square mm 92,903.04 To Square mm 1,000,000.
To Acres 0.00002 To Acres 0.00025
To Hectares 0.000009 To Hectares 0.0001
Square Inches (in2) Square Centimeters (cm2)
To Square Feet 0.00694 To Square Feet 0.00108
To Square cm 6.4516 To Square Meters 0.0001
To Square mm 645.16379 To Square mm 100.

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Acres (A.) Square Millimeters (mm2)
To Square Feet 43,560. To Square Feet 0.00001
To Hectares 0.40469 To Square Meters 0.000001
To Square cm 0.010
Hectares (Ha)
To Square Feet 107,639.
To Square Meters 10,000.
To Acres 2.47105
9.10. Si Units
The Systeme International D’Unites (International System of Units), abbreviated “SI” in
all languages, is a modernized and rationalized version of the well-known metric
system.
SI Multiples and Submultiples:
Multiplication Factor Power of 10 Prefix Symbol

1,000,000,000,000 1012 tera T
1,000,000,000 109 giga G
1,000,000 106 mega M
1,000 103 kilo k
100 102 hecto h
10 101 deka da
0.1 10-1 deci d
0.01 10-2 centi c
0.001 10-3 milli m
0.000 001 10-6 micro u
0.000 000 001 10-9 nano n
0 000 000 000 001 10-12 pico p
9.11. The Cost Of Leaks

Leaks obviously are expensive, even if the lost material can be reclaimed. Air, steam or
water that is lost due to leakage seldom can be recovered; oil often can be reclaimed
but only at a substantial cost in labor and equipment. The following tables indicate how
even small leaks can result in appreciable losses.
Table S(1) relates oil leakage to volume in US gallons and value in US dollars, based
on a unit cost of $2.00 per gallon. Lower or higher unit costs can be calculated, of
course, but the intent of the table is to give some meaning to the fact that leaks cost
money. A drop is assumed to be approximately 11/64 inches in diameter, for purposes
of this calculation, and a drum is 55 US gallons.
Table S(1) - Losses From Oil Leaks

Loss in One Day Loss in One Month Loss in One Year
Leakage Rate
Gals $ Drums $ Drums $
Drop/10 sec. 0.112 0.22 0.06 6.60 0.72 79.20
Drop/5 sec. 0.225 0.45 0.12 13.20 1.44 158.40
One drop/sec. 1.125 2.53 0.62 68.20 7.44 818.40
Three drop/sec. 3.75 7.50 2.05 225.50 22.60 2486.00

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Table S(2) shows the losses resulting from piping leaks of various sizes for air, steam,
water and gas, all at representative pressures. The value of the losses can be
calculated from the unit costs of the various substances.
Table S(2) - Losses of Various Substances through Leaks

Size of
Air 100 psi Steam 140 psi Water 40 psi Gas 20 psi
Opening,
cu ft/month lbs/month gals/month cu ft/month
Inches
1/2 17,798,400 1,085,000 1,231,000 5,420,000
3/8 9,979,200 620,000 692,400 3,040,000
1/4 4,449,600 274,000 307,700 1,357,000
1/8 1,114,560 68,000 76,900 339,000
1/16 278,640 17,200 19,200 84,600
1/32 69,552 4,280 4,800 21,200
10. Terminology
ABSOLUTE FILTER RATING. The diameter of the largest hard spherical particle that
will pass through a filter under specified test conditions. This is a measure of the
largest opening in the filter element.
ABSOLUTE VISCOSITY. See VISCOSITY.
ABSORPTION. The process by which one substance draws another into itself, i.e., a
sponge absorbing moisture or an oil absorbing natural gasoline from wet gas.
ACID. In a restricted sense, any substance containing hydrogen in combination with a
non-metal or non-metallic radical and capable of producing hydrogen ions in solution.
ACIDITY. In lubricants, acidity denotes the presence of acidic constituents, the
concentration of which is usually defined in terms of an ACID NUMBER. See
Neutralization NUMBER.
ADDITIVES. Chemicals added to lubricants by lubricant manufacturers to improve
certain properties. Not to be confused with PROPRIETARY ADDITIVES which purport
to improve the product performance but which, in fact, are seldom of any value and
may be harmful.
ADHESION. As related to lubrication, the force that causes fluids to stick to or adhere
to solids.
ADSORPTION. The adhesion of an extremely thin layer of the molecules of gases,
dissolved substances or liquids to the microscopically porous surfaces of solid bodies.
Not to be confused with ABSORPTION.
AEROSOL. A suspension of fine solid or liquid particles in air or gas. Lubricant sprays
in small containers usually are aerosols.
AGMA. American Gear Manufacturers Association, one of whose activities is the
establishment and promotion of standards for gear lubricants.
AIR RELEASE. Property of lubricant which permits mixtures of lubricant and air to be
readily separated.
ALKALI. A chemical substance which reacts with an acid to form a salt plus water. All
alkalies are bases although not all bases are alkalies. Oxides and hydroxides of certain
metals are included as alkalies. Sodium hydroxide (NaOH) and potassium hydroxide
(KOH), both readily soluble in water, are examples of strong caustic alkalies. Calcium
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oxide (lime), calcium hydroxide (slaked lime), and sodium carbonate (soda ash) also
are alkalies.
AMBIENT TEMPERATURE. See TEMPERATURE.
AMPHOTERIC. Having the capacity to behave either as an acid or a base.
ANHYDROUS. Devoid of water.
ANILINE POINT. The lowest temperature at which a standard quantity of aniline is
soluble in a standard sample of a petroleum product. It is a measure of the solvency of
a hydrocarbon and the lower the aniline point, the greater the solvent action of the
material. Paraffinic lubricating oils have high aniline points, naphthenic oils have low
aniline points, and aromatic solvents are still lower.
ANTI-FOAM AGENT. An additive which inhibits the formation of foam.
ANTI-OXIDANT. Oxidation inhibitor, an additive to prevent or control the oxidation of
lubricating oil, thus preventing the formation of sludge, varnish and corrosive
compounds.
ANTI-SCUFFING AGENT. Additive to prevent damage caused by solid phase welding
between sliding surfaces.
ANTI-SIEZE COMPOUND. A material, usually grease-like, which contains graphite or
other solid material. When applied to threaded joints, especially those exposed to high
temperatures, it maintains a separating film that prevents the joints from seizing.
ANTI-WEAR AGENT. An additive which inhibits wear on rubbing surfaces.
APPARENT VISCOSITY. A term used in referring to the resistance to flow of fluids
whose viscosity varies with the rate of shear. It can be evaluated in a capillary type of
instrument where it is defined as the shear stress at the capillary wall divided by the
mean rate of shear as computed from the Poiseuille equation. It is expressed in
fundamental viscosity units at a given rate of shear.
API. American Petroleum Institute, a society organized to further the interests of the
petroleum industry. One of the Institute's activities has been the development of the
API Service Classifications for crankcase oils.
API GRAVITY. An arbitrary scale, expressing in Degrees API, the specific gravity of
petroleum products.
AQUEOUS SOLUTION. One in which water is the solvent.
AROMATIC HYDROCARBONS. Compounds of carbon and hydrogen characterized
by the presence of a benzene nucleus. Examples are toluene and xylene.
ASH CONTENT. Noncombustible residue of a lubricating oil (also fuels) determined in
accordance with ASTM D 582-also D 874 (sulfated ash). Since some detergents are
metallic (barium and calcium derivatives), the percentage of ash has been considered
to have a relationship to detergency. Interpretations can be grossly distorted, however,
for the following reasons:
 Detergency depends on the properties of the base oil as well as on the additive.
Some combinations of base oil and additive are much more effective than others.
 Detergents vary considerably in their potency, and some leave more ash than
others. Detergents have been developed, in fact, that leave no ash at all.
 Some of the ash may be contributed by additives other than detergents.

