Lubeoil Manual

Saudi Aramco Lubrication Manual
Responsible Committee: Rotating Equipment 31 March, 1999
Saudi Aramco DeskTop Standards

Table of Contents
Covering Letter.................................................... 2
Part I - Introduction.............................................. 9
Part II - Physical And Chemical
Characteristics Of Lubricants........... 14
Part III - Lubricant Classification Systems.......... 27
Part IV - Saudi Aramco SAMS 26 Lubricants..... 36
Part V - Guide To Equipment Lubrication.......... 85
Part VI - Oil Inspection, Analysis And
Conditioning................................... 161
Part VII - Storage, Handling And
Application Of Lubricants............... 177
Part VIII - Tables And Glossary Of Terms..….. 200
Part IX - Brand Comparisons....................….... 249
Part X - Attachment: OCM Program..........…... 255
Previous Issue 23 April, 1993 Next Planned Update: 1 April, 2002

Revised paragraphs are indicated in the right margin Page 1 of 255
Contact Person: R.E. Robins on 873-0498
Document Responsibility: Rotating Equipment
Issue Date: 31 March, 1999 Saudi Aramco Lubrication Manual
Next Planned Update: 1 April, 2002
COVERING LETTER
To All Users of the Lubrication Manual:
This Manual replaces the issue of April 23, 1987, in its entirety. The old Manual is now obsolete
and should be destroyed.
The intent of this book is to provide field operators with a guide to lubricants and lubrication,
especially as practiced in the Saudi Aramco system. Herein you will find convenient references to
the questions most frequently asked and the lubrication problems most frequently encountered.
Many things clearly are beyond the scope of this Manual. When questions arise which are not
covered, they should be referred to the Lubrication Engineers of the Consulting Services
Department. It is their function to provide guidance in all matters related to equipment
lubrication and lubricants.
In the past, confusion existed in the field from the use of oil company brand names, many of
which were confusing in themselves and others of which simply did not follow a consistent
pattern. The Saudi Aramco Material System (SAMS), Class 26 designations for lubricants, were
developed to ease this confusion. Properly used, they should help eliminate errors in ordering,
misapplication in the field, machine damage and product waste. The reader should recognize that
SAMS 26 covers chemicals and fuels, in addition to lubricants. This manual refers only to sub-
classes 001 to 011, lubricants and allied products.
Special attention is directed to Section C of Part VI and Part X which is devoted to the Saudi
Aramco Oil Condition Monitoring Program. This program was introduced in 1983 to supplement
conventional lubricant maintenance practices. It has been highly successful, identifying equipment
problems in time to prevent failures and unscheduled shutdowns.
Other lubrication-related subjects, covered in the earlier editions of the Lubrication Manual, are
updated in this version. The changes reflect new equipment, revised maintenance procedures and
modern technology.
The Lubrication Engineers, as part of their ongoing responsibility, will issue new or revised pages
for this book, as they are required. Comments and suggestions from users of the Manual are
encouraged and welcome.
Sincerely,
ORIGINAL SIGNED BY
Manager,Consulting Services Department
Page 2 of 255
DETAILED TABLE OF CONTENTS
PART I - INTRODUCTION
A. The Need For Lubrication

1. In General
2. As Applied to Saudi Aramco
B. Role of the Lubrication Engineer
C. How To Use The Manual

1. Equipment Oriented Information
2. Lubricants and Lubrication
3. General Information
PART II - PHYSICAL AND CHEMICAL CHARACTERISTICS OF LUBRICANTS
A. History and Sources of Lubricants
B. Properties of Lubricating Oils

1. Density (Gravity)
2. Flash And Fire Points
3. Pour, Cloud And Floc Points
4. Viscosity
5. Viscosity Index
6. Sulphated Ash
7. Demulsibility
8. Foam Characteristics
9. Air Separability
10. Total Acid Number (TAN)
11. Total Base Number (TBN)
12. Corrosion Rating
13. Oxidation Resistance
14. Rotating Bomb Oxidation Test (RBOT)
15. Dielectric Strength
C. Properties of Greases
1. Penetration
2. Dropping Point
3. Structural Stability
4. Oxidation Stability
Page 3 of 255
D. Additives for Lubricants

1. Pour Point Depressants
2. Viscosity Index Improvers
3. Defoamants
4. Emulsifiers
5. Anti-Oxidants
6. Corrosion Inhibitors
7. Detergent/Dispersants
8. Anti-Rust Compounds
9. Anti-Wear And Extreme Pressure Additives
E. Proprietary Additives
PART III - LUBRICANT CLASSIFICATION SYSTEMS
A. Automotive Lubricants
1. SAE (Society of Automotive Engineers) Crankcase Viscosity Grades
2. API (American Petroleum Institute) Classification System
3. CCMC (Comite des Constructeurs d'Automobiles du Commun) Approvals
4. API Gear Oil Viscosity Grades
5. SAE Viscosity Classifications For Gear Oils
6. Automatic Transmission Fluids Classifications
B. Industrial Lubricants
1. ISO (International Standards Organization) Grades
2. STLE (Society of Tribologists and Lubrication Engineers)
Standards For Machine Tools
3. AGMA (American Gear Manufacturers Association) Lubricant System
C. Greases
1. NLGI (National Lubricating Grease Institute) Classification System
PART IV - SAUDI ARAMCO SAMS 26 LUBRICANTS
A. Graphic Guide to Saudi Aramco SAMS 26 Catalogue Numbers for Lubricants
B. SAMS 26-001 Circulating Oils, Turbine Oils
C. SAMS 26-001 Circulating Oils, Machine Oils
D. SAMS 26-002 Gear Lubricants, Auto Gear Lube140
Page 4 of 255
E. SAMS 26-002 Gear Lubricants, Gear Lube 90
F. SAMS 26-003 Gear Lubricants, Gear Lubes EP
G. SAMS 26-003 Power Transmission and Hydraulic Oils, Transmission Oil D-II
H. SAMS 26-003 Power Transmission and Hydraulic Oils, Hydraulic Oil AW 68
I. SAMS 26-004 Greases (All Purpose Greases EP 1 and EP 3, Ball

Bearing Grease 2, Polyethylene Grease 1 (Coupling Grease)
J. SAMS 26-004 Greases, Rack and Pinion Grease
K. SAMS 26-004 Greases, High Temperature Grease
L. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil CD
M. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil 15W/40
N. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil EMD
O. SAMS 26-005 Engine and Combustion Turbine Oils, Gas Turbine Oil 32
P. SAMS 26-005 Engine and Combustion Turbine Oils, Synthetic Gas Turbine Oil 5
Q. SAMS 26-005 Engine and Combustion Turbine Oils, Diesel Engine Oil SAE 50
R. SAMS 26-006 Insulating and Refrigeration Oils, Insulating Oil
S. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil WF 68
T. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil HFC-134a
U. SAMS 26-007 Preservative Oils, Penetrating Oil
V. SAMS 26-007 Preservative Oils, Rust Preventive
W. SAMS 26-007 Preservative Oils, Open Gear and Wire Rope Lubricant
X. SAMS 26-007 Turbine Oil Vapor Space Inhibitor
Y. SAMS 26-008 Metal Working Fluids, General Purpose Cutting Oil
Page 5 of 255
Z. SAMS 26-008 Metal Working Fluids, Heavy Duty Cutting Oil
AA. SAMS 26-008 Metal Working Fluids, Soluble Oil
BB. SAMS 26-008 Metal Working Fluids, Honing Oil
CC. SAMS 26-008 Metal Working Fluids, Synthetic Grinding Fluid
DD. SAMS 26-008 Metal Working Fluids, Way Oil
EE. SAMS 26-009 Valve Lubricants
FF. SAMS 26-010 Instrument Lubricants
GG. SAMS 26-011 Special Lubricants - Solids
HH. SAMS 26-011 Special Lubricants - Anti-Seize
JJ. SAMS 26-011 Special Lubricants - Miscellaneous
PART V - GUIDE TO EQUIPMENT LUBRICATION
A. General Practices
B. Bearings
C. Gears
D. Gas Turbines
E. Steam Turbines
F. Compressors
G. Pumps
H. Electric Motors
I. Other Electrical Equipment
J. Machine Tools
Page 6 of 255
K. Hydraulics
L. Flexible Couplings
M. Valves
N. Internal Combustion Engines
O. Mobile Equipment (Except Engines)
P. Marine Equipment (Except Engines)
Q. Miscellaneous Equipment
R. Preservation of Idle Equipment
PART VI - OIL INSPECTION, ANALYSIS AND CONDITIONING
A. Quality Control
B. On-Site Lubrication System Maintenance
C. Oil Condition Monitoring (OCM)
PART VII - STORAGE, HANDLING AND APPLICATION OF LUBRICANTS
A. Storage and Handling (Including Safety)
B. Oil and Grease Application Methods
PART VIII - TABLES AND GLOSSARY OF TERMS
A. Temperature Conversion
B. Viscosity Conversion (1)
C. Viscosity Conversion (2)
D. Viscosity Equivalents - Chart
E. ASTM Standard Viscosity Temperature Chart (ISO VG. 32, 46, and 68 Turbine Oils)
Page 7 of 255
F. ASTM Standard Viscosity Temperature Chart

(ISO VG 150, 320 and 460 Machinery Oils)
G. Viscosity - Temperature Chart (Absolute Viscosity - Reyns and Centipoises)
H. Equivalents of A. P. I. Gravity for Liquids at 60 °F
J. Table of Mass - Petroleum Products
K. Mass Conversion Table
L. Volume Conversion Table
M. Pressure Conversion Table
N. Power Conversion Table
P. Length Conversion Table
Q. Area Conversion Table
R. SI Multiples and Submultiples
S. The Cost of Leaks
T. Glossary of Terms
PART IX - BRAND COMPARISONS
PART X - Attachment: OCM PROGRAM
Page 8 of 255
PART I - INTRODUCTION
A. The Need For Lubrication
Without lubrication, there is no efficient work -- wheels don't turn efficiently, pistons don't
move efficiently in their cylinders, shafts don't rotate efficiently in their bearings. For that
matter, knees and elbows don't bend efficiently unless they are lubricated. It isn't that
these mechanisms will not function without lubrication. They will, but only at tremendous
cost. Vast amounts of energy would be required and wear rates would be accelerated
beyond all reasonable levels. The right lubricants, properly applied, make the difference,
whether in human joints or in mechanical devices.
In Saudi Aramco operations, conditions are exacerbated. The high ambient temperatures
and persistent airborne abrasive sand combine to create an atmosphere distinctly hostile to
machines. These conditions make it more difficult for lubricants to function and, at the
same time, more essential that they do.
This Manual and it's predecessor editions all have been written for a series of very
important purposes: to provide the kind of guidance which is needed to assure that the
function of lubrication is understood, that the requirements of individual machines are
recognized and that the lubricants themselves are familiar to the end users.
To understand lubrication, one must first understand friction. Friction is a physical force
without which life could not continue. Without the force of friction between the soles of
our shoes and the ground, we could not walk. Without friction, trains and automobiles
could not run, ships could not sail and hills would slide down into valleys. Yet, as
important as friction is to our lives, it is a major detriment to the operation of machinery.
Friction develops heat and heat is a form of energy. When two surfaces in a machine are
brought into moving contact, some of the energy involved in the movement is converted
to heat and, as a result, power is lost. Friction in machines is an obstacle to be overcome.
For purposes of this brief explanation, we will look at two types of friction: "dry" (or
"solid") and "fluid". In the first, imagine two perfectly dry metal surfaces, one upon the
other. The force required to move one over the other is not hard to picture and results
from this "dry" friction. Now, imagine that a film of lubricating fluid has been introduced
between the surfaces. They move more readily but, even though the surfaces are
separated, friction is still present and energy is dissipated. This is "fluid" friction, as
opposed to "dry" friction.
Page 9 of 255
Another differentiation separates "rolling" friction and "sliding" friction. The first is
demonstrated by a ball rolling on a table or a roller bearing in a race. The second can be
pictured as a ship sliding down the launching ways or a piston moving up and down in a
cylinder. The effort required to overcome "sliding" friction is greater than for "rolling"
friction; "fluid" friction requires less energy than either.
All metal surfaces, no matter how smooth they may feel, are, in fact, quite rough when
examined under a microscope. There they show pronounced asperities, tooth-like peaks
and valleys, which cause the surfaces to resist when one is moved counter to the other. In
practice, when sufficient force is applied, the high points weld, one to the other, and are
literally torn away. This is wear -- wear achieved at a very high cost in energy. When a
lubricant is interposed between the surfaces, they are separated and there is no contact,
thus no wear. Friction still is present but only as fluid friction. Figure 1 shows this
condition graphically, as it relates to a plain bearing. Heavy rubbing is present at Point A;
at B, the harder shaft material breaks off sections of the softer bearing material; at Point C,
there is welding of surface asperities, followed by weld breakage; Point D represents the
introduction of a lubricating film, separating the metallic surfaces and permitting free
movement. There is still friction present but it is fluid friction.
More lubrication fundamentals will be covered in succeeding sections of this Manual and
the Glossary at the end is a reference to the terminology used in the science of lubrication.
However, for purposes of establishing a basic familiarity with the subject, these points are
worth remembering:
1. All moving elements of machinery require lubrication.
2. The selection of the proper lubricant grade and type depends on speed, load and
temperature and is based on a series of technical calculations.
3. The basic descriptive property of fluid lubricants is "viscosity" -- high numbers

mean heavier or thicker, low numbers mean lighter or thinner.
4. The basic descriptive property of greases is "penetration" -- a high penetration

number means the grease is softer or more fluid, low numbers mean it is harder or
less fluid.
5. Additives are used by manufacturers of lubricants to impart specific properties to

their products. So-called "proprietary additives" added to oil already in service in
machinery and claiming to reduce friction or otherwise improving the lubricant,
are seldom of any value.
Page 10 of 255
6. 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.
7. The best lubricant cannot serve its function unless it reaches the part to be
lubricated, is kept clean and at the proper temperature. It must be replaced when
chemical changes occur or heavy contamination loads accumulate, rendering it
unfit for further service.
Earlier, mention was made of the adversity of the climatic conditions under which Saudi
Aramco equipment must operate. Other actors compound the problem. For example,
sheer numbers: there are thousands of items of equipment, of many types, ranging from
small pumps to gas turbines, all of which require lubrication. This equipment is spread
over thousands of miles and accessibility can be limited. Costs are high because many
items must be purpose-built, or modified, to contend with the local conditions. Since most
heavy equipment is imported, there are both time and cost penalties. The sum of these
negative influences is a greater than normal reliance on proper maintenance -- and that
starts with lubrication.
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.
Page 11 of 255
B. The Role of the Lubrication Engineer
Much of the responsibility for this maintenance function belongs to the Lubrication
Engineers. Their duties include the following:
1. Choosing the fewest lubricants needed to properly care for the requirements of
Saudi Aramco equipment. They are responsible for the implementation of the
SAMSS Class 26 lubricant specifications, a fully rationalized product line.
2. Providing lubrication instructions and interpreting manufacturer's

recommendations to conform to Saudi Aramco conditions.
3. Recommending lubricating system designs and issuing product application advice.
4. Investigating equipment failures and related problems.
5. Providing lubrication-related training guidance and assistance.
6. Maintaining the Oil Condition Monitoring Program (OCM), providing

interpretation of laboratory findings, recommending corrective actions and
assessing system effectiveness.
7. Establishing and monitoring lubricant quality control procedures and assessing

product performance.
8. Advising on lubrication organization, wherein Lubrication Schedules prepared by

Saudi Aramco Plants or contractors for each piece of equipment in each plant are
reviewed by the Lubrication Engineers.
9. Providing advice to plants on such items as lubricant storage and handling,

disposal of obsolete stocks, used product disposal and product safety.
In addition, they are in continuing contact with the suppliers of lubricants and equipment,
assuring continuity and correctness of lubrication-related information.
Equipment operators should be aware of the Lubrication Engineers and their functions,
calling upon their services as needed.
Page 12 of 255
C. How To Use The Manual
The following comments will provide guidance in the use of this Manual:
1. Part V is equipment oriented, a Guide to Equipment Lubrication. It contains basic

lubrication instructions by equipment type or machine element.
2. Parts II and IV are lubricant oriented. Part II, Physical and Chemical
Characteristics of Lubricants, is somewhat general. Part IV, on the other hand, is
specifically a guide to Saudi Aramco lubricants.
3. Part III is a reference section, containing the most common of the various lubricant
classification systems.
4. Part VI deals with quality control, Oil Condition Monitoring, as practiced in Saudi
Aramco operations, and other lube system maintenance techniques.
5. Part VII covers Storage, Handling and Application of lubricants.
6. Part VIII is a Glossary of terms used in the science of lubrication and a series of
conversion tables.
Page 13 of 255
PART II - PHYSICAL AND CHEMICAL CHARACTERISTICS OF LUBRICANTS
A. HISTORY AND SOURCES OF LUBRICANTS
The need for lubrication was recognized early in the history of man. Sometime before
1400 BC the Egyptians are known to have used naturally occurring fats and oils, derived
from animal or vegetable sources, to lubricate wheels and other moving parts. This
practice continued until the mid-1800's, when petroleum oils were first determined to have
lubricating potential. Because manufacturing processes were easier to control, the so-
called mineral oils, obtained by refining crude oil, gradually replaced the fats and vegetable
oils. An additional benefit was a naturally greater resistance to deterioration.
The 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. These crudes vary
widely in composition: some are light colored and consist mainly of gasoline while others
are black and nearly solid asphalts. Not all crudes are suitable for lubricant manufacture.
There are several reasons for this:
1. 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, even though they may have superior lube-related qualities, will be
uneconomical and end up mixed in the refinery streams.
2. 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.
3. The crude oil must be responsive to available refining processes. It would be

