Toyota Yaris Forums - Ultimate Yaris Enthusiast Site
 

 


 
Go Back   Toyota Yaris Forums - Ultimate Yaris Enthusiast Site > Technical Forums > DIY / Maintenance / Service
  The Tire Rack

Reply
 
Thread Tools Display Modes
Old 09-09-2007, 07:22 PM   #1
craigq
 
Drives: '07 Yaris, '12 GLI
Join Date: May 2007
Location: Ottawa
Posts: 100
Post Compiled 1NZFE Used Oil Analysis

Attached to this post is the compiled UOA's for the 1NZFE from Bob Is The Oil Guy.

It is a tab-delimited text file that can be imported into MS Excel or Access or whatever application you prefer.
Attached Files
File Type: txt toyota_1NZFE_UOAs.txt (10.9 KB, 120 views)
craigq is offline   Reply With Quote
Old 09-09-2007, 09:47 PM   #2
black2yaris
The Man In Black Lives
 
Drives: Black Sand Pearl L/B 'o7
Join Date: Jul 2007
Location: SF Bay Area
Posts: 477
Thanx

Now if i can just figure out what i'm looking at ?

can you give a clue ?
__________________
black2yaris
The Man In Black Lives!
2007 2 door hatchback in Black Sand Pearl, A/T,rear spoiler,front & rear JDM badges,TRD CAI,TRD rear sway bar,exhaust tip,sill protectors,heximats,under dash blue LED's,short rubber ant,rear bumper protector,Toyota thin 7 spoke alloy wheels,pwr pkg,ABS,side curtain airbags,rear defogger,fog lights,mud guards,TYC tail lights,shift knob,tint all windows,security sys,keyless entry,clear paint protection all exposed front surfaces,TRD fuel cap,rubber dash & g/b mats
black2yaris is offline   Reply With Quote
Old 09-10-2007, 04:07 PM   #3
craigq
 
Drives: '07 Yaris, '12 GLI
Join Date: May 2007
Location: Ottawa
Posts: 100
Okay, summarized from the WebCheck website for WearCheck Canada:


Wear Metals
The Wear Metals section is a fundamental part of every analysis. These metals are the part per million (ppm) metal levels present in your sample. These elements represent wear in the component. In the base row (dark purple) you will see any general wear metal guidelines if they are present. Please keep in mind that these are only guidelines, and if for instance the Iron abnormal limit is 100 and your sample is at 120, and the value is rated as normal, there is a reason for this. Wear Metal interpretation takes into account many factors including time on component, oil, oil make-up, etc.

As a general guide, here are the possible sources of the wear metals:

Iron - Cylinders, crankshafts, valve-train, piston pins, clutch, pistons (some), rings, gears, bearings, liners, shafts, plates, blocks, camshafts, pumps, PTO, shift spools, cylinder bores, and rods.

Chromium - Primary sources are chrome plated parts such as rings, roller-taper bearings (some), liners, exhaust valves, rods, spools, gears, aircraft cylinders, shafts, anti-fricion bearings. Also present in some coolant additive packages.

Nickel - Alloy component in gear plating, valve-guides and ring lands, shafts anti-friction bearings. Generally a secondary indicator of wear.

Titanium - Alloy in high quality steel gears and bearings, contaminant (from some types of coarse dirt)

Silver - Wrist pin bushings, anti-friction bearings, silver solder, bearings that contain silver alloy.

Aluminum - Pistons, bearings, blower/turbochargers, pump vanes, thrust washers and bearings, blocks (some), oil pump bushings, housings, clutches (some), impellers, rotors.

Lead - In engines, overlay of most main rod bearings, also present in aviation gasoline additives, oil additives (old oils, or residual additives from previous use).

Copper - Bearings, thrust washers, bushings, oil coolers, oil additives (copper oleate), wrist pin bushings, cam bushings, valve-train bushings, governor, oil pump, steering discs, pump thrust plates and pistons, injector shields, wet clutches.