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ASHLESS DISPERSANT. A cleanliness additive for crankcase oils which does not
contain metallic compounds.
ASPERITY. A microscopic projection, as on a sliding surface, which results from
normal finishing processes. Interference between opposing asperities is a source of
friction and wear.
ASPHALT. Blackish, bituminous, thermoplastic mixture of hydrocarbons. It is normally
very viscous but may be liquefied by heat or mixing with solvents. In addition to use in
highway aggregates, it has many industrial applications, ranging from roofing to open
gear lubricants.
ASTM. American Society for Testing Materials, an organization devoted to "the
promotion of knowledge of the materials of engineering and standardization of
specifications and methods of testing." Most of the tests used in petroleum
laboratories are ASTM methods.
ATF. Automatic transmission fluid, fluids for the automatic transmissions of vehicles
and other applications. The fluids combine low viscosity (for torque converters) with
anti-wear properties (for gears). Other requirements are oxidation stability, foam
suppression, corrosion protection, high viscosity index, special frictional properties and
compatibility with normally used sealant materials.
ATMOSPHERIC PRESSURE. The pressure of air, exerted equally in all directions.
The standard pressure at sea level is 760 mm Hg, equal to 105 Pa or 14.7 psi.
AUTO-IGNITION TEMPERATURE. Minimum temperature at which a combustible fluid
will burst into flame without an extraneous ignition source. The auto-ignition
temperature assumes only enough "fuel" to form an explosive mixture in the presence
of air at atmospheric pressures. The auto-ignition temperature may vary considerably
depending upon the conditions of the test. For petroleum products the conditions are
outlined in ASTM D 2155. Auto-ignition temperature is not to be confused with flash or
fire points, which are generally a few hundred degrees lower.
BACTERICIDE. A family of additives which are included in the formulations of soluble
oils. They inhibit the growth of bacterial organisms which are promoted by the addition
of water. Properly maintained, and augmented as needed, they will prevent the
unpleasant odors which can result from bacterial infestation.
BAR. Equivalent to 105 Pa, but not an ISO designation for pressure. Also referred to
as an atmosphere. Still used to some extent.
BARREL. Unit of liquid volume of petroleum equal to 42 U.S. gallons or approximately
159 liters. Should not be confused with the 55 gallon drum.
BASE. A substance which neutralize acids, producing a salt and water. This includes
ALKALIES as well as other chemicals with similar behavior. Bases are used
extensively in the petroleum industry as caustic washes in refinery streams and as
components in additives where they tend to neutralize the weak acids formed during
the oxidation process. See also neutralization.
BASE STOCKS. Refined mineral oils, free of additives, used as a component in a
lubricant blend.
BEARING CORROSION. Chemical attack on bearing metal or on one of the metals in
a bearing alloy caused by acids evolved during chemical deterioration of the oil. The
acids may be mild organic acids from the oil itself or, more likely, the strong acids that

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result from breakdown of nitrogen or sulfur compounds, which can enter the oil from
several sources.
BENZENE (BENZOL). The initial member of the aromatic or benzene series of
hydrocarbons, having the composition C6H6.
BENZINE. A colorless, volatile, flammable liquid mixture of hydrocarbons known as
petroleum spirit and totally distinct from the aromatic hydrocarbon, benzene.
BHP. Brake horsepower, the effective or available power of a prime mover. It is the
difference between ihp, indicated horsepower, and the power lost to friction in an
engine.
BLACK OIL. Lubricant containing asphaltic materials and serving on a once-through
basis in certain non-critical applications, especially where extra adhesiveness is
desired. Widely used in mining and quarrying, etc., equipment.
BLEEDING. The tendency of a liquid component to separate from a liquid-solid
mixture, such as oil from a grease.
BLOCK GREASE. A very firm grease manufactured in block form to be applied to
certain large open bearings operating at high temperatures and slow speeds.
BLOOM. Surface color, usually blue or green, of an oil or grease when viewed by
reflected daylight at an angle of about 45°. It is associated with the absorption of
ultraviolet light and may not be visible in artificial light. (Also called fluorescence.)
BLOW-BY. The seepage of fuel and gases from the combustion chamber of an
internal combustion engine into the crankcase. It results from the high pressure
differential and can be exacerbated by incomplete combustion and loose or worn
piston rings.
BLOWN OILS. Fatty oils, such as rapeseed, whale or fish oils, which are artificially
thickened by blowing with air, thus promoting oxidation.
BODY. A loose term, usually denoting viscosity or consistency.
BOILING POINT. The temperature at which the vapor pressure of a liquid is equal to
the atmospheric pressure; the point at which the fluid begins to vaporize.
BOMB OXIDATION STABILITY. The amount of oxygen (in terms of gas pressure
drop) reacted with a grease sample under conditions prescribed by ASTM D942. It is a
measure of the oxidation resistance of the grease - the lower the pressure drop, the
less the oxygen consumed and the longer the theoretical storage life of the grease.
There is little, if any, correlation with the service life, however.
ROTATING PRESSURE VESSEL OXIDATION TEST (RPVOT). ASTM D2272 used
for testing the oxidation stability of turbine oils; see also RPVOT.
BOUNDARY LUBRICATION. A form of lubrication effective in the absence of a full
lubricant film. It is effected by additives which provide a film which is stronger than that
of the oil alone. In some instances, OILINESS AGENTS are used. These are polar
materials with an exceptionally strong affinity for metallic surfaces. For the most severe
conditions, such as heavy duty gears, EP ADDITIVES are used. These are chemicals
which modify the metal asperities to form a surface film which is easily sheared. See
Part II.
BREATHER. A term used to describe a device for the aspiration afforded to machine
housings, such as internal combustion engines and gear cases. The simplest form of
breather is a vent pipe with a screen to prevent the entry of dirt. In automobiles, there
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is a PCV (positive crankcase ventilator) valve which draws the expelled vapors from
the "breather" into the intake manifold where they are burned with the incoming fuel-air
mixture.
BRIGHT STOCK. Heavy, fully refined residuals used as lubricant blending stock.
BROMINE NUMBER. The number of grams of bromine consumed by 100 grams of a
sample when reacted under test conditions. It is used as an indication of the amount of
olefinic components in a petroleum solvent. Bromine number X 1000 equals BROMINE
INDEX. In mineral spirits or kerosene, the bromine number approximates the actual
percentage of olefins present.
BROOKFIELD VISCOSITY. The apparent viscosity of a non-Newtonian fluid and the
method for determining same. Since an apparent viscosity value holds only for the rate
of shear (as well as temperature) at which it is determined, the Brookfield viscometer
provides for the maintenance of a known rate of shear. This is accomplished by means
of a spindle of specified configuration that rotates at a known constant speed in the
fluid sample. The torque imposed by fluid friction can be measured. The average
torque reading can be converted to absolute viscosity units (centipoise) by the
application of a multiplication factor that takes rate of shear (spindle type and speed)
into consideration. See POISE, SHEAR STRESS.
BTU. British Thermal Unit, the amount of heat required to raise the temperature of one
pound of water one degree Fahrenheit at a standard temperature of 68°F and a
constant pressure of 29.92 inches of mercury (14.7 psi).
BULK MODULUS. The measure of the resistance to compressibility of a fluid; the
reciprocal of the compressibility.
BUTANE. A gaseous hydrocarbon of the paraffin series with the formula C4H10; a
liquid under high pressure, it is used in LPG (liquefied petroleum gas) and in gasoline.
BUTYL RUBBER. A synthetic rubber that is resistant to weather and heat,
characterized by low resiliency and low air-permeability. It is widely used in sealant
materials for use in the presence of lubricants.
BY-PASS FILTRATION. A system of filtration in which only a portion of the total flow of
a fluid system passes through a filter at any instant. It may also be a separate filter,
with a separate pump, operating in parallel with the main flow..
CALCIUM COMPLEX. See Complex.
CALORIE. The amount of heat required to raise one gram of water one degree
Celsius.
CARBON. A non-metallic element which is a constituent of all organic compounds. It
also occurs in many inorganic substances such as carbon monoxide, limestone, etc.
CARBON RESIDUE. The percent of coked material remaining after a sample of
lubricating oil has been exposed to high temperatures under ASTM D189 or D524. It
has been used as a measure of coke-forming tendencies but, except for roll oils and air
tool oils, it may have little significance. The conditions of the tests bear little similarity to
actual operating conditions and many consider the type of carbon formed to be of
greater importance than the quantity.
CATALYST. A substance which promotes a chemical reaction but does not become
part of it. Catalysts usually lower the activation energy required to initiate a chemical
reaction, thus permitting the reaction to proceed under milder conditions.

