Oil Viscosity

Most of us have only a vague understanding of viscosity. We tend to choose an oil with a viscosity that we believe is correct for our particular engine, but would another viscosity improve or reduce the life of the engine? Can we pick and choose a viscosity outside the manufacturer’s recommendations?

Technically, viscosity is defined as resistance to flow. Commonly, though, we think of it as an oil’s thickness. To be more specific, it is the thickness of oil at a given temperature. The plot thickens (ha!).

The viscosity of an oil could be reported at any temperature, but to standardize things, most laboratories report either a low temp (100F or 40C) or a high temp viscosity (212F or 100C) and stick with either Fahrenheit or Celsius. At Blackstone we report the high-temp viscosity, which is generally the temperature the engine is at while it’s running and the temperature at which the oil spends most of its time. We can do the low-temp viscosity too, if you’re interested, but the engine spends so little time running at the low-temp viscosity that it’s not a useful test for most people.

An apple is an apple, no matter what language you use to describe it. In the same respect, there are many ways to describe viscosity: engines use the SAE engine chart, industrial equipment mostly uses the ISO chart, gear oils use the SAE gear chart, etc. (Download your own viscosity chart here.) No matter what you call it, the number given defines the thickness of the oil at the standard high temperature.

Multi-grades explained

Engine oil can be either straight weight or a multi-grade viscosity. A major difference between the two is simply the addition of a VI additive, which allows the oil to maintain more or less the same flow rate regardless of its operating environment. Think of the difference between honey and water. Cold honey flows very slowly, but if you put it in the microwave and heat it up, it will flow much more easily. Water, on the other hand, flows at pretty much the same rate whether it’s hot or cold. That’s because water has a very narrow viscosity range, whereas honey’s is much wider. When it comes to engine oil, it naturally has a wide viscosity range, like honey, flowing slowly when it’s cold and faster when it’s hot. But we want it to act like it has a narrow viscosity range, like water, maintaining a fairly consistent flow rate regardless of whether the oil is cold or warm. That’s where viscosity improvers enter the picture. The VI additives in multi-grade oil help it move more easily through a cold engine upon start-up, but still provide cushion and lubrication when it’s hot.

Which viscosity to use?

People often ask us if it’s okay to use a different viscosity oil than what the manufacturer recommends. And typically, the answer is yes. Engine manufacturers dyno-test their engines using a specific viscosity oil, so when you use the viscosity they recommend, you are working with a known result. Going to another viscosity is an experiment, but it’s usually a harmless one. For the sake of efficiency, you want to run the lightest grade oil in your engine possible, within limits. If you’re racing, for example, that may require a thicker oil to stand up to the heat demands of more extreme use.

Over the last few years we have seen a trend of lighter oil for new engines. The common 10W/30 of a decade or two ago has become a 5W/30, 5W/20, or 0W/20. Many manufacturers use 5W/20 or 0W/20 oil at the factory (even in trucks) and recommend it for everyday use for many light vehicles. Feel free to try different grades until you find one that suits your particular situation.

Changes in viscosity

Lots of things can affect the viscosity. Adding anything foreign to your oil can change its viscosity — some types of aftermarket additives cause a high viscosity, and some solvent-type additives can cause the viscosity to thin out. Another thing that can change a viscosity is contamination. Moisture and fuel can change the viscosity, depending on the contaminant and how long it has been present in the oil. Excessive soot and antifreeze often increase an oil’s viscosity. Exposure to excessive heat (leaving the oil in place too long, engine overheating) can increase the viscosity of engine oil, though leaving ATF in place too long can cause it to get thinner, not thicker. Some engines will shear the viscosity down no matter what oil you use.

When your oil’s viscosity comes back as either lower or higher than the “Should Be” range, something is causing it. The key is to find out why and repair your engine or adjust your driving habits accordingly, and to correct the viscosity and optimize your engine’s efficiency. Test your oil while figuring out what to use. Your wear metals don’t lie!

 

By |2026-06-05T16:13:28-04:00July 13, 2023|Articles, Lab Tests|Comments Off on Oil Viscosity

Pre-Buy Samples: The Art of the (Craigslist) Deal

Taking a sample before buying a new plane or boat is common practice in the aviation and marine industries, and it’s just as useful for anyone looking for their next car, truck, or motorcycle. If you’re anything like us, you probably spend an unhealthy amount of time browsing the local classifieds and Craigslist hunting for the elusive bargain. And although oil analysis can’t stop you from making a wire transfer to your new foreign royalty business associate, it can help you avoid buying a total lemon, and maybe even calm your nerves on the initial drive home.