uneconomical to have to tailor processes to individual crudes.
4. 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 universally accepted system for classifying crude oils, for purposes of
a lube oil discussion it is sufficient to consider only three types:
1. Naphthenic, which produces a base stock of low wax content, making it more
suitable for low temperature use. However, naphthenic oils have lower viscosity
indices, i.e., they tend to thin out more at higher temperatures. Also, they do not
have as much resistance to deterioration as the second type.
Page 14 of 255
2. Paraffinic, having largely opposing characteristics, i.e., higher wax content, greater
stability and resistance to deterioration. They have higher viscosity index, i.e., less
tendency to thin out with increasing temperature.
3. Mixed crudes, with varying mixtures of the above types.
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, that 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. This is
followed by solvent treating. The solvents most commonly used are furfural and phenol
and they perform the function of removing impurities from the raw base stock. The result
is improved color, stability and odor.
Petroleum waxes are present in most lubricating oil fractions and cannot be separated from
the oil by distillation. Crystalline paraffin wax is present in the lighter lubricating oil
distillates and other types are in the residuals. Since high-wax content oils will not flow at
moderate or low temperatures, it is necessary that most of the wax be removed. The
process used in most cases is another solvent treatment, in this case, usually, methyl-ethyl
ketone.
High quality lube base stocks are decolorized by treatment with naturally occurring clays
which adsorb the color agents which are composed of particulate impurities. Other steps
which may be taken are hydro-finishing, hydro-treating, or catalytic hydro-dewaxing, all of
which use contact with hydrogen, under controlled conditions, to remove undesirable
material from the base stock.
All of these processing measures are for the purpose of producing a lubricant base stock
of the highest quality, one which will possess inherent natural resistance to deterioration.
Additives are used to enhance the natural qualities and will be discussed in greater detail
later.
Page 15 of 255
B. PROPERTIES OF LUBRICATING OILS
The following list is made up of tests which 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, in and of themselves, indicators of
performance. Saudi Aramco laboratory reports and Saudi Aramco specifications,
generally are based on these ASTM (American Society for Testing and Materials) tests
which are more or less standard throughout the world.
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 °C or 60 °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, 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. Flash and Fire Points -- These 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.
a. The flash point of an oil is 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.
b. The fire point is the temperature at which the oil releases a concentration of
vapors sufficient to support continued combustion.
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.
Page 16 of 255
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.
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 viscosimeter (or 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
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.
Page 17 of 255
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 and allowed to flow. The time in seconds for it to
pass from upper line to the lower line is recorded and converted to kinematic
viscosity.
Page 18 of 255
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 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.
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.
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.
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.
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.
Page 19 of 255
10. Total Acid Number (TAN) or 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.
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.
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.
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 Bomb Oxidation Test
(RBOT), 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 Oil Condition
Monitoring Program (OCM). The RBOT 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.
14. RBOT (Rotating Bomb Oxidation Test): Test method ASTM D 2272. Measures
the time in minutes for the test oil to react with a given volume of oxygen. Refer,
also, to B-13 above and in Part VIII Glossary.
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.
Page 20 of 255
C. PROPERTIES OF GREASES
Grease is defined as: "A solid to semi-fluid product of dispersion of a thickening agent in a
liquid lubricant. Other ingredients imparting special properties may be included." 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:
1. Provide adequate lubrication to reduce friction and to prevent harmful wear of

bearing components.
2. Protect against corrosion.
3. Act as a seal to prevent entry of dirt and water.
4. Resist leakage, dripping or throwoff from the lubricated surface.
5. Resist objectionable change in structure in use.
6. Not stiffen excessively in cold weather.
7. Be compatible with seals and other materials of construction.
8. 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 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.
Page 21 of 255
The principal properties of greases are these:
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 6, Part III, following.
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.
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.
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 22 of 255
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 penetration.
Page 23 of 255
D. 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. In practice today, the two categories overlap in that the 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:
1. Those which protect the lubricated surfaces, e.g., extreme-pressure (EP) agents,
rust inhibitors.
2. Those which improve lubricant performance, e.g., viscosity index improvers or

pour point depressants.
3. Those which protect the lubricant itself, e.g., anti-oxidants.
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.
Page 24 of 255
Some of the most commonly used additives are the following:
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. 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.
3. Defoamants -- Used to minimize foaming, these additives are most commonly

silicone polymers or polyacrylates, added in minute quantities to oil blends.
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.
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.
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 usually are materials which either form an absorbed film on
the metal or become chemically bonded to it.
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.
Page 25 of 255
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.
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.
E. 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. The problem is that they seldom
work. 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.
Page 26 of 255
PART III - LUBRICANT CLASSIFICATION SYSTEMS
There have been many lubricant classification systems developed and promoted over the years.
They have come from governmental bodies, industrial organizations, trade groups and technical
societies. It would be of no value to try and list all of them here as most have come and gone and
are now obsolete. Some, still in restricted use, have not been included because of limited
relevance and interest in Saudi Aramco operations. Those shown below are the most commonly
used and are internationally accepted.
The purpose of classification systems is to provide end users with ready references to lubricants.
In most cases, they refer to viscosity or to end use category and only rarely is there any quality
connotation.
A. AUTOMOTIVE LUBRICANT CLASSIFICATIONS
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.
Page 27 of 255
TABLE 1 - SAE VISCOSITY GRADES, ENGINE OILS
SAE J 300
SAE Viscosity Viscosity @ Borderline Viscosity @

Grade Temp. (°C) Pumping Temp. 100 °C
P °C cSt
Max. Max. Min Max.
OW 3250 @ -30 -35 3.8 -
5W 3500 @ -25 -30 3.8 -
10W 3500 @ -20 -25 4.1 -
15W 3500 @ -15 -20 5.6 -
20W 4500 @ -10 -15 5.6 -
25W 6000 @ -5 -10 9.3 -
20 - - 5.6 <9.3
30 - - 9.3 <12.5
40 - - 12.5 <16.3
50 - - 16.3 <21.9
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
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.
SB -- For minimum duty gasoline engine service not requiring more than minimal
protection. They have only antiscuff protection and oxidation and corrosion
inhibition.
SC -- 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. Oils for this service provide control of high and low temperature
deposits, wear, rust and corrosion.
Page 28 of 255
SD -- 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. Oils for this service have more protection against high and
low temperature deposits, rust, corrosion and wear than Classification SC.
SE -- 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. Oils for this service have greater protective capability
than SC or SD products and may be used wherever they are recommended.
SF -- For 1980 gasoline engine warranty service. These are for service in cars and
light trucks beginning with the 1980 models. They provide increased oxidation
stability and improved anti-wear than SE oils and can be used wherever SE, SD or
SC are recommended.
SG – For 1989 gasoline engine warranty service.
SH – For 1994 gasoline engine warranty service.
SJ -- As of August 1997 API SJ is the latest API performance category. API SJ

supersedes the previous SG (introduced 1989), and SH (introduced 1994),
performance categories.
"C" Series
CA (Obsolete) For service typical of diesel engines in mild to moderate duty with
high-quality fuels.
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.
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.
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.
Page 29 of 255
CF -- Supersedes CD. Provides improved protection towards high temperature

piston deposits when using high sulfer fuel. Gives excellent bearing corrosion
control. Suitable for severe duty in naturally aspirated, turbocharged and
supercharged diesel engines.
CF-4 – A multigrade 15W-40 diesel engine oil suitable for modern turbocharged
or supercharged heavy duty engines. Gives improved oil consumption relative to
API CD oils. Provides excellent resistance to oil thickening, bearing corrosion and
wear.
CF-2 – 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 – For engines which were designed to meet 1994 US emissions legislation.
Suitable for modern turbocharged or supercharged heavy duty engines. Provides
excellent control of soot agglomeration, piston deposit formation and wear in new
low emission engines.
3. CCMC (Comite des Constructeurs d'Automobiles du Commun) Approvals
This group was formed by European vehicle manufacturers who felt that the
American organizations did not properly represent the requirements of their
engines. The CCMC classification system was divided into three main categories;
“G” for gasoline engines, “D” for heavy duty diesel engines and “PD” for
passenger car diesel engines. NOTE: In 1990 the CCMC was dissolved and a
new organization ACEA (Association des Constructeurs Europeens
d’Automobiles) was established.
D-4 – Defined engine oils utilized in naturally aspirated and turbocharged

commercial engines in heavy duty operation. Introduced Jan.1990, reflecting oils
which offered improved wear and deposit protection and better evaporative loss
characteristics Also added requirements for engine elastomer compatibility, low
speed oil thickening and foaming.
D-5 – As for CCMC D-4 but for extra heavy duty operation.
Note: CCMC classifications are now obsolete, having been replaced in1990 by a
new organization ACEA (Association des Constructeurs Europeens
d’Automobiles).
Page 30 of 255
ACEC Oil Service Sequences
E1-96 -- Oils for heavy duty diesel engines.
E2-96 -- Oils for heavy duty engines. Compared to E1-96: increased wear, bore
polish, deposits and sludge protection. Improved oil consumption performance.
E3-96 – Oils for heavy duty engines. Compared to E2-96: increased wear, bore
polish, deposits and sludge protection. Also better oil consumption performance
and soot handling.
4. 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. Operation typical of spiral-bevel and worm gears under mild conditions,
where straight mineral oil is suitable.
GL-2. Conditions normally associated with worm gears and axles, more severe
than GL-1, calling for added antiwear characteristics.
GL-3. Service typical of spiral-bevel and manual transmissions operating under

moderately severe conditions of speed and load, calling for a mild EP lubricant.
GL-4. Conditions, typical of hypoid gears, calling for the performance

characteristics outlined by U.S. military specification MIL-L-2105.
GL-5. Conditions, typical of hypoid gears, calling for the performance outlined by
U.S. military specification MIL-L-2105 D.
GL-6. Operation of high offset hypoid gears (above 2.0 inches offset and
approaching 25% of ring gear diameter) under high speed, high performance
conditions. This classification was abandoned in 1977.
MT-1. High performance manual transmission lubricant for heavy duty manual
gearboxes. The transmission test uses clutch plates as the synchroniser system.
GL-7. (Proposed) Improved performance over GL-5 for use in hypoid gears in
rear axles.
Page 31 of 255
NOTE: Saudi Aramco Automotive Gear Lube 140 is recommended for use in
conditions described in GL-3, GL-4 and GL-5.
5. SAE 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 Maximum Temperature Viscosity @ 100°C

Viscosity For Viscosity of cST
Grade 150000 cP, °C
Minimum Maximum
70W -55 4.1

75W -40 4.1 -
80W -26 7.0 -
85W -12 11.0 -
90 - 13.5 < 24.0
140 - 24.0 < 41.0
250 - 41.0 -
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.
6. Automatic Transmission Fluids
The most widely used of the numerous automatic transmission fluids on the market
is the Dexron series fluids (GM 6137-M). It is available worldwide. For Saudi
Aramco equipment (Saudi Aramco Transmission Oil D-II) is used. This fluid is an
ATF Dexron II fluid. 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 specification was
revised in 1993 but the name was not changed.
Page 32 of 255
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 JDM-20A for off
highway equipment hydraulic systems, automatic transmissions and oil immersed
brakes.
B. INDUSTRIAL OILS
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

ISO Midpoint Viscosity ISO Midpoint Viscosity
Viscosity cSt @ cSt @40 °C 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.
2. (STLE*) Standards for Machine Tool Petroleum Fluids
These standards, published by the Society of Tribologists and Lubrication

Engineers, are meant to provide machine tool builders and users with a convenient
set of viscosity and end-use-related designations. There is no attempt to convey
any performance or quality information -- only a viscosity range and an end use
category. Table 4 summarizes the data in the standards.
* Formally ASLE (American Society of Lubrication Engineers)
Page 33 of 255
Table 4 - ASLE Standards For Machine Tool Fluids
ASLE ASLE Viscosity

Standard Identification @l00F (37.8 °C) Description
Number Number SUS cSt
64-1 H-150 135-165 28.8-35.2 Hydraulic Fld.& Gen'l.

64-2 H-215 194-236 41.4-50.6 Purpose Lubricant
64-3 H-315 284-346 61.2-74.8 "
64-4 H-700 630-770 135-165 "
70-1 H-150AW 135-165 28.8-35.2 Anti-Wear Hydr. Fld.
70-2 H-215AW 194-236 41.4-50.6 & Gen'l. Purpose Lub't.
70-3 H-315AW 284-346 61.2-74.8 "
64-5 S-32 29-35 1.98-2.42 Spindle Lubricant
64-6 S-60 54-66 9.00-11.0 "
64-7 S-105 95-115 19.8-24.2 "
64-8 W-150 135-165 28.8-35.2 Combination Hydr. Fld.
64-9 W-315 284-346 61.2-74.8 & Slide Way Lubricant
64-1 W-1000 900-1100 198-242 "
68-1 G-315 284-346 61.2-74.8 Extreme Pressure Gear
68-2 G-1000 900-1100 198-237 Lubricant
68-3 G-1500 1350-1650 288-352 "
68-4 G-2150 1935-2365 414-506 "
3. 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. Table 5,
following, covers this system.
Table 5 - Agma Lubricant Numbers
AGMA Lubricant Viscosity ISO Viscosity

Number Range Grade
cSt @ 40 °C
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 34 of 255
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 compoundings
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.
C. 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.
Table 6 - NLGI Grease Numbers
NLGI ASTM Penetration

Number @ 25 °C
000 445-475
00 400-430
0 355-385
1 310-340
2 265-295
3 220-250
4 175-205
5 130-160
6 84-115
NOTE: Only NLGI numbers 1, 2, and 3 are used in Saudi Aramco equipment.
Page 35 of 255
PART IV - SAUDI ARAMCO SAMS (SAUDI ARAMCO MATERIALS SYSTEM)

CLASS 26 LUBRICANTS
A. GUIDE TO SAUDI ARAMCO SAMS 26 CATALOG NUMBERS (LUBRICANTS)
The SAMS numbering system for lubricants, special purpose oils and fuels was organized
to simplify product receiving and storage, field identification and container size selection.
In the past, oil company brand names were used. As mentioned earlier, these names often
led to confusion in the field. The primary intent of the new system was to assist the end
user, the field operator, in identification and use of the proper lubricant to suit the needs of
his equipment.
Page 36 of 255
The following chart explains the meaning of the SAMS 26 Numbers:
Guide To Saudi Aramco SAMS 26 Catalog Numbers for Lubricants
SAMS 26 - 0XX - XXX

| | || || Container Size
| | || || | 02 - 440 ml (16 oz spray or 1 lb can)
| | || || | XX7 - Misc. sizes, see note
| | || || | 20 - 4 liters (1 gal can, approx 7.5 lb)
| | || | |______| 30 - 20 liters (5 gal pail, approx 35 lb)
| | || | | 40 - 208 liters (55 gal drum, approx 400 lb)
| | || | |
| | || | | 50 - Bulk truck shipment
| | || |
| | || |________ Item number within a sub-class
| | ||
| | || | Sub-Class
| | || | 01 - Circulating Oils
| | || | Turbine and Machinery
| | || | 02 - Gear Lubricants
| | || | 03 - Power Transmission and Hydraulic Oils
| | || | 04 - Greases
| | || | 05 - Engine and Combustion Gas Turbine Oils
| | || | 06 - Insulating and Refrigeration Oils
| | | |_________| 07 - Preservative Lubricants
| | | | 08 - Metal Working Fluids and Way Oils
| | | | 09 - Valve Lubricants
| | | | 10 - Instrument Lubricants
| | | | 11 - Special Lubricants
| | | | Solids, Antisieze, Miscellaneous
| | | | 12 - Fuels
| | |
| | |__________Lubricants, Special Purpose Oils, Fuels
| |
| |____Class Number - Lubricants, Special Purpose Oils
| Fuels, Chemicals, Stains and
| Indicator Solutions
|_____Saudi Aramco Materials Systems
Page 37 of 255
NOTE: When the number 7 appears as the last digit of the SAMS number, it means that
it is not a standard package size. In this case, the first two digits of the three
digit number are used to identify the item sequence within the miscellaneous
category and the third digit, the 7, indicates a non-standard package. The actual
size of the container can be found in the SAMS Class 26 catalog under the
specific product description.
B. SAMS 26-001 - Circulating Oils, Turbine and Machinery
SAUDI ARAMCO TURBINE OILS 32, 46, 68.
1. Description and Application
These oils are formulated from premium quality, chemically stable, high VI base
stocks combined with an optimum additive package. This includes oxidation
inhibitors which provide resistance to thermal degradation over long periods of
time in the presence of oxygen and catalyzing metals. They also contain rust
inhibitors, defoamants, demulsifiers, and metal deactivators to protect against
corrosion. In Saudi Aramco, the fields of use, in addition to steam and gas
turbines, include electric motors, centrifugal compressors and pumps , fans with
hydrodynamic sleeve bearings or anti-friction bearings, pumps, governors, some
constant speed drives, mixers and agitators, and non citical hydraulic systems.
Selection of the proper ISO Viscosity Grade depends on the speed, load and
temperature of the application. Questions should be referred to the Lubrication
Engineers if answers are not found in the equipment section of this manual.
2. Package Availability
Saudi Aramco Turbine Oil 32 Drum - SAMS 26-001-140

Bulk - SAMS 26-001-150
Saudi Aramco Turbine Oil 46 Pail - SAMS 26-001-230

Drum - SAMS 26-001-240
Bulk - SAMS 26-001-250

Drum - SAMS 26-001-340
Page 38 of 255
3. Requirements
The oils shall be of premium quality, blended from highly refined distillate base
stocks, and shall be free from suspended solids, water and other impurities. They
must meet the following standards:
ISO Viscosity Grades 32, 46, 68

Appearance Clear and Bright
Corrosion, ASTM D130 2 Max
Dumulsification, ASTM D1401 Separation, 30 Mins
Foam, ASTM D892 Seq. I, ml 50/0 max
Seq. II, ml 25/0 max
Seq. III, ml 50/0 max
TOST, ASTM D943 2000 Hrs. Min. to NN 2.0

Oxidation, stability (RBOT)
ASTM D2272 200 minutes min.
Oxidation, IP 280
TOP, Mass % 1.0 Max
Sludge, Mass % 40 Max.
Rust, ASTM D665A Pass
TAN, ASTM D974 0.2 Max
Viscosity Index 90 Min.
Viscosity, cSt @ 40 °C
ISO VG 32 Grade 28.8-35.2
Ash, ASTM D482 Nil
Metals, Any One 10 ppm Max.
4. Qualification
The supplier shall provide evidence of qualification as stipulated above, together

with a 1 liter sample against which all deliveries of the subject product must
comply within industry accepted tolerances. Initial qualification and any
subsequent formulation changes must be approved by the Responsible
Standardization Agency.
Page 39 of 255
5. Identification
Each container must be marked as follows:
SAUDI ARAMCO TURBINE OIL 32 SAMS 26-001-140 (or 150)

SAUDI ARAMCO TURBINE OIL 46 SAMS 26-001-230 (240, 250)
SAUDI ARAMCO TURBINE OIL 68 SAMS 26-001-230 (or 340)
Supplier's Filling Date and Location
Supplier's Batch Number
Blender's Name or Other Identification
Saudi Aramco Purchase Order Number
C. SAMS 26-001 -- Circulating Oils, Turbine and Machinery
SAUDI ARAMCO MACHINERY OILS 150, 320, 460
As with the lighter grades of SAMS 26-001 (GV 32, 46, 68) the three heavier
grades are formulated from premium quality, chemically stable, high VI base
stocks. They contain additives which enhance their natural resistance to the
oxidizing effects of high temperature, available oxygen and catalysts. Also prevent
in the formulated products are defoamants, rust inhibitors, metal deactivators and
demulsifiers. In other words, they are similar to the turbine oils but with heavier
(higher viscosity) base stocks.
The application information which follows is intended as a general overview of the

fields of use to which these oils will be applied. For specific product
recommendations, refer to the appropriate equipment section in this manual or to
the Lubrication Engineers. In the Saudi Aramco system, Machinery Oils 150, 320,
and 460 are used in applications such as the following:
Plain and antifriction bearings (slow speed, high temperature).
Compressors (process and air, reciprocating )
Gears (lighter loads)
Page 40 of 255