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CELSIUS. See TEMPERATURE.
CENTIGRADE. See TEMPERATURE.
CENTIPOISE. See VISCOSITY.
CENTISTOKE. See VISCOSITY.
CETANE NUMBER. Measure of the ignition quality of a diesel fuel, ASTM D 613. The
higher the cetane number, the better the ignition quality and the less the tendency to
knock. Higher cetane numbers indicate a shorter ignition lag and are associated with
better all-around performance in most diesel engines, especially in sensitive engines of
the high-speed type. As a rule, the higher the cetane number of a fuel, the lower the
octane number. See also CETANE INDEX, DIESEL INDEX.
CETOP. Comite European Transmission Oleo Hydrauliques et Pneumatiques, the
European Hydraulic and Pneumatic Oil Committee.
CHANNEL. To form a groove in a grease or gear oil which is too viscous to flow readily
under existing conditions. The grooves, or "channels", are cut by the motion of the
lubricated element, such as a gear or the rolling member of an anti-friction bearing. If
the material is so viscous as to preclude slump to the lubricated points, there may be a
failure. CHANNEL POINT is the temperature at which the lubricant will not slump.
CLOUD POINT.
COALESCERS. Simple and effective oil treatment devices for the separation of small
percentages of free water from turbine oils. The only rotating component is the lube oil
circulating pump; making this a most reliable method of removing water from lube oil.
COC. Cleveland Open Cup, a flash point apparatus.
COEFFICIENT OF FRICTION. The ratio of the force required to move one body over
another to the force pressing the two bodies together. The distinction to be observed is
that FRICTION defines the resistive force associated with a particular situation;
coefficient of friction defines the frictional characteristics of certain materials or
combinations of materials.
COHESION. The resistance of substances to being pulled apart by external forces.
COLLOID. A substance with particle sizes larger than molecules but small enough to
be dispersed in a stable two-phase system.
COLOR. A quality that is determined by comparing the test sample with a standard.
Color has little relationship to the quality or performance of a lubricating oil.
COMPATABILITY. The ability of petroleum products to form a homogeneous mixture
that neither separates nor is changed by chemical interaction.
COMPOUNDED OILS. Blends of petroleum oil with animal or vegetable oils (lard oil
whale oil, tallow oil, etc.). They are used where wet conditions apply and it is necessary
to combine the oil and the water. Examples are wet steam cylinders and some
compressors. Sulfurized sperm oil, once widely used in ATF and machine tool way oils,
has been replaced by synthesized materials for ecological reasons and the use of
other natural compounding is reduced each year as the applications are replaced with
more modern methods.
COMPLEX. Grease composition in which the thickener is a combination of a soap and
other components, usually a salt of a metallic material and a fatty acid or an inorganic
salt plus a complexing agent.

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CONRADSON CARBON. A method of measuring carbon forming tendency. See
CARBON.
CONSISTENCY. The degree to which a semi-solid material, such as a grease, resists
deformation, a measure of the "stiffness". See PENETRATION.
COPPER STRIP CORROSION. A test to determine the presence of sulfur compounds.
A small strip of polished copper is immersed in the fluid to be tested. It is left for a
specified period of time at a given temperature, depending on which type of product is
involved. The presence of copper will discolor the strip to a degree matching a series of
standard samples.
CORROSION. Progressive attack of metal surfaces through one of several chemical
mechanisms: rusting from water exposure, pitting from combustion and oxidation-
induced acids or pickling solutions.
CORROSION INHIBITOR. An additive for protecting lubricated metal surfaces against
chemical attack by water or other contaminants. Corrosion inhibitors may be polar
compounds that wet metal surfaces preferentially, protecting them with a film of oil.
Other compounds may absorb water by incorporating it in a water-in-oil emulsion. Only
the oil touches the metal surface; the water is displaced. Still another type combines
chemically with the metal to present a non-reacitve surface.
CRACKING. The refining process by which heavy oils are converted into low-boiling
hydrocarbons. The more stable molecules leave the system as cracked gas oil,
cracked gasoline or gas while the reactive molecules polymerize and form tar.
CRACKLE TEST. It is a quick screening test for samples suspected of water
contamination. If the test is positive, the water content can be determined by other
methods. Distillation or Karl Fisher. Audible crackling will be noted on samples
containing as little as .05 to .10 percent free water.
CRUDE. Crude, or crude oil, is a naturally occurring hydrocarbon fluid that contains
small amounts of nitrogen, oxygen and sulfur and many other impurities depending on
the source.
CUTTING FLUID. An oil, usually of petroleum origin, for cooling and lubricating the tool
and the work in machining operations. Also for grinding. Some cutting fluids are
fortified with EP agents to speed up the cutting of metals which are hard to machine,
thus improving the finish and extending the tool life. Soluble cutting fluids are
emulsifiable with water to improve cooling.
CYLINDER OILS. Lubricants for independently lubricated cylinders, such as those in
steam engines and double-acting air compressors. Also for some valves and other
elements in the cylinder area. The heavier grades are for superheated and high
pressure steam, the less heavy grades for wet, saturated steam. The latter may be
compounded. See COMPOUNDED OILS.
DEFOAMANT. An additive which reduces the foaming tendency of an oil.
DEMULSIBILITY. The measure of a lubricating oil's ability to separate from water.
DENSITY. The mass of a unit volume of a substance. Its numerical value varies with
the units used.
DEPOSITS. The type of deposit formed depends upon type of service and type of
engine. Stop-and-go service promotes sludge formation which shows up as deposits in
the crankcase and on the rocker-arm assembly and plugged oil screens and oil rings.

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High-speed, high-load, heavy-duty service minimizes sludge formation but promotes
ring zone deposits and ring sticking. Short trips promote rusting.
DERMATITIS. An inflammation of the skin. It may be caused by contact with any
number of substances, including petroleum products. Dermatitis can be prevented by
meticulous attention to personal hygiene, avoiding contact with all potentially harmful
substances and washing with soap and water immediately after any inadvertent or
unavoidable contact. Persons whose work calls for contact with petroleum products
should take special precautions to keep the exposed portions of their bodies washed
and to see that their clothing is washed after every shift.
DETERGENTS. Additives, usually of metallo-organic origin, which are soluble in
petroleum products and are used to prevent engine deposits.
DEWAXING. The removal of wax from lubricating oil stocks in the refinery.
DEXRON. A registered trademark of the General Motors Corporation covering
approved transmission fluids.
DIELECTRIC STRENGTH. The minimum voltage required to produce an electric arc
through an oil sample under controlled conditions. It is a measure of the insulating
properties of transformer and switchgear oils. A low reading may indicate
contamination, especially with water.
DILUENT. See SOLVENT.
DILUTION OF CRANKCASE OIL. A thinning of the oil caused by the presence of fuel
in the crankcase, the result of incomplete combustion, low-engine-temperature
operation, faulty injection, excessively rich fuel mixtures, worn rings, etc. Dilution can
be measured by the ASTM Method D 322, which indicates the volume percentage of
fuel in the sample. Not only is dilution detrimental to lubrication, but high dilution values
may be indicative of engine defects or improper operation.
DIN. Deutsche Industrie Norm, the German Institute for standardization.
DISPERSANT. Organic chemicals which are soluble in petroleum products and are
added to fuels and lubricants to prevent deposit formation. They function by keeping
potential deposit precursors in a suspended state, where they are more likely to be
filtered out of the oil stream and less likely to be deposited in the recesses of an
engine.
DISTILLATE. Any of a wide range of petroleum products produced by the process of
distillation, as distinct from residuals, cracked stock or natural gas derivatives.
DISTILLATION. The primary refining step, in which the crude is separated into its
various boiling range fractions in a distillation tower. The process in known as
fractionation and is a continuous thermodynamic one in which heat is applied at the
lower part of the tower and the various distillates are piped off above: gases overhead
and light fuels, solvents and lube stocks from side streams. The higher the side stream,
the lighter the fraction. Heavy materials remaining in the bottom of the tower are known
as residuals or bottoms.
DISTILLATION TEST. The method for determining the volatility characteristics of
liquids such as petroleum products which are made up of a variety of hydrocarbon
components, each with volatility characteristics different from the others. A distillation
test covers the entire range of volatility characteristics by the progressive evaporation
of a sample under conditions of controlled heating. Throughout the procedure, the