Tin - Indicates wear from bearings when babbitt overlays are used. Also used as a piston plating in some engines, also present as an alloy of bronze (copper/tin), and in bushings.
craigq is offline   Reply With Quote
Old 09-10-2007, 04:08 PM   #4
craigq
 
Drives: '07 Yaris, '12 GLI
Join Date: May 2007
Location: Ottawa
Posts: 100
Contaminants
Contaminants are things that get into the oil that weren't htere in the first place. There are many such contaminants an all have a devastating effect on the performance of lubricating and hydraulic oils.

Circulating particles can cause abrasion damage and even destruction of most metallic component parts. Oil filters often undergo physical damage caused by surface loading, elements splitting, media deterioration and end cap separation.

Occasionally, by-pass valves "freeze" in the closed position, forcing all the oil through the filter element. This can result in elemetn collapse and/or end cap separation caused by higher differential pressure. On other occasions, the filter element will be "holed".

Moreover, filters will only remove large particles (greater than 15 microns) whereas most component wear damage is caused by particle sizes less than five microns. These types of physcial damage allow unfiltered oil to circulate through entire component systems and result in rapid, excessive wear in all compartments. To be sure, filter examination will reveal some metals have, indeed, been trapped. HOwever, if these particles can be "seen" severe damage may already have occurred.

The following contaminant test data may be present on the test data spreadsheet:

Silicon - Silicon (or Silica, Dirt) next to oxygen is one of nature's most prolific elements and the single greatest cause of oil contamination, component wear damage and potential failure. Believe it or not, most of the dirt in engines enters via poorly maintained air intake systems and faulty air cleaners.

In other components, dirt can enter (and does) almost anywhere there is a loose clamp, damaged gasket and seals, breather tubes, ill fitting dust covers, loose or missing bolts, filler caps and inspection plates, damaged housings...the list is almost endless.

Silican contamination can "dust" and engine all by itself, but when combined with other contaminants such as fuel, glycol, and water, equally disastrous results can be expected.

Sodium - Sodium is not necessarily a contaminant. In some cases sodium can be present as an oil detergent and reserve alkalinity additive, or valve stem filler On the contaminant side, however, sodium is typically present as an antifreeze additive, road salt, ingested dirt, or salt water.

Potassium - Potassium also is not necessarily a contaminant. Occasionally potassium can be present as an oil additive. As a contaminant potassium is typically present as an antifreeze additive, and as a process contaminant in the form of potash.

Fuel - Cold starts, over-rich mixtures, dribbling injectors, leaking fuel fittings and seals, ruptured pump diaphragms, inadequate operating temperatures, use of improper fuel, excessive idling, over-choking and faulty carburetion all contribute to oil "fuel dilution" problems, by not allowing the fuel to completely vaporize.

Lubricating oil thins out (lower viscosity) when fuel contamination is present. This results in inadequate lubrication and scuffing of engine parts. Bearing failures, increased fuel and oil consumption, oxidation, sulphanation, oil detergent loss, lowered operating temperatures and power loss can all be associated with "fuel dilution" problems.

Fuel additives, combustions by-products, lead and sulphur compounds all contribute to the development of corrosive acid deposits, providing increased probability of accelerated engine wear and shortened component life.

H2O (water) - Water is definitely not compatible with oils and result in severe component damage. In addition to reducing lubricity they:

Cause rusting and corrosive etching by combining chemically with blow-by gasses and oil degradation by-products.
Combine with other contaminants to form sludge, plugging oil lines, PCV systems, filters, pumps and relief valves.
Combine with additives such as calcium, magnesium, chlorides and sulphates to form scale deposits with resulting increases in operating temperatures.
Prevent proper lubrication of heavily loaded bearings by forming water and/or steam pockets.
Emulsify oil, reducing it's heat transfer capabilities resulting in dangerous rise in bearing temperatures.
In hydraulic systems, a further 10°C rise over normal operating temperatures can reduce the oil's life from 4000 hrs to 2000 hrs.
Engine moisture is a by-product of combustion and normally vaporizes through the crankcase ventilation system at operating temperatures. However, short operating periods, ambient humidity or faulty thermostats prevent proper operating temperatures from being reached resulting in crankcase contamination.