Drum - SAMS 26-001-440
Saudi Aramco Machinery Oil 320 Pail - SAMS 26-001-530

Drum - SAMS 26-001-540
Saudi Aramco Machinery Oil 460 Pail - SAMS 26-001-630

Drum - SAMS 26-001-640
3. Requirements
These oils shall be of premium quality, blended from virgin high VI base stocks.
They must meet the following standards:

Corrosion, ASTM D-130 2 Max
Demulsification Report
TOST, ASTM D-943 1000 Hrs. Min. to NN 2.0
Rust, ASTM D-665A Pass
TAN, ASTM D-974 0.2 Max
ISO Viscosity Grade 150 135-165
4. Qualification

with a one-liter sample against which all deliveries of the subject product must
comply, within industry-accepted tolerances. Initial qualification and any
Page 41 of 255
5. Identification
Saudi Aramco Machinery Oil 150 SAMS 26-001-430 (or 440)

D. SAMS 26-002 -- Gear Lubricants, Automotive and Industrial
SAUDI ARAMCO AUTOMOTIVE GEAR LUBE 140
This heavy duty, multi-purpose gear lubricant is designed to meet the rigorous
service demands imposed by Saudi Aramco conditions. It contains additives of the
sulfur/phosphorous type which, in combination with the naturally high VI base oil,
produce a product of high chemical and thermal stability.
This oil is recommended for API Service GL-5, covering hypoid rear axles and
some other automotive applications. It also can be used in axles specifying GL-3
and GL-4 conditions.
Saudi Aramco Automotive Gear Lube 140 Pail - SAMS 26-002-130

Drum - SAMS 26-002-140
3. Requirements
The oil shall be of premium quality and approved for use against MIL-L-2105D
(Amendment 1) and suitable for Service API GL-3, 4 and 5. It must meet the
following standards:
Viscosity Grade SAE 140 or 85W/140
Page 42 of 255
4. Qualification

5. Identification

Saudi Aramco Automotive Gear Lube 140
SAMS 26-002-130 (or 140)
E. SAMS 26-002 -- Gear Lubricants, Automotive and Industrial
SAUDI ARAMCO GEAR LUBE 90
This automotive gear lubricant is designed to meet the service demands of manual
transmissions and differentials specifying a SAE 90 or 85W-90 gear oil. The oil
shall meet the requirements of Daimler Benz Specification 235.1
This oil is recommended for use as a MIL-L-2105 product and suitable for API
Service GL-3, GL-4.
Saudi Aramco Automotive Gear Lube 90 - Pail - SAMS 26-002-030

Drum SAMS 26-002-040
3. Requirements
The oil shall be premium quality and approved for use as a MIL-L-2105 product
and suitable for API Service GL-3, GL-4
Viscosity Grade : SAE 85W-90/SAE 90
Page 43 of 255
F. SAMS 26-002 – Gear Lubricants, Gear Lubes EP
SAUDI ARAMCO GEAR LUBE EP 220, EP 460, EP 1000.
These premium-quality, unleaded, extreme-pressure industrial gear oils are

intended for use in enclosed gears operating under most service conditions. They
are made from high quality base oils selected for their natural oxidation stability
and water separating ability. Additives are incorporated to provide extreme
pressure and wear protection, rust and corrosion inhibition, enhanced oxidation
stability and resistance to foaming.
The primary application for these lubricants is in industrial gear boxes, including
gear motors, right angle drives, fin fan drives and most other enclosed gearing.
They also are used in some pumps. The selection of the proper viscosity for each
individual application is important and if a recommendation is not found in the
equipment section of this manual, the question should be referred to the
Lubrication Engineers.
Saudi Aramco Gear Lube EP 220 Pail - SAMS 26-002-230

3. Requirements
These oils shall be blended from refined, high VI virgin base stocks and formulated
with extreme pressure additives to meet the following standards:

U.S. Steel Requirement 224 Pass
Timken OK Load, ASTM D2782 27 Kg Min.
AGMA 250.03
Gear Lube EP 220 AGMA 5EP
Gear Lube EP 460 AGMA 7EP
Gear Lube EP 1000 AGMA 8AEP
Gear Lube EP 220 198-242
Gear Lube EP 460 414-516
Gear Lube EP 1000 900-1000
Page 44 of 255
4. Qualification

5. Identification
Each container supplied against this specification must be marked as follows:
Saudi Aramco Gear Lube EP 220 SAMS 26-002-230

G. SAMS 26-003 -- Power Transmission and Hydraulic Oils
SAUDI ARAMCO TRANSMISSION OIL D-II
This transmission fluid is formulated from special, high quality distillate base
stocks, combined with VI improvers, antioxidants, antiwear agents, detergents,
defoamants and special additives which provide controlled frictional, or lubricity,
characteristics. Correct viscosity properties are vitally important for automatic
transmission fluids. If the fluid is too light, hydraulic control mechanisms may not
function properly in hot weather, particularly after a long, hard run. On the other
hand too-high viscosity may reduce the efficiency of power transmission in the
torque converter or fluid coupling used in some designs, resulting in poor fuel
economy and excessive heat generation. Frictional properties are equally
important as slippage and mechanical friction can generate high temperatures,
resulting in rapid fluid degradation.
Page 45 of 255
In Saudi Aramco, Transmission Oil D-II is used in all automatic transmissions and
also in such miscellaneous applications as:
Power steering systems

Allison V drives
Hydraulic systems requiring ISO 32 Grade
Hydraulically operated valves
Air operated valves
Air line oilers
Selected Voith and other fluid couplings, speed reducers and increasers
Saudi Aramco Transmission Oil D-II Pail - SAMS 26-003-330

Drum- SAMS 26-003-340
3. Requirements
This oil shall be a General Motors Corporation-approved fluid meeting the latest
revision of the DEXRON II specification which has been assigned a "D" series
qualification number. (This name DEXRON is copyrighted by the General Motors
Corporation.)
4. Qualification

5. Identification
Saudi Aramco Transmission Oil D-II

SAMS 26-003-330 (or 340)
Page 46 of 255
H. SAMS 26-003 -- Power Transmission and Hydraulic Oils
SAUDI ARAMCO HYDRAULIC OIL AW-68
This is a product specifically designed for severe hydraulic system service. In this
service, it is superior to automotive oils in terms of demulsibility, rust prevention
and resistance to deposit formation and to turbine oils in terms of anti-wear
protection. Anti-wear protection is equivalent to that of the best engine oils.
These qualities are imparted by the combination of a stable, high VI base stock and
an additive package developed exclusively for hydraulic oils. While the principal
application area is hydraulic systems, Saudi Aramco Hydraulic Oil AW 68 also is
used in vane type gas or air starters on some compressors and, in some instances,
may be used in certain air conditioning refrigeration compressors. Specific
information is available from the equipment section of this manual or from the
Saudi Aramco Hydraulic Oil AW 68 - Drum - SAMS 26-003-140
3. Requirements
This oil shall be a premium, inhibited, anti-wear product made from paraffinic base
stocks containing rust, oxidation and foam inhibitors. It must meet the following
standards:

Viscosity ISO VG 68
Viscosity Index 90 Min
Corrosion, ASTM D130 2 Max
FZG Load Stage 9
Rust, ASTM D665A Pass
Vane Pump Test, ASTM D2882 50 mg Max
TOST, ASTM D943 2000 Hrs. Min. to NN 2.0
Foam tendency / stability Sequence I, ml 50 / 0 max.
(ASTM DD892) II, ml 50 / 0 max.
III, ml 50 / 0 max.
Page 47 of 255
4. Qualification

5. Identification
Saudi Aramco Hydraulic Oil AW 68

SAMS 26-003-140
I. SAMS 26-004 -- Greases
There are six major usage greases in the Saudi Aramco system: All Purpose
Grease EP1 and EP3, Ball Bearing Grease 2, Polyethylene Grease 1 (Coupling
Grease), Rack and Pinion Grease and High Temperature Grease.
a) ALL PURPOSE GREASES EP1 AND EP3
The All Purpose Greases, in two NLGI Grades, one relatively soft (EP1)
and the other relatively hard (EP3), are unleaded, extreme pressure, multi-
service products designed for normal through heavy duty applications.
They are made with a lithium 12 hydroxystearate soap base which ensures
good resistance to softening under severe working, good water resistance
and a consistency which will remain relatively constant over the
recommended temperature range. Recommended uses, in Saudi Aramco,
are automotive lubrication, mechanical linkages and valve accessories, and
winches, capstans and open gears calling for grease lubrication.
Page 48 of 255
b) BALL BEARING GREASE 2
Ball Bearing Grease 2 has a synthetic polyurea thickener and is specifically

formulated for extremes of operational severity. It has inhibitors which
make it particularly suitable for service in the presence of moisture and salt
water, where corrosion is an ever-present threat. In Saudi Aramco, this
product is used in all ball and roller bearings (pumps, electric motors, fin
fans, blowers, turbines, mixers and agitators).
c) POLYETHYLENE (COUPLING) GREASE 1
Polyethylene Grease 1 is a specialty product made from polyethylene and a

lithium soap base. It has extreme pressure additives, rust and oxidation
inhibitors and a high quality mineral oil component. It is intended for use
only in grease-packed gear couplings used on rotating machinery. It
should not be used for general lubrication.
Saudi Aramco All Purpose Grease EP1 Pail - SAMS 26-004-130

Saudi Aramco All Purpose Grease EP3 1 lb - SAMS 26-004-202
Pail - SAMS 26-004-230
Drum - SAMS 26-004-240
Saudi Aramco Ball Bearing Grease 2 Pail - SAMS 26-004-330
Saudi Aramco Polyethylene Grease 1 Pail - SAMS 26-004-430
3. Requirements
These greases shall represent the highest quality of the respective suppliers and
must meet the following standards:
Physical Characteristics of Saudi Aramco Greases (excluding specialty items)
Grease AP EP1 AP EP3 BRG2 PE1

NLGI Grade 1 3 2 1
Thickener Li Li Syn PE/Li
Penetration, Wkd., ASTM D217 310-340 220-250 265-295 325
Dropping Pt., C, ASTM D-566 165 Min. 165 Min. 235 Min. 100 Min.
Base Oil Viscosity, ISO VG 150 Min. 150 Min. 100 Min. -
Base Oil Viscosity, cSt @40 °C - - - 600 Min.
Base Oil VI - - - 85 Min.
Bearing Test, Hrs. ASTM D3336 - - 500 Min. -
Timken OK Load, Kg, ASTM D2509 18 Min. 18 Min. - 18 Min.
Page 49 of 255
Key: AP EP1 - Saudi Aramco All Purpose Grease EP 1

AP EP3 - Saudi Aramco All Purpose Grease EP 3
BRG2 - Saudi Aramco Ball Bearing Grease 2
PE1 - Saudi Aramco Polyethylene Grease 1
4. Qualification

with a one-pound sample against which all deliveries of the subject product must
comply, within accepted industry tolerances. The initial qualification and any
5. Identification
Each container supplied against one of these specifications must be marked as

follows:
Saudi Aramco All Purpose Grease EP 1

SAMS 26-004-130
Saudi Aramco All Purpose Grease EP 3

SAMS 26-004-202 (or 230, 240)
Saudi Aramco Ball Bearing Grease 2

SAMS 26-004-330
Saudi Aramco Polyethylene Grease 1

SAMS 26-004-430

Page 50 of 255
J SAMS 26-004 -- Greases (Additional products)
SAUDI ARAMCO RACK AND PINION GREASE
This product meets the requirements for a 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 a general
purpose grease.
Saudi Aramco Rack and Pinion Grease - Pail - SAMS 26-004-530

Drum - SAMS 26-004-540
3. Requirements
This 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 min
Oil Viscosity at 40 °C 680 min
Graphite Mass % 20 min
Molybdenum Disulfide, MASS % 3-5
Page 51 of 255
K SAMS 26-004 -- Greases
SAUDI ARAMCO HIGH TEMPERATURE GREASE
This Specification describes the requirements of an NLGI 2 / 3 grade high

temperature non-melting grease for use in plain bearings in sulfur pumps and other
applications where high temperatures, up to 235 °C continuous operation,
necessitates a non-melting type grease. Not suitable for use in grease lubricated
electric motor bearings or other equipment containing high speed anti-friction
bearings.
Saudi Aramco High Temperature Grease - Pack - SAMS 26-004-415
3. Requirements
This grease shall be made with a non-soap inorganic thickener and a highly refined
low volatility mineral oil and contains molybdenum disulfide. It shall meet the
following:
NLGI Grade 2 / 3
Penetration, Worked (IP 50) 1 / 10mm 250 - 270
Dropping Point, °C (IP 132) None
Oil Viscosity ISO VG 450 min.
Wear Load Index (IP 239) 50 min.
Weld Load Index (IP 239) 316 min.
L. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO DIESEL ENGINE OIL CD
This specification describes the requirements of an engine oil to be used in older

type diesel engines, EXCLUDING EMD, and gasoline engines, operating in the
Saudi Aramco system. It also may be used in automotive manual transmissions,
Allison V drives, Caterpillar hydraulic systems and other mobile equipment
systems where crankcase oils of SAE 30 or 40 grades are required.
Page 52 of 255
Saudi Aramco Diesel Engine Oil CD Pail - SAMS 26-005-130

Drum - SAMS 26-005-140
3. Requirements
This oil shall be blended from high VI virgin base stocks, be qualified against MIL-
L-2104 C, and formulated to meet the following standards:
Viscosity Grade, SAE 40

API Service CD/SF
Sulfated Ash, wt. %, ASTM D884 1.5 Max.
Total Base No., ASTM D2896 9.0 Min.
Note: The SAE 30 grade of the approved oil, although not carried in the Saudi
Aramco system, should meet the performance requirements of GM-
Allison C-3 and Caterpillar TO-2 specifications. The SAE 40 grade of
Saudi Aramco Diesel Engine Oil CD will be used in these applications.
4. Qualification

with a one-liter sample with which all deliveries of the subject product must
5. Identification
Saudi Aramco Diesel Engine Oil CD

SAMS 26-005-130 (or 140)
Page 53 of 255
M SAMS 26-005 – Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO DIESEL ENGINE OIL 15W / 40
This Specification describes the requirements of an engine oil to be used in

Caterpillar direct injection diesel engines, except 3600 series. It is not suitable for
use in EMD engines. It may be used in Allison transmissions requiring C3 / C4
Fluid, Caterpillar hydraulic systems and other mobile or marine systems where a
crankcase oil of SAE 15W / 40 Grade is suitable.
2. Package availability
Saudi Aramco Diesel Engine Oil 15W / 40 - Drum - SAMS 26-005-530
3. Requirements
This oil shall be blended from HVI virgin basestocks free from suspended solids,
water and other impurities and formulated to meet the following:
Viscosity Grade SAE 15W / 40

For API Service CF-4
MIL-L-2104 E
CCMC Sequences D-4, PD2 and G4
Sulfated Ash, (ASTM D 874 ) m% 1.5 max.
Total Base Number ( ASTM D 2896 ) 10 min.
Page 54 of 255
N. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO DIESEL ENGINE OIL EMD
This oil is intended for use in Electromotive Division (General Motors) engines
although it is suitable for other large marine and stationary diesel engines calling
for high TBN oil. Also, it may be used wherever API Service CD oil is
recommended. Its detergent/dispersant qualities result in increased filter life and
engine cleanliness levels. The high initial alkalinity is sustained in service and
provides excellent corrosion protection when used with high sulfur fuels, even
though metals such as steel, copper and bronze are present. The silver bearings in
EMD engines are particularly prone to corrosive damage and the oil effectively
protects against such attack.
Saudi Aramco Diesel Engine Oil EMD - Drum - SAMS 26-005-240
3. Requirements
This oil shall be of premium quality, blended from virgin base stocks, and free from
suspended solids, water and other impurities, formulated to meet the following
standards:

Total Base Number, ASTM D2896 20 Min.
Note: These additional qualifications are required:
a. GM/EMD Specification No. MI 1760, Marine Engines

b. GE Specification No. GEK-61435A Extra Performance Railroad
Lubricants
4. Qualification

Page 55 of 255
5. Identification
Saudi Aramco Diesel Engine Oil EMD

SAMS 26-005-240
O. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO GAS TURBINE OIL 32
This specification describes the requirements of an oil for severe service conditions
in Saudi Aramco industrial gas turbines, specifically General Electric Frame 7 and
above. It is an especially compounded oil, designed to resist the effects of the high
temperatures found in Frame 7 combustion gas turbines. It is in this respect that it
differs most from conventional steam turbine oils. This oil is the sole
recommendation for GE Frame 7 units. Please note that this product is NOT to be
used in aircraft-type turbines. If there is any confusion as to these points, the
Lubrication Engineers should be consulted.
Saudi Aramco Gas Turbine Oil 32 - Drum - SAMS 26-005-340
3. Requirements
The oil is to be free from water, sediment and inorganic acids. It must be made
from highly refined base oil, formulated with an antioxidant system, rust and
corrosion inhibitors and an antifoam agent. The product must meet the General
Electric GEK 32568C requirement and have GE approval, by brand name. The
only grade used by Saudi Aramco is ISO VG 32.
Page 56 of 255
4. Qualification
The supplier must provide evidence of qualification as stipulated above, together

5. Identification
Saudi Aramco Gas Turbine Oil 32

SAMS 26-005-340
P. SAMS 26-005 -- Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO SYNTHETIC GAS TURBINE OIL 5
This specification describes the requirements of a synthetic lubricant for use in

aircraft-type gas turbines in stationary industrial applications. This product is
made from polyol esters and the additivation includes oxidation inhibitors and
antiwear compounding. In the Saudi Aramco system, this oil will be the exclusive
filling for all aircraft-type power units. In the unlikely case that a substitution
should be required, the Lubrication Engineers should be consulted before any
action is taken.
Saudi Aramco Synthetic Gas Turbine Oil 5 Pail - SAMS 26-005-430

Drum - SAMS 26-005-440
Page 57 of 255
3. Requirements
This lubricant is to be blended from newly manufactured synthetic components and

must be free from suspended solids, water and other impurities. It must meet Type
II requirements, and be approved under, MIL-L-23699C, be approved by the gas
turbine builders and the viscosity shall be 5.0 cSt @ 100 °C, plus or minus 0.5 cSt.
4. Qualification

5. Identification
Saudi Aramco Synthetic Gas Turbine Oil 5

SAMS 26-005-430 (or 440)
Q SAMS 26-005 – Engine and Combustion Gas Turbine Oils
SAUDI ARAMCO DIESEL ENGINE OIL SAE 50
This lubricant is specified for use in Kenworth Model C500DD deep desert
tractors transfer case transmissions.
2 Package Availability
Saudi Aramco Diesel Engine Oil SAE 50 - Drum - SAMS 26-005-640
Page 58 of 255
3 Requirements
This oil shall be of premium quality, blended from virgin base stocks, and free from
suspended solids, water and other impurities, formulated to meet the following
standards:

For API Service CD
MIL-L-2104 C
R. SAMS 26-006 -- Insulating and Refrigeration Oils
SAUDI ARAMCO INSULATING OIL
This specification describes the requirements of an insulating oil possessing high

dielectric strength, chemical stability and excellent water separating properties.
Insulating oils are subjected to temperatures ranging from 35 °C to 90 °C with
occasional hot spots reaching 100 °C. These high temperatures are conducive to
oxidation which can result in the formation of acidic materials and impairment of
the insulating properties of the oil. Since additives are not permitted, it is essential
that the oil itself shall be resistant to oxidation.
This product is intended for use in transformers and oil immersed switchgear,
including cathodic protection rectifiers.
Saudi Aramco Insulating Oil Drum - SAMS 26-006-140
3. Requirements
This product must be a virgin hydrocarbon mineral oil specifically manufactured

for use as an electrical insulating oil. It shall contain no additives, shall be certified
to be PCB (polychlorinated biphenyls) free and shall meet the following
requirements:
ASTM D3487, Type 1
IEC 296 -- Class 1
Page 59 of 255
4. Qualification

5. Identification
Saudi Aramco Insulating Oil

SAMS 26-006-140
S. SAMS 26-006 -- Insulating and Refrigeration Oils
SAUDI ARAMCO REFRIGERATION OIL WF 68
This specification describes a high quality naphthenic mineral oil, especially

formulated for use in reciprocating refrigeration compressors. It has a low pour
point, good demulsibility, oxidation resistance and is resistant to foaming. This oil
is characterized by a low Freon floc point (the temperature at which the minute
chilled precipitated wax particles join, or agglomerate, to form a visible floc in a
refrigerant/oil mixture). Saudi Aramco Refrigeration Oil is intended for use in all
refrigeration and air conditioning systems using reciprocating compressors. It also
is required in some types of centrifugal refrigeration compressors.
Saudi Aramco Refrigeration Oil Can - SAMS 26-006-220

Drum - SAMS 26-006-240
Page 60 of 255
3. Requirements
This oil must be made from special, narrow cut naphthenic base oils refined in such
a manner as to be wax-free. It must have a low moisture content and meet the
following standards:
ISO Viscosity Grade 68

Pour Point, C, ASTM D97 -40 Max.
Freon Floc Point, °C, Test Method #971, 1303-T -50 Max.
Total Acid Number, ASTM D974 0.05 Max.
Viscosity Index 50 Max.
NOTE: Oil delivered in one-gallon containers shall not have a water content
exceeding 30 mg/kg.
4. Qualification

5. Identification
Saudi Aramco Refrigeration Oil

SAMS 26-006-220 (or 240)
Saudi Aramco Purchase Order
Page 61 of 255
T. SAMS 26-006 -- Insulating and Refrigeration Oils
SAUDI ARAMCO REFRIGERATION OIL HFC-134a SYNTHETIC
This Specification describes the requirements of lubricating oils for use in

refrigeration and air conditioning systems where the refrigerant in use is HFC-
134a. These oils are HFC-134a compatible and are the only lubricants suitable
for use with this refrigerant.
Saudi Aramco Refrigeration Oil HFC-134a Synthetic for:-

Carrier Systems 6 x 4L can - SAMS 26-006-320
Carrier Systems 25L can - SAMS 26-006-330
York Systems…5 Gal. Can - SAMS 26-006-430

York Systems 55 Gal. Drum - SAMS 26-006-440
Trane Systems 4L Can - SAMS 26-006-620

Trane Systems 19L Can - SAMS 26-006-630
3. Requirements
These oils must be made from new polyol ester basestocks that have been
specifically synthesized to provide excellent miscibility with refrigerant HFC-134a
over a wide temperature range. These oils must be specifically formulated for use
in air conditioning chiller systems and shall meet the following:-
Viscosity Grade ISO VG 68

Viscosity Index 95 min.
Pour Point °C ( ASTM D97 ) - 40 max.
Water Content 50 ppm typical
Falex Failure Load Kg ( ASTM D3233 ) 490 min.
Total Acid Number mgKOH / g (ASTM D974 ) 0.15 max.
Page 62 of 255
U. SAMS 26-007 -- Preservative Oils
SAUDI ARAMCO PENETRATING OIL
This specification describes a low viscosity product suitable for brush or spray
application, to be used as an aid in loosening nuts, studs, bolts, etc. In addition to
its penetrating ability, it also is a good rust preventive and lubricant.
Saudi Aramco Penetrating Oil - Pail - SAMS 26-007-130.
3. Requirements
The oil is to be made from high viscosity mineral oil, cut back with solvents and a
fatty oil type additive to promote penetration. The following are typical
characteristics, not specifications.

Flash Point, °C, ASTM D92 65 Min.
Qualification

with a one-liter reference sample with which all deliveries of the subject product
must comply, within industry-accepted tolerances. Initial qualification and any
5. Identification
Saudi Aramco Penetrating Oil

SAMS 26-007-130
Page 63 of 255
V. SAMS 26-007 -- Preservative Oils
SAUDI ARAMCO RUST PREVENTIVE
This specification describes the requirements of a soft film rust preventive,

intended for the protection of iron and steel, including machine parts, pipe joints,
flanges, valves and other metallic equipment which is exposed to the atmosphere.
This product may be applied, unheated, by brush, spray or dip.
Saudi Aramco Rust Preventive Pail - SAMS 26-007-230

Drum - SAMS 26-007-240.
3. Requirements
The basic material of this product has an NLGI consistency of approximately 5 and
contains a thinner to facilitate application. It shall be resistant to flow at ambient
temperatures up to 60 °C and physical characteristics shall approximate the
following:
Penetration, Unworked, 25 °C, ASTM D217 250

Diluent, % by wt. 20
NLGI Consistency After Application 2
4. Qualification

with a five-gallon reference sample with which all deliveries of the subject product
Page 64 of 255
5. Identification
Saudi Aramco Rust Preventive

SAMS 26-007-230 (or 240)
W. SAMS 26-007 -- Preservative Oils
SAUDI ARAMCO OPEN GEAR AND WIRE ROPE LUBRICANT
The product described by this specification is a diluent-type of adhesive, heavy-

bodied, black lubricant for use on open gears or wire ropes. It is composed of a
residual base stock, cut back with a volatile solvent for ease of application. The
solvent is non-flammable. After evaporation of the diluent, a flexible, adhesive,
high-strength protective lubricant film is formed. It has water resistance, rust
inhibition and mild extreme pressure protection among other characteristics. This
product is intended for use on open gears, chains, wire ropes and cables. It may be
applied by any one of several methods, including spray, drip feed, brush, paddle,
caulking gun or force-feed lubricator.
Saudi Aramco Open Gear and Wire Rope Lubricant
Spray - SAMS 26-007-302

Pail - SAMS 26-007-330
Pail - SAMS 26-007-540 Wire Rope De-watering Dressing
Pail - SAMS 26-007-640 Open Gear Adhesive Grease
Page 65 of 255
3. Requirements (SAMS 26-007-302/330)
Before the diluent is added, the basic material must have the following physical
properties:
Viscosity, cSt @100 °C 950 Typical

Timken OK Load, kg, ASTM D-2509 18 Min.
4. Qualification

with a thirty-five pound reference sample with which all deliveries of the subject
product must comply, within industry-accepted tolerances. Initial qualification and
any subsequent formulation changes must be approved by the Responsible
5. Identification
Saudi Aramco Open Gear and Wire Rope Lubricant

SAMS 26-007-302 (or 330)
SAMS 26-007-540
SAMS 26-007-640
Page 66 of 255
X. SAMS 26-007 -- Preservative Oils
SAUDI ARAMCO TURBINE OIL VAPOR SPACE INHIBITOR
The product described by this specification is a lube oil or hydraulic oil vapor
space concentrate for the corrosion protection of enclosed systems. The corrosion
inhibited concentrate forms a thin film protection on ferrous and non-ferrous
surfaces above the liquid level when mixed with the oil in the system. The
inhibited oil mixture has the ability to provide corrosion or rust protection against
condensation of humid air in a system during standby and long shutdown periods.
The concentrate formulation should be non-toxic and thermally stable. This
product is intended for use in mothballing of compressors, pumps, turbines,
crankcases and other rotating equipment. The vapor space inhibitor when mixed
to the manufactures recommended concentration does not have any detrimental
effect on materials such as seal elastomers, aluminum labyrinths and bearing
materials.
Saudi Aramco Turbine Oil Vapor Space Inhibitor
Drum - SAMS 26-007-440
3. Requirements
The vapor space inhibitor should utilize a highly refined base oil as the carrier
which contains the rust and corrosion inhibitors. The product must not precipitate
out or contain any suspended solids after it is mixed with the lube oil. It also must
not affect the demulsibility characteristics of the system original oil. The product
shall meet the following physical properties:
Viscosity, cSt @ 40 °C 46 Min.

Flash Point (PM) ASTM D-93 60 °C Min.
4. Qualification

with a one liter reference sample with which all deliveries of the subject product
Page 67 of 255
5. Identification
Saudi Aramco Turbine Oil Vapor Space Inhibitor

SAMS 26-007-440
Y. SAMS 26-008 -- Metal Working Fluids
SAUDI ARAMCO GENERAL PURPOSE CUTTING OIL
This specification describes the requirements of a general purpose non-corrosive,

transparent cutting oil for the machining of metals and alloys where an active sulfur
(corrosive) type might cause staining or other undesirable side effects. It also can
be used in relatively mild cutting operations involving critical surface finishes but
should not be used in place of the heavy duty fluid for severe machining
operations.
Saudi Aramco General Purpose Cutting Oil Pail - SAMS 26-008-130
3. Requirements
This product is a blend of mineral oil with additives and fatty materials and must
meet the following standards:

Flash Point, °C, ASTM D92 180 Min.
Corrosion, copper strip, 3 hrs at 100 °C, ASTM D130 4A Max.
Page 68 of 255
4. Qualification

5. Identification
Saudi Aramco General Purpose Cutting Oil

SAMS 26-008-130
Z. SAMS 26-008 -- Metal Working Fluids
SAUDI ARAMCO HEAVY DUTY CUTTING OIL
The cutting oil described by this specification is intended to cover a wide range of
severe machining operations. In particular, this highly sulfurized product will
facilitate the machining of high alloy steels. Care must be exercised because the
high level of activity which makes it so effective may also cause it to stain non-
ferrous metals and some steels.
Saudi Aramco Heavy Duty Cutting Oil Pail - SAMS 26-008-230
Page 69 of 255
3. Requirements
This product shall be a highly sulfurized mineral oil containing fatty acids and other
additives and must meet the following standards:
ISO Viscosity Grade 32 (Approx.)

Flash Point, °C, ASTM D-92 65 Min.
4. Qualification

5. Identification
Saudi Aramco Heavy Duty Cutting Oil

SAMS 26-008-230
AA. SAMS 26-008 -- Metal Working Fluids
SAUDI ARAMCO SOLUBLE OIL
This specification describes the requirements of a soluble oil for use in metal
working operations where a water emulsion type of product is required.
Saudi Aramco Soluble Oil - Pail - SAMS 26-008-330
Page 70 of 255
3. 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. It must form a stable emulsion with hard water
(1000 ppm minimum, as calcium carbonate), be stable in Saudi Aramco storage,
provide effective rust and corrosion protection and contain an effective and
approved disinfectant.
4. Qualification

5. Identification
Saudi Aramco Soluble Oil

SAMS 26-008-330
BB. SAMS 26-008 -- Metal Working Products
SAUDI ARAMCO HONING OIL
The product described by this specification is a light viscosity mineral oil

containing appropriate additives to make it suitable as a coolant and lubricant in
honing operations.
Saudi Aramco Honing Oil - Pail - SAMS 26-008-430
Page 71 of 255
3. Requirements
The oil shall be a proprietary type of product, a specialty item of premium quality,
blended from mineral oil base stocks and such additives as will provide the
following characteristics:
Optimum lubrication of honing stones

Good surface finish
Minimum hone loading
4. Qualification

5. Identification
Saudi Aramco Honing Oil

SAMS 26-008-430
CC. SAMS 26-008 -- Metal Working Products
SAUDI ARAMCO SYNTHETIC GRINDING FLUID
This specification describes an aqueous, synthetic base coolant, specifically

designed for use in high speed grinding operations where optimum cooling, surface
finish and freedom from wheel loading are required.
Saudi Aramco Synthetic Grinding Fluid - Pail - SAMS 26-008-530
Page 72 of 255
3. Requirements
This concentrate shall be of a proprietary type, diluted with water on-site to

produce a finished coolant having the following performance characteristics:
Non-staining
Rust and corrosion inhibited
Minimum wheel loading
Optimum finish
High alloy steel capability
No separation in storage or in service
Free from residues on workpieces or machines
Contains effective and approved biocides
4. Qualification

5. Identification
Saudi Aramco Synthetic Grinding Fluid

SAMS 26-008-530
Page 73 of 255
DD. SAMS 26-008 -- Metal Working Fluids
SAUDI ARAMCO WAY OIL
This specification describes a lubricant developed specifically to meet the exacting

conditions which occur in the lubrication of machine tool slideways. It has
superior frictional properties to reduce stick-slip, the erratic stop-and-start action
which causes poor finish. Also, additives are incorporated which protect against
wear and corrosion and eliminate staining problems. Saudi Aramco Way Lubricant
is intended for use in horizontal and vertical slideways of machine tools, especially
where conditions of heavy load and low feed rate apply.
Saudi Aramco Way Lubricant - Pail - SAMS 26-008-630
3. Requirements
The product shall be a mineral oil, properly compounded to provide the following
characteristics:

Cincinnati Milacron P-50 Pass
Coefficient of Friction Controlled Stick-Slip
4. Qualification

Page 74 of 255
5. Identification
Saudi Aramco Way Lubricant

SAMS 26-008-630
EE. SAMS 26-009 -- Valve Lubricants
VARIOUS TYPES
1 Description and Application
These products are proprietary materials, especially chosen for the lubrication of
individual types of valves in the presence of specific liquids or gases. In every
case, these are single source recommendations. Suppliers and product names are
subject to change. Further application information will be found in the Guide to
Equipment Lubrication, Part V. Any questions concerning the lubricants or their
use should be directed to the Lubrication Engineers.
Miscellaneous small sizes, see SAMS catalogue.
3. Requirements
The following list comprises all of the valve lubricants carried in the Saudi Aramco
system as well as a basic application guide:
a. SAMS 26-009-017 - Ball Valve Lubricant, Desco

H.S “J”. Chemola Corporation , for sour gases, sour crudes, hydrogen
sulfide and CO2. For hydraulic high pressure gun,
b. SAMS 26-009-027 - Gate Valve Lubricant, No.P-77

M&J Valve Company
For high temperature hydrocarbons (liquids, gases, strong acids, alkalis)
Page 75 of 255
c. SAMS 26-009-037 - Plug Valve Lubricant 731

Serck-Audco (U.K.)
For water and all aqueous solutions including caustic
d. SAMS 26-009-047 - BTR No. 555SS

BTR Valve Lubricants
For gas, gasoline, kerosene, lubricating oils and crude distillates
e. SAMS 26-009-057 - BTR No. 950 “J”

For gasoline, kerosene, oil and water
f. SAMS 26-009-067 - BTR No. 421 “D”

For acids, alkalis, chlorine and aqueous chemical solutions, asphalt,
glycol, water and steam
g. SAMS 26-009-077 - BTR 654 “G”

For solvent treated lubricating oils, hot and compressed gas
h. SAMS 26-009-087 - BTR No. 555 Gun Pack

For gas, gasoline, kerosene, lubricating oils and crude distillates
i. SAMS 26-009-097 - Valve Stem Lubricant, Masoneilan No.2

Masoneilan International Incorporated
For gasoline, petroleum oils and natural gas
j. SAMS 26-009-107 - Ball Valve Compound, Val-Tex No. 80 “K”

Cameron Iron Works Incorporated
Multi-purpose hydrocarbon valve lubricant and sealant
k. SAMS 26-009-240 - Desco-Polymell 422

Hi-Port Ind. Inc. Chemola Div.
Grease for hydraulic valves (Sub-surface valves)
In Khuff Gas Wells.
l SAMS 26-009-106 - Valve Stem Lubricant No. 909 “DD”

Edwards Valve Company.
Page 76 of 255
m SAMS 26-009-095 - Lubchem Formasil CO2 HD for McEvoy well head

valves, Valve Sealant
n SAMS 26-009-090 - Khuff gas well heads, R. S. Clare

Valve Sealant 180kg
4. Qualification
The supplier must provide a specification and a reference sample with which all
deliveries of the subject product must comply, within industry-accepted tolerances.
Initial qualification and any subsequent formulation changes must be approved by
the Responsible Standardization Agency.
5. Identification
Manufacturer's Product Name

Saudi Aramco SAMS Number (See List Above)
FF. SAMS 26-010 -- Instrument Lubricants
VARIOUS TYPES
These products are proprietary materials, chosen especially for individual

applications. In every instance they are single source items and any questions
related to use or emergency substitution should be referred to the Lubrication
Engineers. Suppliers and product names are subject to change.
Miscellaneous small sizes, see notes below and the SAMS catalogue.
Page 77 of 255
3. Requirements
The following list comprises the total of the instrument lubricants carried by Saudi
Aramco. In every case the package sizes have been chosen to accommodate the
specific application.
a. SAMS 26-010-017 - Compound 111

Dow Corning Corporation
5.3 Oz. tube for instruments and valves in oil and gas service
b. SAMS 26-010-027 - Silicone Grease No. 44

5.3 Oz. tube for high and low temperatures
c. SAMS 26-010-037 - Silicone Fluid 200, 200cSt

For general instrument lubrication
d. SAMS 26-010-047 - Silicone Fluid 200, 50 cSt

One gallon can, for relay dashpots
e. SAMS 26-010-057 - Silicone Fluid MS 550

One pint container, for recording instruments
f. SAMS 26-010-067 - Instrument Oil (Oil GE 66X727)

General Electric Company
One oz. bottle, for jeweled bearings in relays in watt-hour meters
g. SAMS 26-010-077 - Instrument Oil (Brown No. 74440)