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percentage of sample evaporated is reported against the corresponding fluid
temperature and results may be expressed in a tabular or graphic form.
dN FACTOR. Also known as the "speed factor", used in conjunction with operating
temperature to help determine the proper viscosity of oil to use in a given bearing.
DROPPING POINT. The temperature at which the first drop of liquid separates when a
grease is heated under prescribed conditions.
DRUM. A standard container with a capacity of 55 U.S. gallons. The name also refers
to an open head container of similar size which holds approximately 400 pounds of
grease.
DRY GAS. A gas which does not contain the heavier fraction which are prone to
condense under normal atmospheric conditions. In the hydrocarbon series, for
example, methane and ethane are dry gases.
EHL (ELASTO-HYDRODYNAMIC LUBRICATION). A concept that considers the
effects of pressure on hydrodynamic lubrication: viscosity changes in the lubricant and
elastic deformation of the metal surfaces resulting from the pressure in the contact
area.
ELASTOMER. Material which, after having been stretched, returns to its original
dimensions. Rubber is an example.
EMPIRICAL. Depending on experience or observation alone, without regard to science
or theory.
EMULSIBILITY. The ability of an oil to emulsify with water. The oil becomes
suspended in water in the form of minute particles, an EMULSION.
ENGLER VISCOSITY. A method formerly used in Europe for expressing the resistance
to flow of a given oil.
EXTREME PRESSURE LUBRICANTS. Lubricants which impart to rubbing or sliding
steel surfaces the ability of carrying appreciably greater loads than would be possible
with ordinary lubricants, without excessive wear or damage.
FAHRENHEIT. See TEMPERATURE.
FALEX TEST. A method for determining the extreme pressure properties of oils and
greases. A rotating pin is clamped between vee blocks in such a manner that load can
be applied to the blocks. Wear can be measured by determining the width of the
contact areas or the weight loss of the pin and blocks.
FALSE BRINELING. See fretting corrosion.
FAT. A naturally occurring mixture of triglycerides. A fatty oil is a fat which is liquid at
room temperature. See COMPOUNDED OIL.
FATTY ACID. An organic acid of aliphatic structure originally derived from fats and
fatty oils.
FERROGRAPH. An instrument used to separate metal particles and contaminants
from a lubricant. It determines the size distribution and analysis of the particles
(quantitatively and qualitatively).
FDA. The U.S. Food and Drug Administration.
FIBER GREASE. Grease having a distinctly fibrous structure which is noticeable when
the grease is pulled apart. Greases having this property are reputed to resist being
thrown out of bearings or gears.

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FILLER. Any substance, such as talc, mica or various powders, which is added to
grease solely to increase the consistency.
FILM STRENGTH. The property of a film of lubricant to resist rupture due to load,
speed or temperature. See ANTI-WEAR.
FILTER. Any device or porous substance used as a strainer for cleaning fluids by
removing suspended matter.
FILTRATION. A process of removing suspended material from a liquid by passing it
through a porous medium.
FLASH POINT AND FIRE POINT.
FLOC POINT. The temperature at which the wax in a refrigeration oil separates as a
flocculent material when a mixture of 10% oil and 90% refrigerant is chilled under
standard conditions.
FOAM INHIBITOR. See DEFOAMANT.
FOAMING CHARACTERISTICS. A method of rating the foaming tendency and
stability of the foam in a lubricating oil under controlled conditions (ASTM D892).
FOLLOWER PLATE. A steel disc fitted to the top surface of lubricating grease in a
container and designed so as to follow the progressive depletion of the material. The
gravitational force thus exerted will assist in the delivery of grease to the dispensing
system.
FOUR BALL TESTS. Two test procedures based on the same principle are the Four
Ball EP Test and the Four Ball Wear Test. Three balls are clamped together to form a
cradle upon which a fourth ball rotates in a vertical axis. The balls are immersed in the
liquid being tested. The Four Ball Wear Test determines the wear-preventing properties
of lubricants operating under boundary conditions. The Four Ball EP Test is designed
to evaluate performance under much higher unit loads.
FRETTING CORROSION. Wear phenomenon taking place between two surfaces that
have an oscillatory relative motion of small amplitude (also called friction oxidation).
FREON. Registered trademark for fluids used as refrigerants.
FRICTION. The resistance to motion offered by a surface or substance as a result of
contact with another surface or substance.
FT-IR SPECTROSCOPY. Fourier Transform-Infrared Spectroscopy, measures energy
in the infrared region of the spectrum. Coupled to a computer this instrument is capable
of detecting trends in used lube oil condition over time. Able to produce rapid results
this instrument is now widely used as the principal test instrument for lube oil analysis
in many lube oil test laboratories.
FULL FLOW FILTRATION. A system of filtration in which the total flow o f a circulating
fluid passes through a filter.
FUROL. See VISCOSITY.
FZG TESTER. (Forschungsstelle fur Zahnrader und Getriebebau) A four square gear
tester which measures the load carrying capacity of a lubricating oil in a gear set for
which the load may be varied.
GALLON (IMPERIAL). Unit of liquid volume formerly used in Canada, England, and
other countries, defined as the volume of 10 pounds of water at 68 F. Now almost
entirely supplanted by metric measures.

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GALLON (U.S.). Unit of liquid volume equal to 231 cubic inches.
GAS. The vapor state of any substance, having neither independent shape nor
volume.
GAS ABSORBER OIL. Also called wash oil or scrubber oil. Oil used to recover soluble
components of a gas mixture, as in the production of benzol, in coal tar distillation, in
gas manufacture, etc.
GAS BLANKET. A layer of inert gas (usually nitrogen) lying on top of petroleum oil and
preventing contact with air. Also used in enclosed machine spaces.
GAS CHROMATOGRAPHY. A procedure for identifying and indicating the quantity of
individual components in a hydrocarbon product, usually a solvent or light distillate.
The sample is passed in gaseous form through a packed column where individual
components are adsorbed, then desorbed, in individual patterns. These patterns can
be measured and compared with standards to identify the components.
GEL. An elastic solid mixture of a COLLOID and a liquid, it possesses a yield point and
a jelly-like texture.
GRAM. A metric unit of mass and weight equal to 0.001 kilogram and nearly equal to
the mass of 1 cubic centimeter of water at its maximum density.
GRAPHITE. A crystalline form of carbon, either natural or synthetic in origin, which is
occasionally used as a lubricant, either in dry form or in a carrier such as an oil, grease
or anti-seize compound.
GRAVITY. The weight per unit volume relationship, which, with petroleum products,
may be expressed as SPECIFIC GRAVITY or API GRAVITY.
GREASE. A solid or semi-solid lubricant, consisting of a stabilized mixture of mineral,
fatty or synthetic oil with soaps or other thickeners. Other ingredients may be added to
impart specific properties..
GUM. A rubber-like, sticky deposit black or dark brown in color, which results from the
oxidation of lubricating oils or from unstable constituents in gasoline which deposit
during storage or use.
HEAT TRANSFER FLUID. A circulating medium, often of petroleum origin, which
absorbs heat in one part of a system and releases it in another.
HOMOGENIZATION. As applied to a grease, the process of intimate mixing with
intensive shearing action to obtain a more uniform dispersion.
HORSEPOWER. A method of rating mechanical work, defined as 33,000 foot pounds
of mechanical work per minute. Note that this is a rate. It must always be associated
with a time element.
HUMIDITY. Moisture (water vapor) in the atmosphere, a matter of concern in drying, air
compression and other areas of machine operation. Relative humidity, directly affected
by temperature, is a significant value to machine operators, as it gives a clear
indication of the drying effect of the atmosphere or the tendency for moisture to
condense. The lower the relative humidity, the drier the air; the higher the temperature,
the lower the relative humidity. Absolute humidity, on the other hand, is not affected by
temperature and is, therefore, more of an academic value.
HYDRAULIC FLUID. Petroleum (or water, synthetic material, emulsion, etc.) fluid
serving as a power transmission medium in a system. It acts as a lubricant only in the
pumps, motors, actuators and valves in a system.
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HYDRODYNAMIC LUBRICATION. The lubrication regime in which the shape and
relative motion of the sliding surfaces causes a pumping action to take place. The oil in
the interface then forms a liquid film with sufficient pressure to separate the surfaces,
resulting in full fluid film lubrication. See Part V.
HYDROLYTIC STABILITY. The property of a lubricant to resist deterioration caused
by chemical reaction with water.
HYDROMETER. An instrument for determining the gravity of a liquid.
HYDROPHILIC. Having an affinity for water.
HYDROPHOBIC. The opposite of HYDROPHILIC.
HYDROSTATIC LUBRICATION. A lubrication regime in which the lubricant is supplied
under sufficient pressure to separate the opposing surfaces.
HYGROSCOPIC. Same as HYDROPHILIC.
HYPOID GEARS. Special bevel gears in which the two gear-shaft axes do not
intersect. Widely used in automotive differentials, partly to lower the drive shaft.
Extreme high unit loading and sliding velocity characteristics require EP gear oils.
I.E.C. International Electrotechnical Commission.
IMMISCIBLE. See MISCIBLE.
INDUCTION PERIOD. The time period in an oxidation test where oxidation proceeds at
a relatively low rate. It ends when the rate begins to increase sharply.
INHIBITORS. Additives for the control of certain undesirable phenomena in lubricants.
See Part II.
INSULATING OIL. Also called transformer oil. a low viscosity, dehydrated and wax
free oil having good dielectric strength for use in electrical equipment. See
DIELECTRIC STRENGTH.
INTERCOOLING. An improvement in efficiency brought about by cooling air between
compression stages. Similarly, aftercooling, following the final stage.
INTERFACIAL TENSION. The force required to rupture the interface between two
phases, such as between water and a petroleum oil sample. Used as a measure of oil
deterioration.
INVERT EMULSION. A mechanical mixture of oil and water where the mixture is of
water in a continuous oil phase. Invert emulsions are used where the oil, not the water,
should contact the solid surfaces as in rust preventatives, fire resistant hydraulic fluids
etc.
ISO. Viscosity Grade.
JOULE. International unit for energy or quantity of heat or work. The symbol is J.
JOURNAL. The part of a shaft which rotates in a bearing.
KELVIN. Basic SI unit for absolute temperature, symbol K. See TEMPERATURE.
KEROSENE. Colorless, light distillate heavier than gasoline but lighter than heating
oils. Used for lighting, heating and some internal combustion engines.
KINEMATIC VISCOSITY. See VISCOSITY.
KNOCK. Also called "ping" or "engine knock" or "preignition" or "detonation". The noise
associated with the premature ignition of the fuel-air mixture in a combustion chamber.