Moisture and/or water can also enter various component systems through:
Damaged or cracked heads, blocks, housings, coolant jackets, faulty gaskets, seals and air intake systems.
Damaged oil coolers, heat exchangers and turbochargers.
Oil breather tubes.
Loose or missing bolts, clamps, inspection plates and filler caps.

Glycol - One of the worst enemies of lubricating oils is glycol. Found in most anti-freeze solutions, glycol can enter oil supplies in many of the same ways water does. When mixed with oil at operating temperatures, the glycol/oil mixture changes chemically to form highly corrosive sludge deposits.

Rapid deposit formation cuases a marked increase in oil viscosity (thickness) impairing the oil's flow characteristic, totally plugging up component systems causing lubricant starvation. The resulting excessive wear problems are sometimes catastrophic.

If present for any length of time, these deposits will readily bond themsleves to moving parts, totally displacing the oil and in extreme cases, causing components to seize.

Soot - Soot is a product of diesel fuel combustion resulting from blow-by, low temperature and overload operation, rich-mixture excessive idling and/or poor ignition. Engine "sootiness" levels reveal the engine's overall combustion efficiency.

The presence of soot causes overall degradation by increasing oil viscosity, promoting sludge and deposit formation when moisture is present. Additionally the function of many oil additives can be seriously impaired.

While some soot contamination is normal and expected, excessive amounts rapidly increase wear and shorten component lifetime.

Nitration - This degradation process starts in the combustion chamber where nitrogen and oxygen react to produce nitrous-oxide (NOx) compounds. Other nitrates and nitrogen compounds are also formed by interaction with fuels and oils.

Occuring in all air breathing engines, this process has a severe effect on oil degradation in natural gas engines. Higher operating temperatures from lean fuel ratios produce more NOx than any other type of fuel. Severe nitration in natural gas engines often result in grease-like sludge deposits which are different from the typical sludge found in other types of engines.

Sulfation - The detrimental effects of burning high sulfur fuels are well known to industry. This element has a high tendency to form insoluable, corrosive deposits and will lower the oil's TBN (reserve alkalinity) very quickly. Many engine manufacturers set absolute limits for sulfur contamination. Fuels with high sulfur content should be avoided where possible.
craigq is offline   Reply With Quote
Old 09-10-2007, 04:09 PM   #5
nsmitchell
 
nsmitchell's Avatar
 
Drives: LB-Auto-PWR-ABS-Cruise-Springs
Join Date: Aug 2006
Location: Richmond, VA
Posts: 1,065
I see that someone had an Amsoil Bypass filter installed.
__________________
Other car is a 2005 Mustang Convertible 4.0L V6 Manual - Legend Lime
Get YarAss in gear!
RIP - Casey Tatum
nsmitchell is offline   Reply With Quote
Old 09-10-2007, 04:10 PM   #6
craigq
 
Drives: '07 Yaris, '12 GLI
Join Date: May 2007
Location: Ottawa
Posts: 100
Oil Properties
Lubricating and hydraulic oils are made from two major ingredients, base stocks and additives. Base stocks are refined from petroleum which is an oily mixture of many different kinds of hydrocarbons and other materials found underground.

Different types of blends of base stocks are produced during the refining process and many are used in hydraulic and lubricating oils. Base stocks give oil the slippery coating that helps reduce friction wear on metal surfaces and carries away the heat generated by rapidly moving component parts.

However, base stocks alone are inadequate in meeting the lubrication and hydraulic demands of today's equipment.

Oil Additives
Oil manufacturers blend many "additives" with base stocks to clean and disperse contaminants, delay the degradation process and further reduce wear caused by friction and changes in oil chemistry. WearCheck tests for the ppm levels of eight (8) elements that represent the additive make-up in your oil. These are listed below.

Boron - Oil dispersant additive, anti-freeze additive.

Barium - Oil detergent additive, corrosion inhibitors, rust inhibitors.

Molybdenum - Friction modifier.

Magnesium - Dispersant - detergent additive.

Calcium - Oil detergent, dispersant, acid neutralizing additives.

Phosphorus - Oil detergent and anti-wear additive.