Brown Instrument Division, Honeywell Corporation
For immersion of slide wires on potentiometers
4. Qualification
The supplier shall provide a specification for the product and submit a suitably
sized reference sample with which all deliveries must comply, within industry-
accepted tolerances. Initial qualification and any subsequent changes must be
approved by the Responsible Standardization Agency.
Page 78 of 255
5. Identification
Each container or carton supplied against this specification must be marked as

follows:
Manufacturer's Brand Name

Saudi Aramco SAMS Number
GG. SAMS 26-011 -- Specialty Lubricants
SOLIDS
The solid lubricants described here are proprietary products for special applications
and are packaged in suitably sized containers. Suppliers and product names are
subject to change.
3. Requirements
The following list comprises the solid lubricants stocked by Saudi Aramco:
a. SAMS 26-011-017 - Large Flake Graphite

Ticonderoga No. 1
Dixon -Ticonderoga Company
b. SAMS 26-011-027 - Medium Flake Graphite

Ticonderoga No. 2
Dixon -Ticonderoga Company
c. SAMS 26-011-037 - Fine Powdered Graphite

Colonial Hardware No. 635
Colonial Hardware Corporation
Page 79 of 255
d. SAMS 26-011-047 - Molybdenum Disulfide Powder

Molykote Z
4. Qualification
The supplier shall provide a suitable specification and a reference sample with
which all deliveries of the subject product must comply, within industry-accepted
tolerances. Initial qualification and any subsequent formulation changes must be
5. Identification
Each container or carton supplied against this specification must be marked as

follows:

HH. SAMS 26-011 -- Specialty Lubricants
ANTI-SEIZE
These anti-seize lubricants are proprietary products chosen for specific applications
and available in suitably sized containers. Suppliers and product names are subject
to change.
Page 80 of 255
3. Requirements
The following list comprises the anti-seize compounds stocked in the Saudi
Aramco system:
a. SAMS 26-011-057 - Kopr-Kote (Anti-seize) Drill Collar Compound

Jet-Lube Incorporated. For lubricating mobile drilling platform leg racks
and final drive gears
b. SAMS 26-011-067 - Fel-Pro C-5A (Anti-seize Thread Compound)

Fel-Pro Incorporated
Multi-purpose, copper-based anti-seize lubricant for studs, bolts, flanges
and fittings, Inert to 980 °C
c. SAMS 26-011-077 - Fel-Pro C-102 (Anti-seize Thread Compound)

Fel-Pro Incorporated
Graphite, calcium fluoride formulation for use on gas turbine threads, lead
free, Inert to 1350 °C
d. SAMS 26-011-087 - Goop Silver (Anti-seize Thread Goop Silver)

Crawford Fitting Company
For threaded parts of stainless steel and super alloys at temperatures up to
816 °C. Not recommended for aluminum or magnesium
e. SAMS 26-011-097 - Goop High Purity (Anti-seize Thread Goop High

Purity)
Crawford Fitting Company
For titanium, stainless steel, steel, aluminum and high temperature alloys,
inert to 204 °C
f. SAMS 26-011-107 - Never Seez Compound (Anti-seize Thread

Compound)
Never Seez Compound Corporation (Emhart Fastening Systems Group)
For general lubrication of threads and flanges for tight fits, to prevent
seizure and for high and low temperature service (-183 °C to 1200 °C)
g. SAMS 26-011-117 - Servco Plate Anti Gall (SP Anti Gall Thread
Compound)
Servco Company
Dry film solid lubricant containing molybdenum disulfide
Page 81 of 255
4. Qualification
The supplier shall provide a suitable specification and a reference sample of the
subject product with which all deliveries must comply, within industry-accepted
tolerances. Initial qualification and any subsequent formulation changes must be
5. Identification
Each Container or carton sold against this specification must be marked as follows:

Saudi Aramco SAMS Number
JJ. SAMS 26-011 -- Specialty Lubricants
MISCELLANEOUS
The lubricants in this catch-all group are proprietary products intended for
specialized uses. Suppliers and product names are subject to change.
Miscellaneous sizes, see SAMS catalogue.
3. Requirements
The following list comprises the products in the miscellaneous category which are
stocked by Saudi Aramco:
a. SAMS 26-011-140 - B-J Submersible Pump Oil (400/440/600 HP)

Byron Jackson Pump Div. of Borg-Warner Corporation
b. SAMS 26-011-127 - Vacuum Pump Oil (Boekel Hyvac No. 93050-002)

Boekel Industries, Inc., or equivalent.
Page 82 of 255
c. SAMS 26-011-137 - PSP Pipe Lubricant (GHP No. 6374)

Gifford Hill Pipe Company
d. SAMS 26-011-147 - Easing Oil (Castrol Easing Fluid)

Castrol Limited, or equivalent
e. SAMS 26-011-157 - Home Lubricant (Caltex Home Lubricant No. 743)

Caltex Petroleum Corporation, or equivalent
f. SAMS 26-011-167 - Domestic GP Grease Stick (Door-Ease) American

Grease Stick Company
g. SAMS 26-011-177 - Soap, Amber Potash Soap of Vegetable Oil

Murphy Phoenix Oil Company
h. SAMS 26-011-187 - Soap Liquid F (Asbestos Cement Soap Liquid

Lubricant)
Eternit AG
i. SAMS 26-011-197 - Neats Foot Oil

Elko Chemical Works
j. SAMS 26-011-207 - Petroleum Jelly, Yellow Grade

Pureline Jelly NF
k. SAMS 26-011-217 - Ultrasonic Gaging Lubricant, Type A

Outboard Marine Corporation
l. SAMS 26-011-235 - Dry Film Anti Scuffing Spray

Rocol DFSM Anti Scuffing Spray
m. SAMS 26-011-240 - White Oil (Primol 352)

Exxon Corporation, or equivalent.
n SAMS 26-011-280 - Wire Rope Spray

Rocol Wire Rope Spray
o. SAMS 26-011-340 - Fuel Injector Calibration Fluid (Mentor 28)

Exxon Corporation, or equivalent.
p SAMS 26-011-375 Battery Terminals No-oxide Grease
Page 83 of 255
q SAMS 26-011-440 - Heat Transfer Oil ISO VG 68. For Broach NGL
Fuel Gas Systems.
Gulf Oil, Gulftherm 46..or equivalent.
r SAMS 26-011-540 - Steam Cylinder Oil ISO VG 680 For Steam Driven
Pile Drivers.
Caltex Vanguard 680, or equivalent.
4. Qualifications
The supplier shall provide a specification and a reference sample of the subject
product with which all deliveries must comply, within industry-accepted
tolerances. Initial qualification and any formulation changes must be approved by
the Responsible Standardization Agency.
5. Identification
Each container or carton must be marked as follows:

Page 84 of 255
V - GUIDE TO EQUIPMENT LUBRICATION
Earlier in this Manual, the relationship between machine efficiency and lubrication was made clear
-- there is no efficient motion without lubrication. Recognizing that as fact and accepting the
premise that the local environment can be a detriment to the efficient functioning of machinery, it
is now time to discuss the various types of equipment found in Saudi Aramco operations. Part V
is devoted to equipment lubrication, that maintenance function which does most to prolong
equipment life and to permit efficient operation.
For ease of reference, Part V is divided into 18 separate sections, as follows:
A. General Practices
B. Bearings
C. Gears
D. Combustion (Gas) Turbines
E. Steam Turbines
F. Compressors
G. Pumps
H. Electric Motors
I. Other Electrical Equipment (Except Motors)
J. Machine Shop Equipment
K. Hydraulic Systems
L. Flexible Couplings
M. Valves
N. Internal Combustion Engines
O. Mobile Equipment (Except Engines)
P. Marine Equipment (Except Engines)
Q. Miscellaneous Equipment
R. Preservation of Idle Equipment
As has been mentioned earlier, it is impossible to cover every contingency in a manual of this type.
Therefore, when questions arise and the answers are not to be found, you are urged to refer to the
Lubrication Engineers. They are the resident experts on all matters related to equipment
lubrication.
Page 85 of 255
A. GENERAL PRACTICES
Sound lubrication practices play a major part in minimizing equipment downtime and the
purpose of the following check list is to act as a reminder of some of the more obvious
areas of sound practice.
1. Cleanliness is essential to good lubrication, particularly with atmospheric

conditions such as are found in Saudi Aramco areas.
a. Drum bungs and pail covers should be resealed after use and protected
when in use.
b. Use separate oil cans or grease guns for each grade in use.
c. Keep cans and guns clean.
d. Fill oil cans from taps or drum pumps.
e. Fill grease guns from an air operated pump mounted on the container.
f. Clean grease fittings thoroughly before greasing.
g. Clean drain plugs and vents, and the area around them, before servicing.
2. 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.
3. Inspect and, when needed, clean or renew filter elements (both air and oil) on a
regular schedule.
4. Monitor pressure drop across oil filters and change when indicated.
5. When performing lubrication functions, listen and look for signs of trouble, such as
oil leaks, foaming, overheating, abnormal noise, etc.
6. Investigate causes of overheating in bearings, gearboxes, reservoirs, etc.
7. 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.
Page 86 of 255
8. A schedule should be established for cleaning oil coolers. Otherwise, they will
become inefficient.
9. 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.
10. Use only lint-free rags when cleaning oil reservoirs.
11. Never overgrease anti-friction bearings.
12. Never spin-dry anti-friction bearings by hand or with compressed air. They are
precision parts and should be treated as such.
13. Avoid getting fingerprints on anti-friction bearings or other precision parts after
cleaning as they may cause corrosion.
14. 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.
Page 87 of 255
15. 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:
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.
Page 88 of 255
B. 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.
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.
Page 89 of 255
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
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 90 of 255
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 91 of 255
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. This is the point of minimum film thickness.
Oil is being drawn out of the diverging wedge beyond C and there is a
tendency for a negative pressure to develop. Pressure distribution along the
length of the bearing is shown in the right-hand view. From a nearly constant
value near the center, the pressure drops rapidly to zero at the ends because
of end leakage.
Page 92 of 255
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 7 - 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
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.
Page 93 of 255
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 new 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 94 of 255
Figure 6 is 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.
Page 95 of 255
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).
Figure 6: Rolling Element Bearing. The ball bearing, as shown, is the most common of
the rolling element bearings. The figure shows the parts which make up the
bearing. 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. However, the essential elements are
those shown in the illustration.
Page 96 of 255
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.
Equipment builders and oil companies have developed complex formulas for
determining the precise viscosity of oil to use in a given bearing, running at a
specific speed, at a stated temperature. The lubricating instructions which come
with Saudi Aramco machinery will reflect those formulas and should be followed
to the extent that they conform to the lubricants available and the operating
conditions found in Saudi Arabia. If there is a conflict, it should be brought to the
attention of the Lubrication Engineers.
The following Table 8 is a simple reference to viscosity selection adequate for

field use with non-critical equipment. Using this method for choosing the product
to use in a rolling 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 8 is derived from speed
factors ranging from 10,000 to 1,000,000 and operating temperatures from 10 °C
to 120 °C.
Page 97 of 255
Table 8 - Viscosity Selection For Anti-Friction Bearings
Anti-Friction Temperature, °C
Braring
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
Key: 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 the gamut of sizes and costs, 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. If there is any question about the need to relubricate, the Lubrication
Engineers should be consulted.
Figure 7 shows a cross-section of a greased motor bearing with a fitting and a

relief plug.
Page 98 of 255
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.
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:
1. All Purpose Grease 1 is a light-bodied lithium-base grease used for the

gears in geared motors, valve actuators and other equipment.
2 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.
3. 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.
4. Polyethylene Grease 1 is a special product intended for use only in flexible

gear couplings calling for grease lubrication.
5. Rack and Pinion Grease is a special product intended for use on jack-up
barge open gears and racks.
Page 99 of 255
6. High Temperature Grease is a special product intended for use in plain

bearings at temperatures up to 235 °C continuous operation.
Figure 7: Greased Electric Motor Bearing. A properly constructed bearing will take
the form shown, with a relief plug and grease distribution baffles.
Page 100 of 255

C. 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 8:
1. Spur gears, upper left illustration.
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.
2. Helical gear and pinion, upper right illustration.
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.
3. Bevel gears, lower left illustration.
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.
4. Worm gears, lower center illustration.
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.
Page 101 of 255

Figure 8: 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. Hypoid gears, lower right illustration.
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 102 of 255

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:
1. 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.
2. 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.
3. Temperature
Higher operating temperatures require higher viscosity oils with superior oxidation
resistance.
New oil, of the type used in Saudi Aramco operations, 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 9, 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.
Page 103 of 255

Table 9 - Gear Oils For Saudi Aramco Equipment
Type of Gear Size Regular Grade* EP Grade*
Spur and Helical Gears <3600 RPM Any MO 150 EP 220
Planetary Gears Any MO 150 EP 220
Bevel Gears Cone Distance: <12" MO 150 EP 220

>12" MO 320 EP 220
Ambient Temp. >50 ºC or
Operating Temp. >70 ºC MO 460 EP 460
Hypoid Gears Any N/A AGL 140
High Speed Gears (over 3600 RPM) Any TO 68** AW 68
Worm Gears Worm Wheel Centers and Speeds: Single Double

Enveloping Enveloping
<6 inch - <700RPM EP 1000 EP 1000

>700RPM EP 1000 EP 1000
6 inch to 12 inch - <450RPM EP 1000 EP 1000
>450RPM EP 460 EP 1000
- >300RPM EP 460 EP 1000
>250RPM EP 460 EP 1000
>24 inch - <200RPM EP 1000 EP 1000
>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
Page 104 of 255

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 1/2 of the
worm diameter (worm driven) or 1/3 of the wheel diameter (wheel driven) in worm gears.
Too high a level leads to churning, foam generation, leaking and overheating. Too low 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. Larger units should be part of the Oil Condition Monitoring
Program, covered in Part VI.
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, SAMS 26-007-302 or 330. 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 26-007-640, or Rack and Pinion Grease 26-004-540.
Page 105 of 255

D. 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, the so-called
industrial type and the aircraft or aero-derivative type.
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 9. 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.
Page 106 of 255

Issue Date: 31, March, 1999 Saudi Aramco Lubrication Manual
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 9: Various Gas Turbine Configurations. One-shaft designs are shown in (a) and
(b) while two-shaft designs are represented in (c) and (d).
Page 107 of 255

Figure 10 shows a simple cycle, open system gas turbine of the type (a) above.
The compressor draws in air, raises its pressure and temperature and forces it 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.
Page 108 of 255

Figure 10: 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.
d. Preferred bearing oil inlet temperatures are between 40 and 50 °C. Where
there are air flow coolers it is permissible to go to 60 °C.
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 Oil Condition Monitoring analyses 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. The Lubrication Engineers

will recommend the procedure.
Page 109 of 255

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 10 contains typical recommendations
for some of the Saudi Aramco equipment.
Table 10 - Saudi Aramco Recommendations For Industrial-Type Gas Turbines
Turbine Builder Oil Recommendation
General Electric
Frame 5 Turbine Oil 32
Frame 7 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
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
summarized as follows:
a. Because of their very high speeds, usually 8000 to 18000 RPM, compared
to 3000 to 9000 RPM, manufacturers generally use anti-friction bearings.
b. Bearing temperatures are very high, usually above 200C, and special
synthetic lubricants are required.
The cut-away in Figure 11 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.
Page 110 of 255

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 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, SAMS 26-005-430 or 440.
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 11: Aircraft-Type Gas Turbine, (gas generator only shown)
Page 111 of 255

E. 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 "reaction"
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. 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.
Page 112 of 255

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 deg C. If coolers are
air flow type, 60 deg 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.
Page 113 of 255

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. The following Table 11 lists a few of the steam turbines used in
the Saudi Aramco system and the oil recommendations which apply to them. While the
table is not complete, it can be considered as representing general practice. Because of
the critical nature of turbine lubrication, it is best to check with the Lubrication Engineers
before commissioning a new unit or refilling an older one.
Table 11 - Typical Saudi Aramco Recommendations For Steam Turbines

Saudi Aramco
Turbine Builder Conditions Grade
General Electric and Delaval Circulation System - Direct 32/46

Circulation System - Geared 32/46
Westinghouse Circulation System - Direct 32/46

Circulation System - Geared 68
Ring Oiled Bearings:
<80 C Bearing Temperature 68
>80 C Bearing Temperature 150 (MO)
Terry, Elliott & Worthington Circulation System - Direct 32/46

Circulation System - Geared 68
Ring Oiled Bearings - All 68
F. 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
that 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.
Page 114 of 255

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 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.
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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.
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.
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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.
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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 compressed. Separate seal oil systems are
provided for sour gas (H2S) compressor applications.
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.
Page 118 of 255

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):
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.
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 can not
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.
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The following table is a general chart of recommendations.
Table 12 - 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 68
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/CF
Rotary Compressors:
Sliding Vane, Discharge Temperature <140 ºC Saudi Aramco Machinery Oil 150
140-175 ºC Saudi Aramco Machinery Oil 320
>175 ºC Saudi Aramco Machinery Oil 320
Oil Cooled Type Saudi Aramco Turbine Oil 46/68 or
Saudi Aramco Diesel Engine Oil CD
Lobe Type Saudi Aramco Turbine Oil 68
Centrifugal Compressors Common System

Axial Compressors With Motor or Saudi Aramco Turbine Oil 46 or 68
Turbine Driver
Refrigeration Compressors Reciprocating and

Certain Rotary types
Except HFC 134a
Refrigerant Gas Saudi Aramco Refrigeration Oil WF 68
Refrigeration Compressors Reciprocating and

Certain Rotary Types
where Refrigerant
Gas is HFC-134a Saudi Aramco Refrigeration Oil
HFC-134a Synthetic.
Page 120 of 255

The items listed below concern compressor maintenance and are a general guide.
For complete maintenance instructions, refer to the manufacturer's instructions or
consult the Lubrication Engineers:
Reciprocating Compressors
a. Good compressor operation demands clean air or gas intake and correct
lube feed rate. Compressors MUST NOT BE OVER-LUBRICATED.
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.
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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.
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.
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 above, under Reciprocating
Compressors.
Page 122 of 255

G. 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 13, following, is a general chart for pump lubrication. For more information as to
specific grades of the products recommended, consult the preceding sections on bearings
and gears or ask the Lubrication Engineers.
Page 123 of 255

Table 13 - 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 Deep Well Bevel Gears Saudi Aramco Machinery Oil 150
Guide Bearings Saudi Aramco Turbine Oil 46
Integral Geared
High Speed Bearings, Gears Saudi Aramco Transmission
Oil D-11/Turbine Oil 32
Reciprocating,
Plunger Type Bearings, Crossheads,
Gears, Common System Saudi Aramco
Gear Lube EP 460
Seals Saudi Aramco All Purpose
Grease EP 3
Gears, and Worm Gears,
Separately Lubricated Saudi Aramco Gear Lube EP 220,
Gears, Open EP 460 Saudi Aramco Open Gear
and Wire Rope Lubricant
Vacuum Pumps System Saudi Aramco Vacuum Pump Oil
Submersible Saudi Aramco Turbine Oil 68 or

Pumps, B-J System *B-J Submersible Pump Oil
* B-J Submersible Pump Oil should be used in hot well service and on those pump
motors with mercury seals
Page 124 of 255

The following general maintenance procedures are for plant guidance:
1. Oil reservoirs should be checked weekly and topped up if necessary.
2. 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.
3. Ball and roller bearings should not be overgreased.
4. Strainers/filters should be cleaned on a regular basis and should be of the inert

type.
5. Small circulation systems should be changed every 6 to 12 months, depending on

the interval established through laboratory analysis.
6. 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.
7. Large systems will require periodic flushing. The Lubrication Engineers will
recommend the procedure, based on their knowledge of manufacturer's methods
and industry practice.
8. 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.
H. 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.
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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. For oiled plain bearings, the
simplified chart in Table 7, under Bearings, is a sufficient series of recommendations for
most Saudi Aramco equipment. Table 8, also in the Bearing section of this chapter, is one
approach at recommending oils for antifriction bearings. The following Table 14
supplements the other and refers specifically to electric motor and generator bearings,
using temperature and speed as the only parameters:
Table 14 - Oils For Antifriction Bearings - Motors And Generators
Min. Ambient Max. Oper.