Pulling a sample before plunking down the dough is a good move. We’ll test the oil for excessive amounts of metal, contamination, and solids. We compare your results to our database of samples from similar makes/models, giving you a good look at how internal parts are getting along, and if there are any looming problems driving the current owner to sell you their beloved ride. We’re familiar with common problems for certain engine models and years, and we know how different issues look in analysis.

It can be tricky to gauge whether excess metals are from poor wear or from how the engine has been used, especially if you don’t know how long the oil has been run. But even if the oil was recently changed, we can still often see evidence of serious problems. Maybe coolant has just started getting into the oil, but there’s not yet enough to give the oil that telltale milkshake appearance. It takes a pretty bad internal coolant leak to cause a visual change to the oil, but it doesn’t take much coolant to show up in analysis.

You’ll also learn the oil’s viscosity range, which can show if the current owner was using the correct grade. Analysis will also pick up on things like dirt from an intake leak or excess fuel from an injector issue. We always point out any potential problems in the report comments, and try to provide possible reasons for abnormal findings in the comments to help you make sense of the results.

Sampling

Most private owners and dealerships will allow you to collect a sample, at least with a bit of persuasion. The current owner has a vested interest in the health of their vehicle, and offering a copy of a report might help even if you don’t go through with the purchase.

We sell a vacuum https://www.blackstone-labs.com/products/vacuum-pump/pump so you can take a sample through the dipstick right then and there, while you’re looking at the vehicle. Samples can also be taken by loosening the oil filter or drain plug enough for some oil to drain out — just be sure to clean the area around the sample collection point if you go this route. If a seller refuses to let you collect a sample without good reason, that alone might be the red flag that sends you running.

Getting results in a hurry

We know you’re working on a tight schedule to make the deal happen, so if you don’t have a kit on hand when you go to look at your new ride, don’t fret. You can send the oil in any clean, plastic container with a screw-on lid. Just be sure to collect enough oil for testing (about 100 mL or 3 ounces, which is a little less than half a cup), and package the sample appropriately so it doesn’t leak in transit. The same information slips included in the kits can be found on our website. We appreciate all the info we can get about a sample, as it helps make sense of the results so we can provide the best possible report in return.

Buying a used vehicle can be an adventure, and we’re here to help you make the most informed decision possible!

By |2026-06-05T16:13:38-04:00July 13, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on Pre-Buy Samples: The Art of the (Craigslist) Deal

Which Oil is Best?

We get lots of questions every day here at Blackstone, and the most common question we hear (after “Do you have my sample?”) is, “What type of oil should I use?”

Because we’re an independent laboratory, we don’t recommend any specific oil brands. We always recommend using an oil grade recommended for your engine by the manufacturer and a brand that fits your budget. But beyond that, we find that brand makes very little difference. If there were an oil that consistently out-performed the rest of them, we’d have no reason to keep that information secret, but we just haven’t found that oil yet. 

You can go into any mass retailer (Wal-Mart, Meijer, AutoZone, etc.) and buy a 5W/30 (or any other grade) that will perform well in your engine. One of the best-kept secrets of the oil industry is that these store brands are actually the same, quality oils that are produced by the major oil companies. The only difference between these products and the major company brands is the name on the container and the price. Don’t believe us? Try running your own experiment: do a sample on Oil A after a known number of miles, then do a sample on Oil B and compare the wear levels. You may see a little fluctuation, but it’s very rare for one oil to make a significant difference in an engine’s wear patterns. 

What does Blackstone like?

But wait! We do actually have a preference when it comes to buying oils for our personal use engines. That preference however, has little to do with brand names. We tend to choose oil that does not contain sodium as an additive. Sodium is one of the markers for antifreeze contamination and when it’s present in the oil, that can make it harder to see coolant when it’s present. 

What about after-market additives? Some of them contain unusual compounds that can make it difficult for our analysts to determine if your engine has a mechanical problem. One such additive contains a lead-copper compound. Both lead and copper are metals common to bearing inserts. If you’re using an additive with lead and/or copper in it, it is difficult to tell whether those elements are coming from the additive or a problem with the bearings. There’s another potassium-boron-sodium compound that can mimic coolant contamination in testing. Some of these additives linger for a few oil changes too, so even if you haven’t used them recently, they might still be affecting your oil analysis results.

If you are interested in having your engine oil analyzed, you will receive a better analysis if you avoid oil and after-market additives that use elements we need to see clearly to do a thorough analysis. If you want to use an after-market additive, that’s fine, just let us know about it on the information slip provided with the sample.

By |2026-06-05T16:13:48-04:00July 13, 2023|Articles, Gas/Diesel Engine, Marine|Comments Off on Which Oil is Best?