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LITHIUM BASE GREASE. A grease soap thickener is derived from the reaction of a
fatty acid with a metal hydroxide, in this case lithium hydroxide.
LOAD CARRYING CAPACITY. A term used to describe the ability of a lubricant to
resist film rupture and protect against wear.
LOAD WEAR INDEX. See four ball test; a measure of the relative ability of a lubricant
to prevent wear under applied loads; calculated from the loads applied and corrected
for elastic deformation of the ball under static loading and for the size of the wear scar.
Formerly mean Hertz load.
LPG (LIQUIFIED PETROLEUM GAS). Fuel that is obtained by extraction from field
gas plants or as a refinery product. In contrast with natural gas, which must be piped at
nominal pressures to points of application, LPG has a low vapor pressure which
permits compression, transportation, and storage in a liquid state at ordinary
temperatures. The most common LP gases are propane and butane.
LUBRICANT. Fluid, plastic, or solid material capable of forming a friction-reducing film
between two rubbing surfaces when properly applied. Common lubricants are
petroleum oils and greases.
LUBRICITY (of an oil). A moderate load-carrying ability over and above that indicated
by its viscosity. The property can be enhanced by additive treatment. See also
compounded oil.
MACHINABILITY RATING. A percentage value assigned to a steel, which indicates
the relative difficulty with which it is machined.
MASS SPECTROMETER. Apparatus for the rapid analysis of the hydrocarbon types in
a petroleum sample.
MECHANICAL LUBRICATORS.
METAL DEACTIVATOR. An organic type of additive having the property of
suppressing the catalytic action of metal surfaces and traces of metallic debris exposed
to petroleum products. The effect is to reduce oxidation.
MIL SPECIFICATIONS. U. S. Military Specification Descriptions. For example, Saudi
Aramco diesel engine CD is qualified against MIL-L-2104C.
MINERAL SEAL OIL. A highly refined distillate, higher boiling than kerosene, which is
used as the fuel in signal lamps.
MILLIPORE FILTER. A commercial name of the manufacture of membrane filters.
Saudi Aramco uses this filter for the determination of particulates (dirt and gums) in
light and medium grade lubricants. It is a gravimetric determination in units of
milligrams per liter or parts per million.
MINERAL SPIRITS. Naphthas of mixed hydrocarbon composition and moderate
volatility, widely used for cleaning and a variety of manufacturing processes.
MISCIBLE. Mutually soluble to some practical extent. Water and alcohol are miscible;
water and petroleum oil are immiscible.
MIST LUBRICATION. A system whereby compressed air is passed rapidly across an
orifice fed by a liquid oil supply. The resulting low pressure at the orifice causes oil to
be drawn into the air stream and atomized. The oil particles thus suspended are limited
in size, resulting in a fine mist which is carried at high velocity to the points of
application. The mist is reclassified to a liquid at the point of use.

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MOLYBDENUM DISULFIDE. A chemical compound of molybdenum and sulfur which
has good lubricating properties as a solid or mixed with fluid or grease carriers. Useful
when very high temperatures and or severe load conditions apply.
MULTIGRADE (MULTIVISCOSITY, CROSSGRADE). An oil that meets the low
temperature viscosity limits of an SAE W number and the 100°C viscosity limits of a
non-W number. SAE 15W-40 is an example.
NAPHTHA. A generic term covering a range of light petroleum distillates. Included in
this classification are gasoline, kerosene, mineral spirits and a broad selection of other
petroleum solvents.
NAPHTHENIC. Having the characteristics of naphthenes, which are saturated
hydrocarbons with molecules containing at least one closed ring of carbon atoms.
NATURAL GAS. Gas occurring naturally in the earth, consisting mainly of methane but
also ethane, propane, butane and minor quantities of heavier materials.
NEAT CUTTING OIL. Non soluble cutting oil (See Part V, Section J-2).
NEUTRALIZATION NUMBER. The specific quantity of a reagent required to neutralize
the acidity or alkalinity of a lube oil sample. New oils may show one or the other as a
result of the refining method or from the characteristics of the additives used.
NEWTONIAN FLUIDS. Fluids of which the viscosity is independent of the rate of
shear. Single grade crankcase oils and most mineral oils are Newtonian fluids at
normal temperatures. Multigrade oils are non-Newtonian because their viscosity
decreases with increased shear rates. Greases, residuals and some synthetic oils also
are non-Newtonian fluids.
NLGI. National Lubricating Grease Institute. See Part III.
NON-SOAP GREASE. Greases manufactured without conventional soap bases.
These may be mineral or synthetic oils thickened with clay or synthetic materials. See
Part II.
OCTANE NUMBER. A numerical term indicating the relative anti-knock value of
gasoline.
OILINESS. Property of an oil to reduce the coefficient of friction under boundary
conditions. See COEFFICIENT OF FRICTION, BOUNDARY LUBRICATION.
OLEFINS. Unsaturated hydrocarbons which are more reactive, i.e., less stable, than
paraffins. They have the general formula CnH2n.
ORGANIC ACID. An organic compound, with acid properties, obtained from organic
substances such as animal, vegetable and mineral oils for example as fatty acid.
ORGANIC MATTER. Material derived from living organisms and consisting essentially
of carbon and hydrogen with minor amounts of other chemical elements. The analog is
INORGANIC, i.e., mineral.
OXIDATION. The process of combining with oxygen. All petroleum hydrocarbons are
subject to oxidation to some extent. In petroleum oils OXIDATION STABILITY means
that the oil resists oxidizing influences and longer service is obtained. Heat and metal
catalysts accelerates oxidation reactions.
OXIDATION INHIBITOR. Chemical added in small quantities to a petroleum product to
increase its oxidation resistance and, hence, to lengthen its service or storage life. An
oxidation inhibitor may combine with the peroxides formed initially by oxidation, thereby