Speed, RPM Temperature Temp. Saudi Aramco Grade
<500 -7 deg C 54 deg C Saudi Aramco Machinery Oil 150

500-1100 -7 deg C 54 deg C Saudi Aramco Turbine Oil 68
1100-3600 -7 deg C 54 deg C Saudi Aramco Turbine Oil 32/46
>3600 -7 deg C 54 deg C Saudi Aramco Turbine Oil 32
<500 4.5 deg C 93 deg C Saudi Aramco Machinery Oil 150

500-1100 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 68
1100-3600 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 46/68
>3600 4.5 deg C 93 deg C Saudi Aramco Turbine Oil 32
Integral gear motors have different requirements, based on the type of gears and the
operating conditions. Lubricant recommendations should come from the Gears section of
this chapter, from the manufacturer's instructions or from 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 12.
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.
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A well-designed bearing has a relief or vent plug to allow excess grease to be expelled.
Figure 13 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. The relief plug should
be removed and the opening, including any grease vent pipe if fitted, freed of
hardened grease.
4. Grease should be added slowly until new grease appears at the relief plug.
Proper safety precautions should be observed.
5. 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.
6. The relief plug should then be cleaned and refitted.
7. 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.
Page 127 of 255

Figure 12: Oil-Fed, Slinger Ring Bearing. Oil from the reservoir is fed to the bearing by
the oil ring.
Page 128 of 255

Figure 13: 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 7 of this section on Electric Motors.
Page 129 of 255

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. Replenishment and repacking intervals should be established by the
Lubrication Engineers after a full study of on-site operating conditions and bearing
designs.
I. 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.
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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.
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.
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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.
J. 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.
1. Machine Tool Lubricants
The primary parts of machine tools, requiring lubrication, are the following:
a. Headstocks and tailstocks

b. Gear boxes
c. Spindles
Page 132 of 255

d. Hydraulic systems
e. Sliding surfaces, ways and feedscrews
f. 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 15, which follows, is a general guide showing the Saudi
Aramco grades for various applications.
Table 15 - Machine Tool Lubrication Guide
Drilling,
Tapping,
Machine Tool Threading, General
Function Boring Planning Shaping Milling Grinding Honing Lathes
Machine Tool
Element
Main Gears 32-68 46-150 68 46-68 - 46 -

Headstock 32-68 - - 46-68 46 - 68-150
Speed Chg.
Gears 32-68 - - - - - 68-150
Feed Gears 32-68 46-150 68 46-68 46 - -
Traverse &
Worm Gears 460 460 - 460 460 460 -
Spindles 32-68* 68 - 32-68 32-68* 46 68
Hydraulics ** 32-68 68 68 46 46-68 46-68 -
Slides, Ways W W W W W W W
Grease Lubr.
Parts AP3 AP3 AP3 AP3 AP3 AP3 AP3
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
NOTE: For motor bearings, see Part V, Section H.
Page 133 of 255

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.
2. Cutting Fluids
Cutting fluids (metal processing oils) perform several functions:
a. They act as coolants, carrying heat away from the cutting tool and the
workpiece.
b. They lubricate the tool and the chip faces.
c. 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 16, following, is a general guide to
cutting fluid selection. If there is any doubt, consult the Lubrication Engineers.
Table 16 - Guide To Cutting Fluid Selection

Ferrous Metals
Mild Steel & Easily High Tensile Non-Ferrous Metals
Easily Machined Steels, Alloy Free-Machining Tough
Operation Steels and Stainless Alloys Alloys
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
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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:

(1) Remove contaminants by centrifuge, filter or settling.
(2) Clean, flush and refill system every three to six months.
(3) Keep machines and oil system clean at all times.
(4) 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:
(1) 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.
(2) Mix emulsion only when needed. It doesn't store well.
(3) As a general rule 20 parts water to 1 part oil is used. Special

circumstances may require different ratios.
(4) 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.
(5) The system should be kept free of contaminants by means of

filtration or settling.
(6) Emulsion strength should be checked periodically and more oil or

water added as is indicated.
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(7) 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.
K. 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:
1. It transmits large amounts of energy.

2. There is almost unlimited force amplification.
3. The force application is elastic.
4. There is accurate control of speed, force and position.
5. The bulk and weight of the apparatus is small in relation to the power
transmitted.
6. There is inherent protection against overload.
7. The inertia effects are minimal.
8. Changing operating sequences, speeds and loads is simple.
9. System construction is relatively easy, using standard components.
Hydraulic power, for purposes of this manual, 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.
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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, 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 14 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.
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Figure 14: Gear Type Hydraulic Pump. Fluid is drawn into the suction port, trapped
between the gear teeth and the housing, and discharged under pressure.
Figure 15: 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.
Figure 16: 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.
Page 138 of 255

The vane pump Figure 15 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. Figure 15 displays the working mechanism of a simple vane
pump. 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 16 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, depicted in Figure
16, 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.
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.
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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:
1. Saudi Aramco Turbine Oils 32 and 46
2. Saudi Aramco Transmission Oil D-II (ISO VG 32)
3. Saudi Aramco Hydraulic Oil AW 68
Saudi Aramco Turbine Oils are used in many hydraulic applications. Saudi Aramco
Hydraulic Oil AW 68 and Saudi Aramco Transmission Oil D-II 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 °C is
sufficient. It is best to circulate with a separate flushing pump as disturbed contaminants
may damage the hydraulic pump.
L. FLEXIBLE COUPLINGS
Flexible couplings can be categorized in two general groups:
1. Those which contain a flexible member as part of the construction, e.g., metal
disks or couplings with rubber parts.
2. Couplings containing articulated joints, e.g., geared couplings, continuous spring

or metal grid couplings, chain couplings and floating member couplings.
Page 140 of 255

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:
1. To transmit torque from the driving shaft to the driven shaft.
2. To allow for and accommodate predictable and unavoidable misalignment and

axial movement of the connecting shafts.
3. To provide protection against damage to the driving and driven units because of
shaft misalignment, shock loads, thermal growth and end-play.
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 17 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:
1. 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.
Page 141 of 255

When commissioning a new coupling, the grease should be carefully handpacked

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.
2. 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
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:
a. Evaporation or misting
b. Discharging along the keyway
c. A burr on a flange
d. A cracked or dried gasket
e. Failure of an end ring seal
f. Flange bolt loose
g. Lubricant plugs not tight
h. Lubricant plug seal missing
i. Burr on lubricant plug seal
j. Pinhole through sleeve
k. Distortion due to misalignment
l. Slow speed or reversing, causing weeping
m. Breathing, caused by changes in ambient temperature
n. Driver "hunting", resulting in axial oscillation
o. Pumping, where the coupling acts as a pump
p. Tilting, where the shafts are inclined excessively
q. Blowing, caused by rapid air movement across coupling
m. Over-lubrication, by far the most common cause
Page 142 of 255

The oils recommended for use in Saudi Aramco oil filled couplings are:
a. Oil temperature below 95 °C -- Saudi Aramco Gear Lube EP 460

b. Oil temperature above 95 °C -- Saudi Aramco Gear Lube EP 1000
3. 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. A typical example of such a unit is shown in Figure 18. 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.
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.
Page 143 of 255

Figure 17: 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 18: Grid (or Flex) Coupling. The flexing of the spring in the groove
compensates for minor misalignment.
Page 144 of 255

M. VALVES
Several different types of valves are used in Saudi Aramco operations, e.g., ball valves,
gate valves and plug valves. They are used for flow control of a variety of fluids and
gases and special lubricants and sealants are required, depending on the combination of
valve type and material being controlled. Valves may be manually operated by wrench,
lever or hand wheel or power actuated electrically, hydraulically or with air or gas.
Typical elements of valves which may require lubrication are:
1. Exposed valve stem threads

2. Exposed stem thread nuts
3. Valve stem bushings or bearings
4. Valve stem packing
5. Actuator mechanisms
6. Valve sealing faces
7. 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 gaiter. 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 this 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 below in Table 17.
Page 145 of 255

Table 17 - Valve Actuator Lubrication In Saudi Aramco

Actuator Builder Saudi Aramco Lubricant Frequency
Rotork
Actuator Saudi Aramco Gear Lube EP 220 6 months
Valve Stem, Nut Saudi Aramco All Purpose Grease EP3 6 months
Limitorque
Actuator Saudi Aramco All Purpose Grease EP1 6 months
Drive Sleeve and
Top Bearing Saudi Aramco All Purpose Grease EP3 6 months
All
Geared Limit Switch Saudi Aramco Silicon Grease 44 6 months
Oil Mist Lubricator Saudi Aramco Transmission Oil D-II Weekly
Hydraulic System Saudi Aramco Transmission Oil D-II 6 months
Valve Stems and
Worm Gears Saudi Aramco All Purpose Grease EP3 3 months
Scotch Yoke Saudi Aramco All Purpose Grease EP3 6 months
Ball valves consist of a spherical element, retained by a cage, which fits in a shaped seat.
The ball is rotated on the fixed seat which is renewable and often made of Teflon. A ball
valve is faster closing and, usually, better sealing than gate or globe valves. Ball valves are
available in many metals and with different types of sealing compounds. The
recommended Saudi Aramco sealant should be used to minimize leakage and protect the
ball and seat.
Gate valves usually consist of a wedge-shaped gate which opens or closes a run of pipe.
Actuation is accomplished by means of a threaded handle which can be powered or
manually operated.
Plug valves range from simple cocks, used for low-pressure, non-critical service, without
lubrication, to extremely high-pressure transfer of fluids or gases and requiring specialized
sealant materials. Valves of this type all consist of a plug, which is drilled horizontally,
and a ground seat. Turning the valve 90 degrees in either direction opens or closes it.
Plug valves of the type used by Saudi Aramco, typically have a steel plug which 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.
The lubricants and sealants are all proprietary materials, many are single-sourced and non-
substitutable. If there is any question, the Lubrication Engineers should be consulted.
Page 146 of 255

The following listing is a guide to valve lubricants and sealants used in Saudi Aramco:
1. Ball Valves
a. Valtex No. 80, SAMS 26-009-107, 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).
b. Desco H.S., SAMS 26-009-017, 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).
2. Gate Valve Lubricant No. P-77, SAMS 26-009-027, 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).
3. Valve Stem Lubricant, Masonelian No. 2, SAMS 26-009-097, from Masonelian

International Incorporated, is for use with gasoline, petroleum oils and natural gas
4. Plug Valves
a. Plug Valve Lubricant 731, SAMS 26-009-037 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) 26-009-047. 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, 26-009-057, 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 26-009-067, is used with acids, alkalis, aqueous
chemical solutions and steam (Temp. -10 °C to 177 °C).
e. BTR Sealant No. 654G 26-009-077, is used with solvent treated

lubricating oils, hot and compressed gas (Temp. 10 °C to 260 °C).
Page 147 of 255

f. BTR Sealant No. 555 Gun Pack 26-009-087. 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 26-009-090 for high pressure valves
in Khuff gas well heads.
h. Lubchem Formasil CO2 Heavy Duty sealant 26-009-095 for well head
valves up to 10,000 psi, resists H2S, crude oil, gasoline and diesel.
Valve lubricants come in a variety of containers and sizes. Refer to the SAMS
catalog or to the supplier's literature.
N. INTERNAL COMBUSTION ENGINES
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.
There are three methods of classifying engine oils:
1. 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.
2. By service level. As spelled out in Part III of this Manual, 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 SJ, introduced 1997, 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 CG-4 multigrade, supercharged engines in
high speed, high output duty). Saudi Aramco crankcase oils, Saudi Aramco
Diesel Engine Oil CD and Saudi Aramco Diesel Engine Oil EMD, are at the CD
level. Saudi Aramco Diesel Engine Oil 15W-40 is to API CF-4 performance level.
Page 148 of 255

3. 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).
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 Oil Condition Monitoring 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 Oil Condition Monitoring 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, the Oil Condition Monitoring Program will aid in extending
engine life and conserving oil.
Page 149 of 255

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. The cumulative data provided by the
Oil Condition Monitoring Program is especially valuable with these most critical
engines.
Saudi Aramco Diesel Engine oil EMD also may be used in other makes of diesel
engines where API Service CD is appropriate.
O. 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. Questions should be referred to the
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 (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 of fluid and issue approvals. For
Saudi Aramco equipment, only two grades are used. The requirements of Allison
C-3 are met by Saudi Aramco Diesel Engine Oil CD and all other transmissions
use Saudi Aramco Transmission Oil D-II, 26-003-340.
Page 150 of 255

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, 26-002-130. If a final drive with a
worm gear is found, it will need a special lubricant and the 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-II, with a viscosity
conforming to SAE 10-10W, 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, where an SAE 30 is called for, and Saudi Aramco
Transmission Oil D-II, where the manufacturer calls for an SAE 10 or 20 engine
oil.
P. 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.
1. Winches
a. Hydraulic systems should use Saudi Aramco Diesel Engine Oil CD, Saudi
Aramco Hydraulic Oil AW 68 or Saudi Aramco Transmission Oil D-II,
depending on the type of pump and the severity of service.
Page 151 of 255

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 and in conformance with the general instructions
covered under "Electric Motors".
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 and

general recommendations will be found under "Gears".
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.
b. Liberal use of Saudi Aramco Rust Preventive is encouraged to protect

exposed metallic surfaces from rust and corrosion.
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.
4. Barge jack-up legs are 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,
26-004-540, should be used.
Page 152 of 255

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
c. The humid air encountered in marine applications requires special

attention to intake air filters and system traps.
Equipment utilized in the actual operation of the vessel, e.g., steering mechanisms,
thrusters, instrumentation, etc. should be maintained in accordance with the
builder's instructions.
Again, the harsh environment is the principal difference in equipment care at sea as
opposed to the same equipment on land. Proper use of protective paints and rust
preventives is essential.
Q MISCELLANEOUS EQUIPMENT
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-II.
Page 153 of 255

2. Wire Ropes
Figure 19 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. Thus, given moderate operating conditions, it may be best to use a
wire rope aerosol spray lubricant, 26-011-280, or run the ropes dry.
If a lubricant is used, the Saudi Aramco products are Saudi Aramco Open Gear
and Wire Rope Lubricant, 26-007-330 35lb. can, (or 26-007-302 1 lb. spray can).
26-007-330 can be applied by spraying, brushing or passing the rope through a
bath of the material. The purposes are 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.
Page 154 of 255

Figure 19: Various Types of Wire Rope.
Page 155 of 255

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.
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 20 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.
Figure 21 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 22 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 is an appropriate filling for such use. Under cleaner
conditions, Saudi Aramco Gear Lube EP 220 may be used.
Page 156 of 255

Figure 20: Roller Chain Cross Section. These are precision machined elements and
require effective lubrication to prevent premature wear.
Figure 21: Rivetless Chain. This is a cast chain, using snap-on side bars in lieu of rivets
to hold the links together.
Figure 22: Wear Zones on Chain System. The wear zones shown are the areas to which
lubricant should be applied.
Page 157 of 255

R. PRESERVATION OF IDLE EQUIPMENT
NOTE: For additional information refer to the Saudi Aramco Mothballing 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, 26-007-240, 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 for any period of
time. 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, 26-007-440, 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.
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 deg 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.
Page 158 of 255

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 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.
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 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.
9. Spray Saudi Aramco Diesel Engine Oil CD 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.
Page 159 of 255

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 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.
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.
Page 160 of 255

PART VI - 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.
A. QUALITY CONTROL
Quality control in Saudi Aramco starts with lubricant specifications. Logistics and
economics both dictate the need for a strict program of rationalization, doing the best job
with the least number of products. For this reason, Saudi Aramco Class 26 lubricant
specifications are written to assure that the products used are the best choices for the
diverse jobs at hand.
The next step in quality control comes from the credibility of the various approved
suppliers. In every instance, they will be known manufacturers, companies who have
reputations to uphold. Before they are approved as suppliers, they will have submitted
"reference" samples of their products which must conform to the specifications. All future
deliveries will be compared to the "reference" samples.
To assure that this chain of quality checks is maintained, samples of incoming shipments
are taken. At present, bulk deliveries and a representative percentage of all drums are
checked. When required, a similarly representative number of pails will be sampled.
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 his
product which would affect this quality control process. Table 18, which follows, is a
Summary of Required Laboratory Tests for New Lubricating Oils.
Page 161 of 255

Table 18 - Summary Of Required Laboratory Tests New Lubricating Oils
Turb., Mach. Trans.,

Gas Turb., Engine Hyd., Insu- Refrig- Gear
Test Syn. Turbine C'case . lating eration Lube
Appearance, Saudi Aramco x x x x x x

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, KV, ASTM 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-II
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.
Page 162 of 255

B. 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.
1. Oil Inspection
It has been said that every good lubrication maintenance man has an extra set of senses.
He has extra ears to hear noises that are out of place, the eyes in the back of his head see
things that just don't look right, simply by touching he can determine something that is too
hot and his nose is aware of abnormal odors. There is a lot of truth in that adage but there
really is nothing supernatural about it. It comes from practice and from an intimate
knowledge of the machinery with which one works. The following are just a few of the
"secrets" which make really good lubrication maintenance people:
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.
b. The smell of hot oil is very noticeable. Trace it to it's 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.
Table L in PART VIII covers the subject of leaks in detail.
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. See Table 19, below, for some of the things to be learned.
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.
Page 163 of 255

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.
These are a few of the things which a lubrication maintenance man can do to keep
equipment running longer and more efficiently, but they are important ones.
Mention was made above of the value of visual inspections of used oil. Table 19,
following, is a guide to the causes of abnormal appearance in used oil samples.
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, on the other hand, 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.
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. These are available in
SAMS Class 25. 25-008-738 is a 250 ml bottle 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, 250-
008-747.
b. If possible, take sample while machine is under normal operating load.
Page 164 of 255

Table 19 - Visual Inspection Of Used Oil Samples
Appearance Of Sample Action To Be Taken

As First After 1 System Without System With
Taken Hour Reason Filter, Centrifuge Filter, Centrifuge
Clear - - None None

Opaque, Clear Foaming, Find and Cure the Find and Cure the
Cloudy Entrained Cause of the Foam Cause of the Foam
Air
Clear But Unstable Drain Water As Check Centrifuge

Separated Emulsion Soon As Possible Setting, Operation
Water
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
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 OCM samples require more data which will be covered in detail in the
next section of the Manual.
Page 165 of 255

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.
Different machines have different tolerances for contamination and the cleaning
methods will vary with these differences. 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.
The purpose of lubricant cleaning is to remove water, dirt and other contaminants
in order to protect vulnerable machine parts from excessive wear and to maximize
oil service life. 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, (refer Glossary), and vacuum
dehydrators, (refer Glossary). Each type has its advantages and disadvantages.
For more information on this subject consult with the Lubrication Engineers.
Page 166 of 255

Reclaiming, recycling and rerefining of lubricants and hydraulic fluids is a rapidly

growing area brought about by legislative pressures on the conserving of lubricants
and related fluids. Some seal oil reclamation is carried out at Saudi Aramco plants,
but otherwise reclaiming/recycling of lubricants and related fluids is not currently
undertaken. This situation may change in coming years and for that reason
definitions of the various reprocessing treatments is now included in the Glossary
in Part VIII.
Figure 23: Typical Centrifuge of the Type Used for Lube Oil Purification. Centrifugal
force causes impurities, such as dirt or water, to be removed from the oil.
Page 167 of 255

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. A typical centrifuge
is shown in Figure 23.
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:
(1) Oil viscosity and density, which in turn are related to the
temperature.
(2) Type, shape and size of the contaminants in the oil.
(3) Degree of purification desired
(4) Persistency of any emulsion present
In many instances, Saudi Aramco equipment will be delivered with a centrifuge on

the primary skid, a dedicated unit. In that case, 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. If there are any questions
concerning the use of centrifuges with specific oil types, they should be referred to
the Lubrication Engineers.
Filters are an essential part of all machines, be they mobile or stationary. They
take many forms. 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 in the finest sense
of the term 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.
Page 168 of 255

In the Saudi Aramco area of operation, filtration is a vitally 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, 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) screen, wound wire, sintered
metal, membranes and belts of various materials. They also may be of the edge
type, presenting a series of edges through which the oil must flow. Figures 24 and
25 show typical surface filters: in Figure 24 a cleanable metal cartridge is enclosed
in a housing while an edge type filter is shown in Figure 25. The great 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.
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.
Another depth type filter is shown in Figure 26. 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 contaminants. It will not remove
water, nor will it remove 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.
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Regardless of the type or size of a filtration unit, it requires maintenance attention.