About Aircraft Oil

Lots of people want to know: what’s the best type of oil to use in an aircraft engine? We see wide variations in engine wear depending on a variety of things: the cylinder type, how the engine is operated, and the environment it’s flown and stored in. What we don’t see a making a difference is oil brand. There might be a correct grade of oil, depending on how and where you operate your engine, but there is no correct brand.

When you change the oil in an air-cooled aircraft engine, the only oil you can safely use is an aircraft-use oil. To use any other type of oil is to invite premature failure of the engine due to detonation. Beyond that, it matters very little what brand of oil you’re using.

All aircraft-use engine oils on the market today (that we know of) are mineral oils, i.e., refined, petroleum-based oils. Some of them have an additive in them to aid in scavenging debris and carrying it to the filter or screen. These are called ashless dispersant (AD) oils. Without the additive, they are called mineral oils.

We measure the viscosity at 210°F, which is in the neighborhood of your engine oil at operating temperature at cruise. W100 oil is an SAE 50 oil at operating temperature, and so are 15W/50 and 20W/50. The only difference in the multi-grade oils is the addition of long-chain polymers (viscosity improvers) that cause them to be more viscous at higher temperatures. At ambient temperatures the oils act as an SAE 15W or SAE 20W oil to allow your engine to spin over more easily, but at operational temperature, the oil behaves as an SAE 50W.

Tradition would have you using mineral oil during wear-in of a new or overhauled engine, and then changing to an AD oil after two or three oil changes. While we aren’t exactly sure of the reason for this procedure (some theories suggest it helps with ring seating, though it could also just be held over from the days of yore), it’s fine to follow the engine manufacturers’ recommendations. After that, it doesn’t much matter which brand of oil you select. As long as you’re running an aircraft engine oil, the brand and type of oil makes very little difference in your engine’s wear patterns.

There are many variables that determine how an aircraft engine wears. We consider the oil type to be the least of these variables (if it has any significance at all).

By |2026-06-05T16:13:57-04:00July 13, 2023|Aircraft, Articles|Comments Off on About Aircraft Oil

Motorcycle Analysis

Motorcycle engine oil leads a hard life, often serving triple duty in the engine, clutch, and transmission. And a lot of bikes are air-cooled, which tend to run hotter than their liquid-cooled counterparts. We know you want to keep your bike running as long as possible, and oil analysis is a terrific tool for doing so.

We have a large database of samples from all different types of motorcycle engines, both new and old, and chances are good we’ve seen oil from your type of engine. An analysis will allow you to see how your bike stacks up to the rest. Our tests will also help determine if your bike’s oil is shearing down or thickening up from excess heat.

A lot of us are not blessed with a year-round riding season. Bikes in colder climates have to sit for at least a few months out of the year. Eventually the snow melts and riding season is just around the corner, but you can’t tell if the oil put in before the winter slumber is still safe to use just by looking at it. Or maybe winter isn’t a problem, but you haven’t been riding much and you’re wondering if you need to change the oil since it’s been a year since your last oil change. You might be surprised when an analysis reveals the oil is still in good shape and ready to be run longer.

Oil analysis can also help you choose the oil you run in the bike. Maybe you find yourself several days from home and 200 miles from the nearest town with a stoplight, down a half quart from the thrashing you did in the twisties the day before. That farm supply store you passed 20 miles back doesn’t have the special oil the dealership swore your bike needed, but if you’ve been testing and using other oils in the bike, you might be able to get your hands on a suitable alternative. Some bikes perform perfectly well with more common oils — you may get excellent results from something other than the expensive oil only found at the dealer. A lot of modern diesel engine oils are wet-clutch approved, and can be a good alternative to the boutique oils marketed for strictly motorcycle use.

Oil analysis is just as beneficial for bike engines as it is cars, trucks, airplanes, and boats. Start a baseline for your bike today with one of our free sampling kits and a specialized oil slip just for motorcycle engines!

By |2026-06-05T16:14:06-04:00July 13, 2023|Articles, Gas/Diesel Engine|Comments Off on Motorcycle Analysis

Is a Bypass Oil Filter Worth it?

Want to run your oil longer than you used to? Lots of people do. We take many factors into consideration when determining your optimal oil change. Many people think choosing the right oil is important, but in reality, you can run any API-certified oil indefinitely, as long as it’s not contaminated. That’s the real key: not contaminated, with metal, solids, moisture, or fuel. So what can you do to keep your oil in pristine condition? Enter bypass filtration.

In-line oil filtration — the oil filter that comes installed from the factory — filters oil entering the engine down to roughly 30–40 microns (millionths of a meter). This is about the most the in-line system can achieve, because when the oil is cold or the filter is partially plugged, a finer filter would cause too great a pressure drop, forcing open the filter bypass valve and allowing unfiltered oil to circulate through the engine.