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modifying them in such a way as to arrest their oxidizing influence. Or the inhibitor (a
passivator) may react with a catalyst either to "poison" it or to coat it with an inert film.
PARAFFIN. Hydrocarbon belonging to the series starting with methane. Paraffins are
saturated with respect to hydrogen. In their high molecular weight form they are solids,
such as paraffin wax; lower molecular weights are high quality lubricating oil base
stocks.
PCV. Positive crankcase ventilation system for internal combustion engines. It is
designed to provide positive scavenging of crankcase vapors and return them to the
intake system. See BREATHER.
PENETRATION. The measurement of the consistency of a grease.
PENETROMETER. The apparatus for measuring PENETRATION.
PENSKY-MARTENS. Closed cup flash point tester, commonly used to determine fuel
dilution in crankcase lubes and fuel oils.
PEROXIDE. A relatively unstable oxide containing a relatively high proportion of
oxygen; a higher oxide in which oxygen is held to be joined to oxygen, as in hydrogen
peroxide - H2O2.
PETROLATUM. A pale yellow hydrocarbon containing components of microcrystalline
wax, used in pharmaceuticals and in some types of rust preventives.
pH. A measure of alkalinity or acidity. NEUTRALIZATION NUMBER is related to the
quantity of acid or base forming materials in a solution; pH indicates their intensity.
Either or both may be used in evaluating an oil in service. pH is the common logarithm
of the reciprocal of the hydrogen ion concentration and its value runs from 0, maximum
acidity, to 14, maximum alkalinity. The midpoint, pH 7, represents neutrality. Pure
distilled water has a pH of 7.
POISE. The unit of absolute viscosity. The shear stress (in dynes per square
centimeter) required to move one layer of fluid along another (total layer thickness of
one centimeter) at a shear rate of one centimeter per second. Other viscosity
measurement methods rely on the force of gravity to supply the shear stress and, thus,
are subject to distortion by differences in fluid density. Absolute viscosity
measurements are independent of density and are directly related to resistance to flow.
POLAR COMPOUND. When a molecule exhibits electrically positive characteristics at
one extremity, negative at the other. Many additives in petroleum formulations are
polar; rust inhibitors, emulsifiers, oiliness agents, detergents, etc.
POUR POINT. Lowest temperature (deg F) at which an oil will flow, ASTM D97, a
factor of significance in cold-weather start-up.
PPM. Abbreviation for parts per million.
R & O. An abbreviation for rust and oxidation inhibited. The term is applied to highly
refined industrial lubricating oils, the most notable of which is turbine oil.
RPVOT TEST. Abbreviation of Rotating Pressure Vessel Oxidation Test. This test,
ASTM D 2272, is used to determine the oxidation stability of turbine oils. The test oil,
water and copper catalyst are placed in a bomb equipped with a pressure gauge. The
bomb is charged with oxygen and pressurized, placed in an oil bath at a constant high
temperature and rotated axially. The time for the test oil to react with a given volume of
oxygen is measured, completion of the time being indicated by a specific drop in
pressure.

Page 171 of 178
RECLAIMING: Used for conservation purposes. Reclaiming is defined as the process
which removes solids and water by simple methods but does not remove unwanted oil
soluble contaminants. End use is usually concrete form oil or fuels.
RECYCLING: For conservation purposes recycling is used to reprocess used oils
either for its original use or for a secondary use. Typical reprocessing includes
dehydration to remove water, centrifuging to remove solids and water, filtration to
remove solids, clay treatment to remove oxidation products etc., and additive
replenishment. Refer also to Rerefining and Reclaiming.
REDWOOD VISCOMETER. An obsolete method of determining lubricating oil
viscosity.
REFRIGERATION OIL. An oil for use in refrigeration compressors.
REREFINING. Used for conservation purposes. Rerefining will usually consist of a
pretreatment to remove the major portion of unwanted constituents. Distillation with
activated clay in the oil. Filtration to remove the spent clay. Rerefining can produce
base oils which can compare favorably in quality to virgin oils. They can be used in
place of 80% or more of industrial and automotive products. Refer also to Recycling
and Reclaiming.
REYN. The standard unit of absolute viscosity in the English system, expressed in the
LB Sec/in2.
RHEOLOGY. The study of the deformation and flow of matter in terms of stress, strain,
temperature and time. The rheological properties of greases are commonly measured
by PENETRATION (static state) or pumping studies (dynamic state).
RING OILER. A simple device for carrying oil from a reservoir to a bearing.
RUST INHIBITOR. An additive which protects against the formation of rust on metallic
surfaces, either by preferentially oil wetting the surfaces or by neutralizing acids. See
POLAR COMPOUNDS, OXIDATION.
RUST PREVENTIVES. Compounds which give non-permanent protection to bare
metal surfaces against the effects of moisture. They range from light oil materials to
grease-like consistencies to asphaltic, brittle shields.
SAE. Society of Automotive Engineers. The organization responsible for many U.S.
automotive and aviation standards, including the crankcase and gear oil viscosity
classifications.
SAE VISCOSITY NUMBERS. Two systems for classifying viscosities: one for
crankcase oils, the other for gear oils.
SAPONIFICATION. Conversion into soap, the process by which fats are decomposed
by the action of alkali and the first step in the manufacture of soap-based greases.
SAPONIFICATION NUMBER. A measure of the quantity of fat or fatty oil in
compounded oils, usually for the control or identification of added substances.
Uncompounded mineral oils have low saponification numbers. Cylinder oils and other
compounded oils have saponification numbers dependent on the amount of fatty
material added.
SAYBOLT FUROL SECONDS. See VISCOSITY.
SAYBOLT UNIVERSAL SECONDS. See VISCOSITY.
SHEAR. Deformation which occurs when parallel planes of a body are displaced
relative to each other in a direction parallel to themselves.
Page 172 of 178
SHEAR STABILITY. Ability of a lubricant such as a grease or a VI-improved oil to
withstand mechanical shearing without being degraded in consistency or viscosity.
SHEAR STRESS. The unit frictional force overcome in sliding one layer of fluid along
another, as in any fluid flow. The unit of measurement is dynes/cm2. For a Newtonian
fluid, at any given temperature, the shear stress varies directly with velocity or rate of
shear. The higher the viscosity of a Newtonian fluid, the greater the shear stress per
rate of shear. A non-Newtonian fluid is one in which shear stress is not proportional to
the rate of shear. It may be said to have APPARENT VISCOSITY, a viscosity which
holds only for the rate of shear and the temperature at which the viscosity is
determined.
SIGHT FLUID. The transparent liquid in a sight feed oiler through which the upward
passage of the oil drops can be observed. Since the drops follow a wire upward
through this medium, the sight fluid must be immiscible with the oil and it must be
denser. Water and glycerin often are used for this purpose.
SILICONE BASED LUBRICANTS. These are generally used for their good high-
temperature properties, but they have several other advantages. They are chemically
quite inert, repel water, non-toxic and electrically insulating. They can be obtained in a
very wide range of viscosities, but are not good boundary lubricants for steel.
SLUDGE. Insoluble material formed as a result either of deterioration reactions in an
oil or by contamination of the oil, or both.
SLUMP. A characteristic of grease to settle to the bottom of the container, an important
consideration in planning pump suction systems. See CHANNEL.
SOAP. The metallic salt of an acid derived from animal or vegetable matter, used in
the manufacture of grease. Soaps of lithium, sodium, calcium, barium or aluminum are
the principal thickeners used in greases.
S.O.A.P. Acronym for Spectrometric Oil Analysis Program. Using a spectrometer as a
vital part of a lube oil analysis program. Refer to Spectrometric Oil Analysis.
SOLVENCY (SOLVENT POWER). Ability to dissolve, to put into solution, and thus to
produce a homogeneous physical mixture like that of sugar dissolved in water. Hence
solvent, a liquid with a particularly high solvency for a certain class of substances.
Petroleum solvents are among the most common. They include: mineral spirits,
Stoddard solvent, xylene, toluene, napthas, hexane, and heptane. Solvency is related
to chemical similarity, and, for substances soluble in hydrocarbons, some petroleum
solvents have more solvency than others.
SOLVENT REFINED. A refining technique to improve the quality of base oils using
selective extraction of undesirable components by means of solvents.
SOLUBLE CUTTING OIL. A mineral oil containing additives which permit the oil to be
easily mixed with water. See EMULSION.
SPECIFIC HEAT. The ratio of the quantity of heat required to raise the temperature of
a body one degree to that required to raise an equal mass of water one degree.
SPINDLE OIL. Low viscosity, typically in the range 2.0 to 20.0 centistokes at 40°C, oil
of high quality for the lubrication of textile and machine tool spindles. It should contain
rust and oxidation inhibitors and may contain anti-wear agents to control wear during
start up.
SPECIFIC GRAVITY. See GRAVITY.