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 change over 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.
These few lines barely touch the surface of filtration, which is a science unto itself.
Additional references are available from the Lubrication Engineers, if needed.
Page 170 of 255

Figure 24: Surface Filter. The woven metal element can be removed for cleaning.
Figure 25: Surface Filter of the Edge Type. Turning the handle rotates the cleaning
blades and exposes clean edges to the oil flow.
Figure 26: 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.
Page 171 of 255

C. OIL CONDITION MONITORING PROGRAM
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 Oil Condition Monitoring Program calls for taking samples
from nominated equipment at periodic intervals. The samples are analyzed by the
Saudi Aramco Lube Oil Testing Laboratory and the results interpreted by the
Lubrication Engineers of the Consulting Services Department.
A single sample can give simple information:
a. Is the oil the proper product for the application?

b. Is the oil suitable for continued use?
c. Is there significant evidence of mechanical malfunction?
However, to achieve the broader objectives of the OCM 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 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, for example.
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Each of the major Saudi Aramco lubricating oil grades, identified by SAMS
number, has a unique set of warning limits, based on the new oil standards. These
limits were developed from experience, gained through the operation of similar
programs. The warning limits are the key to the reporting portion of the OCM
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.
2. Mechanics of the Program
Initially, monthly samples should be taken from nominated equipment. As data

accumulate and trends are identified, this interval may be lengthened or shortened,
as indicated. Guidelines for the frequency of sampling covering all equipment
types have been established based on successful operating experience since the
start up of the Saudi Aramco OCM Program. This Guideline is shown in Figure
27. Check with the Lube Engineers or the Lube oil test laboratory in case of any
revisions. These Frequency Guidelines should be followed to ensure the operation
of the OCM Program is carried out as cost effectively as possible.
Plastic sample bottles come in two sizes: 16 ounce (500 millimeter) (SAMS 25-
008-747) and 8 ounce (250 millimeter) (SAMS 25-008-738). The bottles,
together with preprinted identification tags or labels, can be obtained from the
Dhahran Laboratory or through the SAMS system.
NOTE: If the 8 ounce sample bottles are used, they MUST BE FULL.
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, a considerable quantity of oil should be drawn off before the sample
is taken. If there is any doubt concerning the sampling procedure, the Lubrication
Always, 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.
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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.
Preprinted adhesive labels are supplied with the sample bottle. They provide space
for the following information:
Plant No.: Location:

Equipment No.:
Saudi Aramco Stock No.:
Saudi Aramco Brand Name:
Date Sampled: Hours in Service:
Sampling Point:
Send Report To:
Box and Phone No.:
Remarks:
These data are entered into the OCM computer program and a permanent record is
established. Subsequent samples must be identified with the Plant No., Equipment
No., SAMS Stock No., Date Sampled and the name, address and phone number of
the sender. If a sample is received without this basic information, it cannot be
logged into the computer and the analyses will not be performed. Obviously, other
information, such as the sampling point and hours in service, is important in the
interpretation process.
For those field locations operating the latest client/server OCM application sample
labels complete with bar codes will be generated at the field location work station.
Samples should be sent to the S. A. Laboratories, Box 5000, Abqaiq, (phone 572-
8609), if possible on the same day they are taken. 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
computer. At this point, the data become available to all users of the OCM
program, using any dedicated workstation operating the New OCM Cient/Server
application. This system eliminates the need for telephone communications among
laboratory staff, Lubrication Engineers and field personnel. For routine results, the
data on the work station screen will be sufficient. If all results are within the
warning limits, the display screen will show nothing after “Observations” and
"OIL SUITABLE FOR CONTINUED USE" after RECOMMENDATIONS.
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If, on the other hand, there are test results outside the warning limits, such results
will be highlighted on the screen and either "high" or "low" shown after
REMARKS. Further interpretation is provided by the Lubrication Engineers.
Their comments will appear after RECOMMENDS and will show as standard
terms, e.g., direct action types such as "Change Oil" or "Resample", or
investigative actions such as "Check Air Filters" or "Check Fuel Injectors".
The final step in the system is the field action. To achieve the maximum benefit
from the OCM program, it is essential that the recommended action as given by
the Lubrication Engineers be carried out in a timely manner.
3. The Results Screen
The screen will display all results for plants and equipment in those plants under
the control of a particular work station. Graphics are a feature, available for
trending changes in key parameters such as viscosity, acid number, contaminants
etc.
NOTE, for more comprehensive information on the latest version of the OCM
computer application, refer to the final section of this Lubrication Manual where
you will find under Part X of this Manual an attachment entitled: “Lube Oil
Condition Monitoring System (OCM) -- OCM Application Users Manual”.
Page 175 of 255

Figure 27
Page 176 of 255

PART VII - STORAGE, HANDLING AND APPLICATION OF LUBRICANTS
A. STORAGE AND HANDLING (INCLUDING 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 causes of lubricant contamination, deterioration and waste in handling and

storage are:
1. Damaged containers
2. Moisture from rain or condensation
3. Dirty dispensing equipment
4. Exposure to dust or chemical fumes
5. Poor outdoor storage practices
6. Mixing of different viscosity grades, Saudi Aramco brands or types
7. Exposure to excessive heat or cold
8. Overlong storage
9. Unsealed bungs or covers
Simple handling and storage precautions can reduce contamination, deterioration and
waste. The following brief notes are a guide to these precautions:
1. Containers
Drums, pails and cartons of lubricants from all suppliers must be clearly labeled
with the Saudi Aramco brand name, the SAMS 26-number, the supplier's batch
number, the filling date and location, the 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.
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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 drums's hoops will protect it from damage, but care must be taken
to 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.
2 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.
Most containers eventually will be taken there to be prepared for use in the
operating unit, be it refinery, rig, barge or pipe line station. Therefore, on-site
storage such as block shelters, is a practical approach, given the physical
constraints of the space available. 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 rule will eliminate the risk of deterioration caused
by long periods of storage.
One important note concerning oil storage relates to transformer oil and
refrigeration oil. These should be stored indoors as they cannot tolerate
contamination. When outside storage is unavoidable, drums of these products
should be placed upside down, on pallets.
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3. Outdoor Storage
Much of the lubricant storage space in Saudi Aramco is outdoors. While this is
not the best practice, the large quantities of material required to be kept on hand
make it a necessity. It imposes a need for specific precautionary measures.
Because of the weather extremes in the Saudi Aramco operating areas, it is
advisable, whenever possible, to provide some sort of basic shelter against the sun.
Figure 29 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 30. The
only way to prevent this, given this kind of storage option, is to block the drum
with the blocks parallel to the bungs, as shown in Figure 31.
4. 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.
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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.
Figure 29: Simple Shelter for Drum Storage
Page 180 of 255

Figure 30: How a Sealed Drum Breathes. This is the mechanism by which moisture is
drawn into a sealed drum.
Figure 31: Proper Upright Storage, Outdoors. Blocking the drum in this manner keeps
water from collecting around the bung.
Page 181 of 255

5. 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.
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.
h. Be certain drum bungs and covers are in place and tight.
6. Safety considerations involved in the storage and handling of lubricants include the
following:
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.
Page 182 of 255

d. 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. 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.
f. Oral ingestion of any lubricant is to be avoided and, if such occurs, medical

help should be summoned immediately.
B. OIL AND GREASE APPLICATION METHODS
Saudi Aramco equipment usually will have lubricant application systems installed by the
erectors or builders. This section briefly describes the more common application systems
likely to be encountered in Saudi Aramco plant and equipment.
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.
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:
1. Manual application
a. Oil holes and cups (See Figure 32)

b. Oil bottles (See Figure 33)
c. Wick feed oilers
d. Drop feed oilers (See Figure 34)
e. Constant level oilers (See Figure 35)
Page 183 of 255

2. Mechanical methods
a. Mechanical lubricators (See Figure 36)

b. Centralized systems
c. Mist systems
Reuse methods call for the oil to be used over and over. Examples are:
1. Ring and collar oilers

2. Bath and splash systems
3. 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 19, following, describes the most common all loss lubrication methods and lists their
advantages and disadvantages.
Page 184 of 255

Figure 32: 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 33: Oil Bottle Mounted on a Plain Bearing. The pin contacts the shaft and
causes oil to flow to the bearing.
Figure 34: Drop Feed Oiler. Oil passes through the needle valve, one drop at a time.
The sight glass permits the oil flow to be observed and adjusted as required.
Figure 35: Constant Level Oiler. The line from the oiler to the bearing is located at the
lowest point of the bearing housing and permits a constant level to be
maintained.
Page 185 of 255

Figure 36: Mechanical Force Feed Lubricator. The cam-actuated pump forces oil
through the check valve and into the oil line via the sight-feed glass.
Page 186 of 255

Table 19 - Lubricant Application Methods

Application
Method Description Advamtages/Disadvantages
Oil holes and Hole drilled in bearing Simple and cheap/Application

cups housing, may be open or cost is high, bearing is
protected with a ball alternately flooded, starved.
check or cap.
Oil cups screwed into Inefficient method, only used
bearing housing. for lightly loaded, low speed
Oil bottles Plastic bottle mounted Low cost, feeds oil only when
on bearing housing, rod when shaft turns; feed rate
or pin passing through increases with temperature
sleeve to bearing due to oil viscosity decrease/
vibrates when shaft Oil application cost is high;
turns and causes oil to pin is sensitive to wear and
flow to shaft. damage.
Wick feed Wick dips into oil in Low cost/Oil flow dependent
oilers reservoir, conveys oil on level; wick gathers dirt,
to shaft. moisture and reduces flow;
wicks need replacement.
Drop feed Oil reservoir has needle Flow rate adjustable; fairly
oilers valve with on/off lever; fast rate possible/Flow rate
rate adjusted by needle decreases as oil level drops;
valve; has sight glass non-automatic requiring shut
beneath reservoir. down when machine not running;
valve can become clogged.
Constant Hole drilled at lowest Automatic continuous

level oiler point in bearing housing lubrication; needs little
and connected to the attention/Oil feed may become
oiler. plugged.
Mechanical Small cam operated Positive pressure feed,

lubricators piston pumps, upward adjustable, not affected by
stroke forces oil oil level; can be operated by
through sight glass machine being lubricated or by
liquid and displaces separate motor; maintenance
equal volume of oil is low; oil protected against
in bearing; adjustable contamination/Initial cost
feed rate. is high.
Page 187 of 255

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 37 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 38. Power guns usually are attached to container
mounted systems with pumps, follower plates and hoses as shown in Figure 39.
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.
See "Centralized Systems", following.
Page 188 of 255

Figure 37: Lever-Type Grease Gun. Spring pressure is maintained by the screw handle
at the lower end of the gun and charging pressure is applied by means of the
lever.
Figure 38: Pump-Type Grease Gun Filler. The gun is attached to the filler and is filled
by pumping the handle.
Figure 39: Power Grease Gun. The unit is mounted on a container of grease, usually a
pail, and transported on an oiler's cart.
Page 189 of 255

Figures 40 and 41 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 as follows:
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 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.
9. Report any unsafe conditions, such as hard to reach grease fittings. They can be,
and should be, piped out to safe locations.
Page 190 of 255

Figure 40: Various Types of Grease Fittings.
Figure 41: Various Types of Couplings and Adapters for Grease Guns.
Page 191 of 255

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 42, following, is
the ISO Classification of Lubrication Systems which categorizes them by total loss and
circulating types. In Figure 43, schematic drawings of the various 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.
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.
Page 192 of 255

Figure 42: ISO Classification of Lubrication Systems.
Page 193 of 255

Figure 43: Various Types of Centralized Systems
Page 194 of 255

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 prelubricated 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.
Page 195 of 255

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.
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 micrometres (one micrometre equals
0.000039 inches) in diameter. In comparison, an ordinary airline lubricator produces an
atomized mixture of droplets, up to 100 micrometres 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 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 reclassifiers, 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.
Page 196 of 255

It should be noted that 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 Pure 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 44, following, 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, as shown in the Figure.
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.
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.
Page 197 of 255

Figure 44: 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.
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.
Page 198 of 255

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.
Page 199 of 255

PART VIII - TABLES AND GLOSSARY OF TERMS
A. 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 A, following, 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.
Page 200 of 255

Table A - Temperature Conversions
Page 201 of 255

B. VISCOSITY CONVERSION (1)
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. Table B, following, will provide a
convenient reference. Note that the values given for SUS are only approximate, as they
depend on the VI of the oil in question.
Table B - Viscosity Conversion Table

ISO To SUS
Viscosity Approximate Approximate Viscosity Range,

Grade Range cSt Viscosity Range* SUS @ 210 °C
@ 40 °C SUS @ 100 °F 95 VI 65 VI 34 VI
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.
Page 202 of 255

C. 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 C, following,
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).
Page 203 of 255

Table C - Viscosity Conversion Table
Page 204 of 255

Chart D 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.
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.
Page 205 of 255

Page 206 of 255

Page 207 of 255

Chart G.5 - curve shows absolute viscosities in Reyns and Centipoises against temperature
of a typical petroleum oil in standard ISO viscosity grades.
Page 208 of 255

Chart H
Equivalents of API for Liquids at 60 °C (Liters at 59 °F)
Page 209 of 255

J. 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)
Table D - Masses Of Selected Petroleum Products
Product kg/m3 m 3/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
Page 210 of 255

K MASS CONVERSION
This table is an aid in converting between English and metric units of mass.
Table K - 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.
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
Page 211 of 255

L. VOLUME CONVERSIONS
This table is intended to simplify conversions between English and metric units.
Table L - 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
Page 212 of 255

M. PRESSURE CONVERSIONS
This table is an aid in the conversion of obsolete used units of pressure to SI Units and
vice versa.
Table M - 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.
Page 213 of 255

N. POWER CONVERSIONS
This table is a conversion chart for the various systems used to measure power.
Table N - 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
Page 214 of 255

P. LENGTH CONVERSION
This table provides conversion factors for English and metric systems of measuring length.
Table P - 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
Page 215 of 255

Q. AREA CONVERSIONS
This table provides conversions between English and metric units of area measurement.
Table Q - Area Conversion Table

Square Feet (ft2) Square Meters (cm2)

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.
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
Page 216 of 255

R. 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. It is
beyond the scope of this book to go into the system in detail but, since some of the units
have been used, particularly in the foregoing tables, it may be helpful to be familiar with
the most commonly used of the multiples and submultiples which are basic to the system.
Table R - 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
S. 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
Page 217 of 255

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
Opening, Air 100 psi Steam 140 psi Water 40 psi Gas 20 psi
Inches cu ft/month lbs/month gals/month cu ft/month
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
T. GLOSSARY OF TERMS
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 and Part II.
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. See Part II.
ADHESION. As related to lubrication, the force that causes fluids to stick to or adhere to
solids.
Page 218 of 255

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. See Part III.
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
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,
aromatic solvents are still lower.
ANTI-FOAM AGENT. An additive which inhibits the formation of foam. See Part II.
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.
See Part II.
ANTI-SCUFFING AGENT. Additive to prevent damage caused by solid phase welding

between sliding surfaces.
Page 219 of 255

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. See Part II.
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. See Part II.
API GRAVITY. An arbitrary scale, expressing in Degrees API, the specific gravity of
petroleum products. See Part II.
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. Non combustible 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:
1. 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.
2. 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.
3. Some of the ash may becontributed by additives other than detergents.
ASHLESS DISPERSANT. A cleanliness additive for crankcase oils which does not
contain metallic compounds. See Part II.
Page 220 of 255

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. See Part V.
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. See Part IV.
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. See Part VIII, above, for appropriate pressure
designations.
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.
Page 221 of 255