Zinc - Anti-wear oil additive (Zinc Dithiophosphate - ZDDP), Antioxidants, corrosion inhibitors, extreme pressure additives.

Sulfur - Present in oil base stocks to varying degrees, also present in some extreme pressure additives.

Sodium - Although sodium is listed under contaminants, due to it's use as an anti-freeze additive, it also may be present as an oil detergent and reserve alkalinity additive in oils.

Oil degradation
Oils undergo destructive changes in property when subjected to oxygen, combustion gasses and high temperatures. Viscosity change, as well as additive depletion and oxidation occur to degrade the oil.

Additive Depletion - Oil additives also have a limited lifetime. Some are consumed as oil ages. For example, alkaline additives get used up by neutralizing corrosive acids produced by the combustion process. When the oils reserve alkalinity (TBN) falls below the minimum safe level, higher component wear can be expected.

Make-up oils will increase oil reserve alkalinity only to the extent of the new oil added and has no neutralizing reaction on existing oil acid levels.

Rust and corrosion inhibitors, anti-oxdidants and film strength agents also reach a point when they can no longer carry on. Additive "dispersants" suspend contaminants, deposits and other combustion insoluables unitl they are removed from the system by oil and filter changeout.

Once a dipersant becomes "loaded" any added sludge, resin or soot will cause the oil to dump whatever it has collected... and refuse to collect anymore. This results in a rapid build-up of engine deposits.

WearCheck monitors oil degradation by testing the TAN, TBN, Oxidation and ZDDP levels

TAN - Total Acid Number (TAN) meausures the level of acid and acid-products present in the oil. The corrosive acid levels tolerable before damage occurs to a component varies with both the oil and application. A hight TAN in engine oils correlates with increased wear and could signal high oxidation or overheated oil.

As hydraulic oils breakdown, formation of corrosive, acidic by-products takes place which can cause damage to metal components. Some hydraulic fluids normally have acidic properties, so any meaningful TAN result must be measured from that of "new" oil.

If hydraulic fluid acidity increases by 1.0 mg/KOH/gm it is an indication that degradation is increasing and fluid changeout should be scheduled. It should be noted that acidity increases very rapidly as hydraulic fluid degradation takes place.

WearCheck suggests lubricating oil changeout when the acid level increases by 3.0 mg/KOH/gm. TAN determination is vital when setting drain intervals for all oils.

TBN - Total Base Number (TBN) is the measure of oil's reserve (remaining) alkalinity. This data can be obtained either from oil data sheets, or through lab anlaysis of a sample of "new" oil. This procedure can be used to determine the oil's reserve alkalinity and any depletion changes are always measured from "new" oil levels. Oil changeout should be scheduled when the reserve alkalinity has depleted 50%. TBN is measured by determining how many "milligrams of Potassium Hydroxide are required to neutralize 1 gram" of oil sample. (mg/KOH/gm).

Oxdiation - All engines, transmissions and drive-axle component oils oxidize. A chemical reaction between oil molecules and oxygen takes place at high operating temperatures. This reaction increases viscosity, causes formation of insoluable engine deposits and corrosive acids which futher increases component wear.

Higher operating temperatures, fuel consumption, rapid additive depletion and substantial loss of power can also be expected when oil oxidation takes place. When severe, oxidation makes the oil very hard to pump causing lubrication starvation to moving parts, with inevitable results. Oils that are oxidized have a very pungent, sour odour.

ZDDP - Zinc Dithiophosphate(ZDDP)is a very common oil additive used in engine oils as well as many hydraulic and gear oils. Recently through the advent of rapid and accurate Fourier-Transform Infra-Red (FT-IR) instruments, it has been possible to monitor the quantity of ZDDP additive remaining in an oil. Unfortunately, however, very little data has been collected and properly correlated to make any reasonable assessments with this test method, however, WearCheck does provide this data to you. This data is never rated as we have not determined appropriate limits and guidelines.

Viscosity
This term refers to the oil's flow characteristic. Under normal operating conditions, oil viscosity (thickness) increasese gradually because lighter base oil fractions evaporate while the contaminant and degradation product levels build-up. Viscosity measurement will determine the extent to which the oil has become contaminated and/or degraded.