Page 173 of 178
SPECTROMETRIC OIL ANALYSIS. An oil analyzing technique using a spectrometer
to detect qualitatively and quantitatively wear and additive metals in lubricating oils.
Widely used for the analysis of lube oils is particularly useful when analyzing crankcase
oils. The main disadvantage is the inability to detect particle sizes greater than around
10 microns.
SSU. ALSO SUS. Common abbreviations for Saybolt, Seconds, Universal the
American viscosity reporting system for petroleum oils. Superseded by the ISO system.
STICK-SLIP. Erratic motion characteristic of some machine tool slideways. It is caused
by the reciprocating action, the slow speed and the fact that the starting friction is
greater than the running friction. This undesirable action usually can be controlled by
the special way oils which are used in precision machine tools.
STLE. Society of Tribologists and Lubrication Engineers. An organization founded for
the advancement of triblogy; including all aspects of lubrication. Previously known as
the American Society of Lubrication Engineers.
STOKE. The unit of kinematic viscosity. See VISCOSITY.
STRAIGHT MINERAL OILS. Oils which do not contain compounds or additives.
SURFACTANT. A surface-acting agent such as a detergent. Their molecules consist of
long hydrocarbon chains (which are insoluble in water) attached to acid groups (which
are soluble in water).
SULFATED ASH. The residue that remains after a sample of oil has been combusted
under prescribed conditions and reduced to a constant weight by heating in the
presence of sulfuric acid. It is used as a check on the amount of metallo-organic
additives present in the oil. See Part II.
SUS. Abbreviation for Saybolt seconds, Universal - See SSU.
SURFACE TENSION. The contractile surface force of a liquid by which it tends to
assume a spherical form and to present the least possible surface. It is expressed in
dynes/cm or ergs/cm2.
SYNERESIS. Loss of the liquid component from a grease, caused by shrinkage or
rearrangement of the structure. It may be due to either physical or chemical changes in
the thickener and is a form of bleeding.
SYNERGISM. A phenomenon wherein the mixed effect of two influences is greater
than the sum of the two influences acting separately.
SYNTHETIC LUBRICANTS. Those produced by chemical synthesis rather than by
extraction or refining.
TEMPERATURE. The intensity of heat measured by various scales. Water freezes at
0° Celsius (32° Fahrenheit) and boils at 100° Celsius (212° Fahrenheit). The Celsius
scale is in common use in nearly every part of the world except for the United States
which is adapting, albeit slowly. The Rankine scale is based on the Fahrenheit unit
where 0 deg R = -460°F. The Kelvin scale is based on the Celsius unit, where 0° K = -
273°C. "Centigrade" is the obsolete name for Celsius and it is the more commonly
used. See Part VII, Table A.
TEXTURE. The appearance or feel of a grease, which can be described as buttery,
fibrous, stringy, short fiber, resilient, etc.
THERMAL STABILITY. The property of a fuel or lubricant which indicates its ability to
resist cracking and decomposition when exposed to high temperatures.
Page 174 of 178
THICKENERS. Solid particles which are dispersed in a liquid to form the structure of a
lubricating grease. See SOAP and NON-SOAP.
THIN FILM LUBRICATION. See BOUNDARY LUBRICATION.
THIXOTROPY. The property, usually reversible, of some gels and greases to undergo
changes in consistency when subjected to a shearing action. Thus, the portion of a
grease in a bearing that undergoes shearing will soften during operation but generally
will return to its normal plastic state when the agitation stops.
TIMKEN OK LOAD. A measure of the EP properties of a lubricant. It uses a standard
steel roller rotating under load against a steel block. The OK Load is the heaviest that
can be carried without scoring.
TORQUE FLUID. Lubricating and power-transfer medium for industrial and automotive
torque converters. Possesses the lubricating properties required for associated gear
assemblies and is compatible with seal materials. Available in a selection of grades to
meet the specifications of different equipment manufacturers.
TOTAL ACID NUMBER (TAN). See NEUTRALIZATION NUMBER.
TOTAL BASE NUMBER (TBN). See NEUTRALIZATION NUMBER.
TOTAL SOLIDS. A centrifuge test used to determine the percent by volume or weight
of the total Insoluble material in a sample. Saudi Aramco uses a modified ASTM D893
Procedure B to determine the total finely divided material, soot gums, wear metals,
etc., suspended in a crankcase engine oil.
TRANSFORMER OIL. See INSULATING OIL.
TRIBOLOGIST: A specialist in the discipline of tribology.
TRIBOLOGY. The study of the phenomena and mechanisms of friction, lubrication,
and wear of surfaces in relative motion.
TURBINE. A machine for converting the heat energy of steam or combustion gases to
kinetic energy by action or reaction with respect to fixed and rotating blades.
TURBINE OIL. Top quality rust and oxidation-inhibited oil that meets the rigid
requirements traditionally imposed on steam-turbine lubrication. Reputable turbine oils
are also distinguished by good demulsibility, a requisite of effective oil-water
separation. Turbine oils are widely used in exacting applications for which a long
service life and dependable lubrication are mandatory. This applies to circulating
systems, compressors, hydraulic systems, gear drives, and other precision equipment.
Turbine oils are also used as heat transfer fluids in open systems, where oxidation
resistance is of primary importance. See also R & O Oils.
UNDERWRITERS' LABORATORIES, INC. (UL). A U.S. non-profit organization
devoted to the establishment and dissemination of fire prevention information,
supported by tests and specifications directed at the reduction of fire hazards.
UNSATURATED. In petroleum parlance, hydrocarbons that are not satisfied with
respect to hydrogen, such as the olefin series, ethylene and butene.
USP. U.S. Pharmacopoeia, an independent organization known for the maintenance of
pharmaceutical standards. USP white oils and petrolatums meet FDA requirements
and are suitable for internal and medicinal use.
VAPOR PRESSURE. The pressure exerted by the vapors released from a liquid at a
given temperature, in a sealed container. The vapor pressure of water at 100°C, for

Page 175 of 178
example, is one atmosphere. REID VAPOR PRESSURE is widely used as a measure
of the volatility of gasoline and is the absolute vapor pressure of a liquid at 100°F.
VACUUM DEHYDRATION. A process for removing both free and dissolved water, light
hydrocarbons. And dissolved gases in oils. This process has been used mainly on
transformer oils but is now widely accepted for reclaiming of turbine, refrigeration, seal,
and oils. It is possible to reduce soluble water to less than 20 parts per million with this
specialized equipment.
VARNISH. As applied to lubrication, a deposit resulting from oxidation and
polymerization of fuels and lubricants. It is similar to but softer than lacquer.
VISCOMETER (VISCOSIMETER). Apparatus for measuring viscosity.
VISCOSITY. The measure of a fluid's resistance to flow. Ordinarily it is expressed in
terms of the time required for a standard quantity of the fluid at a given temperature to
flow through a standard orifice. The higher the reading, the more viscous the fluid.
Since viscosity varies inversely with temperature, its value is meaningless unless
accompanied by the temperature at which it is determined.
Following are the most common viscosity measurement methods:
1. ABSOLUTE VISCOSITY, expressed in POISE. 1 P = 1 dyne second/centimeter
squared (dyn.s/cm2)
2. To avoid complex decimals, CENTIPOISE is used, being Poise X 0.01, again
expressed as dyn.s/cm2.
3. KINEMATIC VISCOSITY is most commonly used throughout the world. It is
obtained by dividing the absolute viscosity by the density of the material being
measured. The basic expression is STOKE (1 centimeter squared per second) and
the expression used in commerce is the CENTISTOKE, or cSt (0.01 Stoke). The
value of one centistoke is one millimeter squared per second (1 mm2/sec).
4. SAYBOLT SECONDS UNIVERSAL (SSU or SUS) is the number of seconds
required for 60 milliliters of oil to flow through the orifice of the standard Saybolt
Universal Viscosimeter (viscometer) at a given temperature. Standard
temperatures are 70, 100, 130 or 210°F. This measurement was widely used in the
United States although now replaced by the ISO-coherent kinematic units (cSt).
5. SAYBOLT FUROL SECONDS (SSF) are the number of seconds required for 60
milliliters of oil to flow through the orifice of a standard Saybolt Furol Viscosimeter
at a given temperature. Standard temperatures are the same as for Saybolt
Universal. The capacity of the Furol viscosimeter is approximately ten times that of
the Universal apparatus. The derivation of the word "Furol" is fuel and road oils and
it is for these that it principally is used.
6. REDWOOD STANDARD SECONDS (or REDWOOD NO. 1) are the number of
seconds required for 50 milliliters of oil to flow through the orifice of the Redwood
Standard (No. 1) Viscosimeter at a standard temperature. Redwood units formerly
were the standard measurements for viscosity in Great Britain; however, they have
been replaced by the ISO-coherent kinematic units (cSt).
7. REDWOOD ADMIRALTY SECONDS (or REDWOOD NO. 2) are the number of
seconds required for 50 milliliters of oil to flow through the orifice of the Redwood
Admiralty Viscosimeter at a standard temperature. It is to Redwood Standard as
Saybolt Furol is to Universal.