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 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.
See Part VIII, above, for conversion factors to ISO-coherent terminology.
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 degrees. 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.
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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.
BOMB OXIDATION STABILITY (RBOT). ASTM D 2262 Used for testing the
oxidation stability of Turbine Oils; refer RBOT.
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 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.
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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. See Part VI.
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.
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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.
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. See Part II.
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. See Part II.
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.
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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 which is determined by comparing the test sample with a "standard"
or for identification. 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 r

other components, usually a salt of a metallic material and a fatty acid or an inorganic salt
plus a complexing agent.
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.
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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-reactive surface. See Part II.
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. See Part II.
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. See Part II.
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. See Part II.
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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. 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. See Part II.
DEXRON. A registered trademark of the General Motors Corporation covering

approved transmission fluids. See Part III.
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. See Part III.
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.
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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 sidestream, 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 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. See
Part IV.
DROPPING POINT. The temperature at which the first drop of liquid separates when a
grease is heated under prescribed conditions. See Part II.
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.
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EMULSIBILITY. The ability of an oil to emulsify with water. The oil becomes
suspended in water in the form of minute particles, an EMULSION. See Part II.
ENGLER VISCOSITY. A method formerly used in Europe for expressing the resistance
to flow of a given oil. See VISCOSITY, following, or Part VIII, above.
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.
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. See Part VI.
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FILTRATION. A process of removing suspended material from a liquid by passing it

through a porous medium. See Part VI.
FLASH POINT AND FIRE POINT. See Part II.
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. See Part II.
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. See Part II.
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.
Page 231 of 255

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. See Part VIII, Table F.
GALLON (U.S.). Unit of liquid volume equal to 231 cubic inches. See Part VIII, Table
F.
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. See Part VIII, Table E.
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. See Part VIII, Tables D
and E.
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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. See Part II.
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. See Part VIII, Table H, for conversion to ISO-coherent forms of
expression.
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.
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.
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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. See part III. Section B.
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.
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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.
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.
MACHINERY OIL. See Part IV, Section C.
MASS SPECTROMETER. Apparatus for the rapid analysis of the hydrocarbon types in a
petroleum sample.
MECHANICAL LUBRICATORS. See Part VII.
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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. See Part II.
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. See Part VII.
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. See Part III.
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.
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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. Increasing
neutralization numbers may indicate oil deterioration in service and ACID NUMBERS are
obtained to confirm the trend. STRONG ACID NUMBERS are considered to be related
to inorganic acids, such as those derived from sulfur, while the difference between
TOTAL ACID NUMBER and STRONG ACID NUMBER is attributed to weak (organic)
acids, possibly the result of oil oxidation. BASE NUMBERS are similar with TOTAL
BASE NUMBER being a measure of the alkalinity of the oil, particularly diesel engine
oils, largely derived from the additive package used, and STRONG BASE NUMBER
usually resulting from contamination with a caustic material. See also pH.
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.
Page 237 of 255

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
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. See Part II.
PENETROMETER. The apparatus for measuring PENETRATION. See Part II.
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.
Page 238 of 255

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. One in which the molecule exhibits electrically positive

characteristics at one extremity, negative at the other. Such a molecule may have two
wholly different characteristics. One extremity may be oil-soluble, while the other may be
water-soluble or may have an affinity for metal surfaces. In the latter case, the formulated
product would be said to have good metal-wetting properties or to wet the metal surface
preferentially. Many additives in petroleum formulations are polar; rust inhibitors,
emulsifiers, oiliness agents, detergents, etc.
POUR POINT. Lowest temperature (°F) at which an oil will flow, ASTM D97, a factor
of significance in cold-weather start-up. Lack of fluidity of a naphthenic oil stems from
the increase in viscosity, whereas that of a paraffinic oil is brought about by crystallization
of waxy particles. Hence waxy pour point. A paraffinic oil will often flow at
temperatures below its pour point, however, if the crystalline structure is mechanically
disrupted. See also pour depressant under additives.
PPM. Abbreviation for parts per million. For illustration: a postage stamp is 1 ppm of the
weight of a man; a large mouthful of food is 1 ppm of all a person eats in a lifetime; a half
block is 1 ppm of the distance around the world.
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.
RBOT TEST. Abbreviation of Rotating Bomb 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.
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. Refer also to
Recycling and Rerefining.
Page 239 of 255

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. See VISCOSITY or Part VIII, Table C.
REFRIGERATION OIL. An oil for use in refrigeration compressors. See Part II.
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. See
illustration in Section V, Figure 12.
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 the

establishment of 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. See Part III.
Page 240 of 255

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, also Part VIII, Table C.
SHEAR. Deformation which occurs when parallel planes of a body are displaced relative
to each other in a direction parallel to themselves.
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 more dense.
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, are 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.
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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, 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.
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.
Page 242 of 255

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.
Page 243 of 255

TEMPERATURE. The intensity of heat measured by various scales. Water freezes at

0 °C (32 °F) and boils at 100 °C (212 °F). 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 °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.
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.
Page 244 of 255

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. See Part V.
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.
UNWORKED PENETRATION. See Part II.
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
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,
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.
Page 245 of 255

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: (See Part VIII, Table C
for conversion factors and Part II for additional explanation.)
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).
Page 246 of 255

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.
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". See Part II.
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.
Page 247 of 255

3. Water by Karl Fischer Method. The most accurate, but most time-consuming,
method for quantitatively measuring small quantities of water, measured in parts
pre 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. Wear is the subject of a separate scientific discipline known as
TRIBOLOGY.
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 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.
Page 248 of 255

PART IX - BRAND COMPARISONS
A. Saudi Aramco Brand Names and their SAMS Numbers against major Vendor Brand
Names
The following list shows the major vendor branded products and their nearest Saudi
Aramco brand equivalents. This list can be used to select those Saudi Aramco brands
which correspond to equipment vendor's recommended lubricants as shown in instruction
manuals and on attached nameplates.
The list covers all Saudi Aramco branded lubricants as given in the SAMS catalog with the
exception of sub classes: 09; (Valve Lubricants), 10; (Instrument Lubricants), 11;
(Specialty Lubricants), and 12; (Fuels). Sub classes 09, 10, 11 and 12 are single source
special requirements and listing equivalent brands is not considered practical.
Note: Vendor brand names are subject to change and the same names are not always used
in all countries. In addition brands shown as comparable are not necessarily direct
equivalents in performance. The list should therefore, be used with discretion. If in
doubt, the Lubrication Engineer should be consulted.
Page 249 of 255

ARAMCO BRAND COMPARISON LIST
CIRCULATING OILS -TURBINE & MACHINERY (SUB CLASS 01)*
SAUDI ARAMCO SAMS

BRAND NUMBER CALTEX GULF TEXACO EXXON** MOBIL SHELL PETROMIN
TURBINE OIL 32 26-001-140 REGAL OIL HARMONY REGAL TERESSO DTE OIL TURBO 32 TURBINE
(55G) R & O 32 32 OIL R & O 32 LIGHT OIL T 32
26-001-150 32
(BULK)
(5G) R & O 46 46 OIL R & O 46 MEDIUM OIL T 46
26-001-240 46
(55G)
26-001-250
(BULK)
(5G) R & O 68 68 OIL R & O 68 HEAVY OIL T 68
26-001-340 68 MEDIUM
(55G)
MACHINERY 26-001-430 RANDO OIL HARMONY REGAL TERESSO DTE OIL TELLUS TURBINE
OIL 150 (5G) 150 150 OIL 150 EXTRA 150 OIL C 150
26-001-440 R & O 150 HEAVY
(55G)
OIL 320 (5G) 320 320 OIL 320 AA 320 OIL C 320
26-001-540 R & O 320
(55G)
OIL 460 (5G) 460 460 OIL 460 HH 460 OIL C 460
26-001-640 R & O 460
(55G)
*Note: Certain vendor turbine oil contains zinc based additives, such oils are unsuitable for use in sour gas compressor
services. Saudi Aramco branded oils are zinc free. Saudi Aramco branded oils can be used to replace vendor grades
shown on this list but the reverse is not necessarily the case. Contact the lubrication engineers for further
information.
**Note: Exxon turbine oils are known as Teresstic in the U.S.A. Teresstic and Tresso products are identical.
Page 250 of 255

GEAR LUBRICATIONS (SUB CLASS 02)
ARAMCO SAMS
BRAND NUMBER CALTEX GULF TEXACO EXXON MOBIL SHELL PETROMIN
AUTOMOTIVE 26-002-130 MULTI GEAR MP MULTI ESSO GEAR MOBILUBE SPIRAX GEARBOX
GEAR LUBE (35LB) PURPOSE 85W-140 GEAR OIL GX 85W- HD HD 140 OIL HD 140
140 26-002-140 THUBAN LUBRICANT 140 85W-140
(400LB) GL5 EP 140 EP
85W-140
GEAR LUBE 26-002-230 MEROPA E.P. HD 220 MEROPA SPARTAN MOBIL OMALA GEARLUBE
EP 220 (35LB) 220 220 EP 220 GEAR 630 220 EP 220
GEAR LUBE 26-002-330 MEROPA E.P. HD 460 MEROPA SPARTAN MOBIL OMALA GEARLUBE
EP 460 (35LB) 460 460 EP 460 GEAR 634 460 EP 460
GEAR LUBE 26-002-430 MEROPA

EP 1000 (35LB) 1000 - - - - - -
POWER TRANSMISSION OIL (SUB CLASS 03)
ARAMCO SAMS
TRANSMISSION 26-003-340 TEXAMATIC GULF ATF TEXAMATIC AUTOMATIC ATF 220 AUTOMATIC AUTOMATIC
OIL D II (55G) FLUID DX FLUID TRANS- TRANS- TRANS-
DEXRON II 6673 MISSION MISSION MISSION
FLUID FLUID FLUID
DEXRON II DEXRON II DEXRON II
HYDRAULIC OIL 26-003-140 RANDO OIL GULF RANDO OIL NUTO H68 DTE 26 TELLUS 68 HYDRAULIC
AW 68 (55G) HD 68 HARMONY HD 68 OIL AW 68
AW 68
Page 251 of 255

GREASES (SUB CLASS 04)
ARAMCO SAMS
ALL PURPOSE 26-004-130 SPECIAL GULF MULTIFAK BEACON MOBILITH ALVANIA EP GREASE
GREASE EP 1 (35LB) MULTIFAK CROWN EP 1 EP 1 AW1 EP 1 NO. 1
EP 1 EP 1 OR
MOBILUX
EP 1
ALL PURPOSE 26-004-202 SPECIAL GULF - - MOBILITH - EP GREASE
GREASE EP 3 (1 LB) MARFAK CROWN AW3 NO. 3
26-004-230 ALL EP 3
(35LB) PURPOSE 3
26-004-240
(400LB)
BALL BEARING 26-004-330 RPM - - - - DOLIUM R -
GREASE 2 (35LB) GREASE
SRI 2
POLYETHYLENE 26-004-430 COUPLING HI-SPEED
GREASE 1 (35LB) - - GREASE COUPLING - - -
GREASE
ENGINE AND GAS TURBINE OILS (SUB CLASS 05)
ARAMCO SAMS
DIESEL 26-005-130 RPM DELO 300 SUPER URSA OIL ESSOLUBE DELVAC RIMULA DIESEL OIL
ENGINE OIL (5G) OIL DUTY LA-3 XD-3 1340 U 40 SUPER HD-3
CD 26-005-140 SAE 40 MOTOR SAE 40 SAE 40 (SAE 40) (SAE 40) (SAE 40)
(55G) OIL
(SAE 40)
DIESEL 26-005-240 RPM DELO - TARO 4-80 DIOL RDX MOBIL CAPRINUS ENGINE OIL
ENGINE OIL (55G) 6200 OIL SUPER P GUARD OIL HTD 40 RR 4020
EMD SAE 40 (SAE 40) 450
(SAE 40)
(13.5 TBN)
GAS TURBINE 26-005-340 GAS TURBINE GAS GAS TERRESTIC DTE 724 - TURBINE OIL
OIL 32 (55G) OIL 32 TURBINE TURBINE GT 32 GE 32
OIL HT-2 OIL 32
(TL 9794)
SYANTHETIC 26-005-430 - - - TURBO OIL MOBIL - -
GAS TURBINE (5GA) 2380 JET OIL II
OIL 5 26-005-440
(55GA)
DIESEL 26-005-530 RPM DELO 600 GULF URSA - DELVAC RIMULA TURBO
ENGINE OIL (55G) MULTIGRADE SUPER PREMIUM 1300 SUPER DIESEL C
15W-40 FLEET 15W-4O SUPER
15W-40
Page 252 of 255

INSULATING AND REFREGERATION OILS (SUB CLASS 06)
ARAMCO SAMS
INSULATING OIL 26-006-140 TRANSFOR TRANS- TRANSFOR- UNIVOLT MOBILECT 24 DIALA A TRANSFOR-
(55G) -MER OIL CREST H MER OIL 54 MER OIL B
REFRIGERATION 26-006-220 CAPELLA ESKIMO 68 CAPELLA ZERICE GARGOYLE CLAVUS REFRIGERA-
OIL (1G) OIL WF 68 OIL S 68 ARCTIC 300 68 TION OIL HM-
RECIPROCATING 26-006-240 PREMIUM 68 68
(55G)
PRESERVATIVE LUBRICANTS (SUB CLASS 07)
ARAMCO SAMS
PENETRATING 26-007-102 PENETRATING - GRAPHITED PENET- SPRING OIL DONAX P -

OIL (16OZ) OIL PENETR- RATING
26-007-130 ATING OIL OIL
(5G)
RUST 26-007-230 RUSTPROOF - RUSTPROOF RUSTBAN MOBIL ENSIS -
PREVENTIVE (5G) COMPOUND COMPOUND L ARMA 355 FLUID 224
26-007-240 L
(55G)
OPEN GEAR & 26-007-302 CRATER 5X LUBCOTE CRATER 5X SURRET MOBILTAC CARDIUM OPEN
WIRE ROPE (1 LB CAN) FLUID FLUID FLUID FLUID N 325 NC EP FLUID GEARLUBE
LUBRICANT 26-007-330 NO. 5 700 K B
(35LB)
Page 253 of 255

METAL WORKING FLUIDS (CUTTING OIL & COOLANT) (SUB CLASS 08)
ARAMCO SAMS
GENERAL 26-008-130 TRANSULTEX - TRANSULTEX DORTAN 34 MOBILMET GARIA B -

PURPOSE (5G) PC F 47
CUTTING OIL
HEAVY DUTY 26-008-230 SULTEX D - SULTEX D PENNEX 45 MOBILMET GARIA C -
CUTTING OIL (5G) UPSILON
SOLUBLE OIL 26-008-330 SOLUBLE OIL GULFCUT SOLUBLE OIL KUTWELL MOBILMET DROMUS SOLCUT
(5G) GP SOLUBLE D 60 S-43 D
OIL
HONING OIL 26-008-430 CLEARTEX A - CLEARTEX A DORTAN 56 MOBILMET MACRON -
(5G) 33 B
SYNTHETIC 26-008-530 - - STARCOOL KUTWELL - - -
GRINDING (5G) 82
FLUID
MACHINE 26-008-630 WAY - WAY FEBIS K220 VACTRA TONNA WAY OIL
WAY (5G) LUBRICANT LUBRICANT OIL NO.4 T 220 NO. 4
LUBRICANT 220 220
Page 254 of 255

PART X
ATTACHMENT
LUBE OIL CONDITION MONITORING SYSTEM (OCM)
The following attachment: “Lube Oil Condition Monitoring System (OCM)”, sub heading:
“Plant System Users Manual” describes the operation of the new client/server Lube Oil
Condition Monitoring Program for the benefit of the field user.
Page 255 of 255

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Saudi Aramco Lubrication Manual

Responsible Committee: Rotating Equipment 31 March, 1999

Saudi Aramco DeskTop Standards

Previous Issue 23 April, 1993 Next Planned Update: 1 April, 2002

To All Users of the Lubrication Manual:

DETAILED TABLE OF CONTENTS

A. The Need For Lubrication

B. Role of the Lubrication Engineer

C. How To Use The Manual

PART II - PHYSICAL AND CHEMICAL CHARACTERISTICS OF LUBRICANTS

A. History and Sources of Lubricants

B. Properties of Lubricating Oils

D. Additives for Lubricants

PART III - LUBRICANT CLASSIFICATION SYSTEMS

PART IV - SAUDI ARAMCO SAMS 26 LUBRICANTS

A. Graphic Guide to Saudi Aramco SAMS 26 Catalogue Numbers for Lubricants

B. SAMS 26-001 Circulating Oils, Turbine Oils

C. SAMS 26-001 Circulating Oils, Machine Oils

D. SAMS 26-002 Gear Lubricants, Auto Gear Lube140

E. SAMS 26-002 Gear Lubricants, Gear Lube 90

F. SAMS 26-003 Gear Lubricants, Gear Lubes EP

H. SAMS 26-003 Power Transmission and Hydraulic Oils, Hydraulic Oil AW 68

I. SAMS 26-004 Greases (All Purpose Greases EP 1 and EP 3, Ball

J. SAMS 26-004 Greases, Rack and Pinion Grease

K. SAMS 26-004 Greases, High Temperature Grease

R. SAMS 26-006 Insulating and Refrigeration Oils, Insulating Oil

S. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil WF 68

T. SAMS 26-006 Insulating and Refrigeration Oils, Refrigeration Oil HFC-134a

U. SAMS 26-007 Preservative Oils, Penetrating Oil

V. SAMS 26-007 Preservative Oils, Rust Preventive

X. SAMS 26-007 Turbine Oil Vapor Space Inhibitor

Y. SAMS 26-008 Metal Working Fluids, General Purpose Cutting Oil

Z. SAMS 26-008 Metal Working Fluids, Heavy Duty Cutting Oil

AA. SAMS 26-008 Metal Working Fluids, Soluble Oil

BB. SAMS 26-008 Metal Working Fluids, Honing Oil

CC. SAMS 26-008 Metal Working Fluids, Synthetic Grinding Fluid

DD. SAMS 26-008 Metal Working Fluids, Way Oil

EE. SAMS 26-009 Valve Lubricants

FF. SAMS 26-010 Instrument Lubricants

GG. SAMS 26-011 Special Lubricants - Solids

HH. SAMS 26-011 Special Lubricants - Anti-Seize

JJ. SAMS 26-011 Special Lubricants - Miscellaneous

PART V - GUIDE TO EQUIPMENT LUBRICATION

I. Other Electrical Equipment

N. Internal Combustion Engines

O. Mobile Equipment (Except Engines)

P. Marine Equipment (Except Engines)

R. Preservation of Idle Equipment

PART VI - OIL INSPECTION, ANALYSIS AND CONDITIONING

B. On-Site Lubrication System Maintenance

C. Oil Condition Monitoring (OCM)

PART VII - STORAGE, HANDLING AND APPLICATION OF LUBRICANTS

A. Storage and Handling (Including Safety)

B. Oil and Grease Application Methods

PART VIII - TABLES AND GLOSSARY OF TERMS

B. Viscosity Conversion (1)

C. Viscosity Conversion (2)

D. Viscosity Equivalents - Chart

F. ASTM Standard Viscosity Temperature Chart

G. Viscosity - Temperature Chart (Absolute Viscosity - Reyns and Centipoises)

H. Equivalents of A. P. I. Gravity for Liquids at 60 °F

J. Table of Mass - Petroleum Products

K. Mass Conversion Table