A rapid increase in viscosity may indicate possible cooling system failure, and unexpected "hot spot" in the component, loss of high temperature shielding, or may simply result from a change in operations (such as overlaoad conditions) making the oil run hotter.

The ability of an oil to resist viscosity change caused by heat is referred to as "thermal stability". Multigrade oils withstand greater temperature fluctuations than do single grades.

WearCheck uses kinematic viscosity to measure the viscosity of your oil.

Viscosity - The kinematic viscosity test procedure is the most accurate method available for viscosity. The oil is tested at either one of the temperatures 40°C and 100°C, with results expressed in centistokes (cSt). Typically engine samples are tested at 100°C and all other systems at 40°C. The idea is to best emulate the normal operating temperature range of the component. If required kinematic viscosity done at both 40°C and 100°C can be performed to identify a multigrade oil and detemine its "viscosity index".
craigq is offline   Reply With Quote
Old 09-10-2007, 04:23 PM   #7
craigq
 
Drives: '07 Yaris, '12 GLI
Join Date: May 2007
Location: Ottawa
Posts: 100
For example, I posted the initial Toyota OEM fill UOA result from 15 JUNE 2007, and there is another from 22 MAY 2005. You can see a lot of high metal counts due to initial break-in of the engine (lead from bearings, copper from bearings/bushings etc.) This is neat but not really useful as any initial fill is going to be full of the stuff. You also cannot look at the additives for the intial fill as assembly lube/goop/sealant will throw off the numbers.

But, take a look at the trends for "high_milers car" and "simple_gifts car". These guys have tested oils in their cars for a while, which can establish wear trends/patterns and basically tell you how an oil is performing in the engine.

"high_milers car" has a bypass filter setup, so that means it is using an additional filter (similar to the setup on transport trucks) to really filter the contaminants/metals out of the oil, so don't expect to get the results he does with his longer OCI's. When comparing the UOA's be careful of the oil filter configuration, the miles on the engine, and the miles on the oil...

Basically what I gather from the UOA's is that the Toyota 1NZFE is a low-wearing engine regardless of the oil type (conventional or synthetic), and it doesn't seem to eat head gaskets or really have other major problems...
craigq is offline   Reply With Quote
Old 09-10-2007, 04:27 PM   #8
xpeteyjtx
 
Drives: 07 BB Yaris
Join Date: Aug 2007
Location: Massachusetts
Posts: 54
So if you view those web pages, you will see that our engines are easy on oil and do not wear quickly.

I don't remember specifically, but I believe that there was an Echo owner running dino oil and the oil analysis looked great after a few thousand miles. To me, it seems as though running synthetic in these engines while they are under warranty, is a waste.

There was also an oil analysis of Amsoil synthetic oil where the owner ran the oil for well over 10,000 miles. The results looked amazing for an oil with that many miles.

My point is... that if something happened to the engine while under warranty (I know, I know, very very unlikely), I would not want to be in the position of trying to prove that my synthetic oil, being in the engine longer than 10,000 miles, did not cause the malfunction. Therefore, I personally stick to cheap (compared to a synthetic, like Amsoil) dino oil for 4,500 miles and don't look back.

As far as the warranty claim goes, I am only speculating as to what the dealer/Toyota will ask of the customer. Maybe they won't want receipts for any oil changes, I don't know. But I wouldn't risk it.

What do you guys think?
xpeteyjtx is offline   Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
best synthetic oil and m/t oil?? doodoo DIY / Maintenance / Service 122 04-03-2017 08:43 PM
leaky seal on engine? oil overfill? jeff69dini DIY / Maintenance / Service 23 06-07-2010 12:52 AM
oil and oil filter question.. marcus DIY / Maintenance / Service 27 07-11-2007 03:25 PM
metal particles in oil 007 hatch DIY / Maintenance / Service 9 06-22-2007 02:56 AM
Motor oil debate - interesting info but a long read. mikeukrainetz General Yaris / Vitz Discussion 6 12-10-2006 08:16 PM


All times are GMT -4. The time now is 11:51 PM.




YarisWorld
Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2024, vBulletin Solutions Inc.