Page 176 of 178
8. ENGLER SECONDS are the number of seconds required for 200 milliliters of oil to
flow through the orifice of the Engler Standard Viscosimeter at a given temperature.
Engler values were the norm in Europe until the advent of kinematic expression.
9. ENGLER DEGREES are Engler seconds divided by the time in seconds required
for 200 milliliters of water at 20°C to flow through the orifice of an Engler
instrument. This is similar to RELATIVE VISCOSITY and SPECIFIC VISCOSITY,
both of which compare the viscosity of one fluid to that of another, usually water.
VISCOSITY INDEX. The relationship between viscosity changes of various oils with
given changes in temperature. The perfect oil, as far as viscosity is concerned, would
have constant viscosity, regardless of temperature. No such oil exists; they all are
reduced in viscosity ("thin out") with increased temperature and become more viscous
("thicken") at low temperatures. However, all oils do not react to temperature changes
in the same fashion. Some are more resistant to change than others and it is this
difference which is represented by VI, or viscosity index. Oils which change the least
have "high VI" and oils which change the most have "low VI".
VISCOSITY INDEX IMPROVER. Additives which improve the VI of an oil, make it less
susceptible to viscosity change with temperature. These usually are long chain
polymers and the more modern examples are relatively resistant to shear. Typical
applications are multigrade engine oils, 20W- 50 for example and high VI hydraulic oils.
VISCOUS. Possessing viscosity, frequently used to imply high viscosity.
VOLATILITY. The relative ease with which a liquid is converted into a vapor state. See
VAPOR PRESSURE.
WATER. Several methods are used for determining the amount of water in a petroleum
product:
1. Bottom Sediment and Water (BS&W). A gross method to determine the presence
of large quantities of water or other contaminants.
2. Water by Distillation. Used to measure small amounts of water, measured in water
percent volume.
3. Water by Karl Fischer Method. The most accurate, but most time-consuming,
method for quantitatively measuring small quantities of water, measured in parts
per million.
4. Dielectric Strength. Used to determine the presence of minute quantities of water in
insulating oils, measured as the voltage required to cause a spark to pass between
two plates immersed in the oil to be tested. If water is present, the voltage will be
lower but the method does not provide a quantitative value.
WAX. Petroleum waxes, from petroleum crudes, are produced directly (paraffin) or as
by-products of lube oil manufacture (slack wax, scale wax).
WAY LUBRICANT. Special oil for use on machine tool ways. See STICK-SLIP.
WEAR. The attrition or rubbing away of the surface of a material as a result of
mechanical action.
WET GAS. Gas, occurring naturally or produced by some refinery processes, that
contains recoverable gasoline fractions.
WETTING AGENT. A polar compound which has the property of modifying the
characteristics of the contact between a liquid and a solid surface to promote more

Page 177 of 178
rapid and complete wetting of the surface. They are used in rust inhibitors, detergents
and other additives. See POLAR COMPOUND.
WHITE OIL. Highly refined oil, practically colorless. See USP WHITE OIL.
ZDP AND ZDDP. Initials for zinc dialkyl dithiophosphate, which is widely used as an
extreme pressure agent in motor oils to protect heavily loaded valve train mechanisms
(particularly the chamshaft and cam followers), from excessive wear; also used as an
anti-wear agent in hydraulic fluids and certain other applications. ZDDP is also an
effective oxidation inhibitor. Oils containing ZDDP should not be used in engines or
hydraulic pumps and motors containing silver bearings.
Table 25: Lube Oil Sampling Frequency or Various Types of Equipment

Interval Between Samples
(Months)
Equipment Type Driver Lube System
 Normal  Low
Usage Usage
Gas Compressors Motor or Gas/Steam Combined Lube & Seal Oil
3 ~~
Centrifugal & Axial Turbine Separate Lube & Seal Oil
Gas Compressors Motor or Steam
~~ 3 6
Reciprocating Turbine
Centrifugal Pumps Motor or Gas/Steam Separate Pump Lube Oil Skid
 3 6
Turbine Common Lube Oil Skid
Refrig. Compressor
~~ ~~  3 6
Rotary and Recip.
Air Compressors
~~ ~~ 3 6
Rotary and Recip.
Diesel Engines  250 Hours
~~ ~~ 6
or 3 Months
Aircraft Type
Gas Turbines and ~~ ~~ 1 4
Hydraulic Starters
Voith Couplings
~~ ~~ 3 6
Variable Speed
Marine Gearboxes ~~ ~~ 6 12
Transmissions and
~~ ~~  6 12
Hydraulic Systems
Fin Fan Gearboxes ~~ ~~ 6 12
 Normal Operations defined as consistently greater than 180 hours per month.
 Low Usage defined as consistently less than 120 hours per month.
 Check for water monthly if steam turbine driven. (Also, for pumps check for water monthly if pumped product is water ).
{Use local laboratory where ever possible.}
 Check for moisture monthly. {Use local laboratory where ever possible.}
 Which ever comes first.
 For E-W Pipeline Bingham mainline pumps monitor viscosity and flash monthly.
 Sample every 3 months for jack-up barges’ main hydraulic systems.

Page 178 of 178

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Saudi Aramco: Company General Use

These points are worth remembering:

2. Physical and Chemical Characteristics of Lubricants

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Common Mineral Oil Molecules

Parameter Group I Group II Group III Group IV Group V

Saudi Aramco: Company General Use

VI > 80 < 120 > 80 < 120 > 120

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

3. Lubricant Classification Systems

Saudi Aramco: Company General Use

3.1.2 API (American Petroleum Institute) Service Classification

Saudi Aramco: Company General Use

Saudi Aramco: Company General Use

Table 2: SAE Gear Oil Viscosity System – J306

SAE Viscosity Maximum Temperature for

Saudi Aramco: Company General Use

3.2.2 AGMA Lubricant Numbers

Saudi Aramco: Company General Use

3.2.3 DIN (Deutsches Institut für Normung) Standards

Saudi Aramco: Company General Use

NLGI Worked penetration after Appearance

NLGI Grease Service Classification

4. Saudi Aramco Specifications for Lubricants

Saudi Aramco: Company General Use

ISO VG 32 : 28.8 - 35.2 cSt

Saudi Aramco: Company General Use

Fill date and location

2. 26-SAMSS-046: Machinery Oils 150, 220, 320 & 460

3. 26-SAMSS-047: Automotive Gear Lube 85W140

4. 26-SAMSS-048: Gear Lubes EP 100/150/220/320/460/1000

Fill date and location

5. 26-SAMSS-050: Automatic Transmission Fluid III

Fill date and location

6. 26-SAMSS-051: Hydraulic Oils AW 32 and 68

Fill date and location

7. 26-SAMSS-052: All Purpose Grease EP 1

Saudi Aramco: Company General Use

Fill date and location

8. 26-SAMSS-053: All Purpose Grease EP 3

Fill date and location

Saudi Aramco: Company General Use

9. 26-SAMSS-054: Ball Bearing Grease 2

Fill date and location

10. 26-SAMSS-055: Gear Coupling Grease 1

Saudi Aramco: Company General Use

Fill date and location

11. 26-SAMSS-056: Diesel Engine Oils

Diesel Engine Oil SAE 40:

Diesel Engine Oil SAE 15W-40:

Saudi Aramco: Company General Use

Diesel Engine Oil EMD