Bypass filtration works differently. When this type of auxiliary system is installed, some of the oil bypasses the in-line filter system, flowing though a bypass filter and then returning to the oil sump. Using this method, sump oil is constantly being cleaned any time the engine is running, and it can be filtered down to a very fine size. All you have to do to maintain the system is occasionally change the bypass filter.

Bypass filtration systems remove blow-by and oxidation products from the oil and can help reduce silicon accumulations. Having a bypass filtration system installed increases the overall sump size of the engine, helping dilute the concentration of metals in the oil. Oil does not wear out. Its usefulness is limited only by contamination. Bypass filtration removes or dilutes many of those contaminants.

Is a bypass filtration system a good move for your engine? The only way to know is to test your oil. Send us a sample and tell us you’re considering adding a bypass filter. We’ll let you know what areas of the report might see improvements and whether those improvements would be essential to run longer on your oil. Bypass systems can be helpful, though not everyone benefits from a bypass system in the same way. In general, we have found bypass systems to be helpful in keeping the oil clean.

By |2026-06-16T15:15:58-04:00July 13, 2023|Articles, Gas/Diesel Engine|Comments Off on Is a Bypass Oil Filter Worth it?

Soot: How Much is too Much?

Blackstone offers percent soot testing as an optional test above and beyond what we do in the standard analysis. It’s something many of our diesel customers have shown interest in. It can be challenging for people to understand how much soot is a problem and how much is normal, so in this article we’ll shed some light on our testing process and what it can tell you about the health of your engine.

Here’s a brief run-down of how it works. We use an FTIR (Fourier Transform Infrared) spectrometer to measure the  percentage of soot present in an oil sample. Essentially, soot raises the absorption rate of the infrared light spectrum and when an infrared beam is shot through the sample, the rate of absorption is measured and quantified. The lab operator ensures the machine is running properly by performing a series of check standards, including calibrating against a known 2.0% soot sample to ensure accuracy.

Okay, nap-time is over. So what is soot and what impact can it have on an engine? Soot is a natural by-product of internal combustion. Soot is the reason diesel engine oil turns black, sometimes only after a few miles. When it becomes excessive it can thicken up the viscosity, leave deposits on wearing components, and ultimately clog a filter (or perhaps worse, an oil passage). Excess soot can have an abrasive component and has the ability to stick to wearing surfaces, potentially increasing oil consumption.

A used sample from a Volkswagen 2.0L TDI. Soot reads at 0.4%.

We like to see soot at 1.0% or less; anything higher than 2.0% to be cautionary. So what does that mean to you? In layman’s terms, excess soot can indicate a combustion problem. Pinpointing that problem (or problems) can be a bit more difficult, but there are a couple fairly simple things to check if you think you’re seeing excess (or just more than normal) soot in the oil. Make sure that the fuel system is maintained and properly calibrated so that the injectors are operating at peak efficiency and with a proper air/fuel ratio. Also check for intake leaks and make sure that the air filter is clean and serviceable. Make sure injection timing is set correctly as well. Change the oil and filter regularly to prevent soot build-up.

It’s always possible that excess soot is due to a mechanical problem too, and that’s obviously a bit more involved than just changing the oil or swapping out a dirty air filter. Excessive ring clearance is a common cause of excess soot. Keep an eye on oil consumption as increases in that area can also show a developing ring problem.

Several of our customers have installed by-pass filtration systems in an effort to keep soot lower and the oil cleaner in general, and that can be effective. Employing an oil analysis regimen can also be helpful in assessing wear metals and other contamination like soot…but as a Blackstone customer, you already knew that!

By |2026-06-05T16:14:26-04:00July 13, 2023|Articles, Gas/Diesel Engine, Lab Tests|Comments Off on Soot: How Much is too Much?

What is a Flashpoint?

We use the flashpoint test to determine how much fuel dilution is present in your oil. Technically speaking, the flashpoint is the lowest temperature at which a liquid will generate sufficient vapor to flash (ignite) when exposed to a source of ignition or fire. In other words, at what temperature do the vapors coming off your oil catch fire? For most gasoline oil samples, it’s around 380°F. For most diesel samples, it’s about 410°F.

Each brand/type of oil has an expected “should be” value for the flashpoint, and when the lab test results read lower than that value, it shows a contaminant in the oil. Most often that contaminant is fuel, though other things can affect the flashpoint too, such as solvents (like engine cleaner additives) or water. We calculate the amount of fuel present based on where the flashpoint is relative to the “should be” value and the volatility of the type of fuel you’re using in the engine. Alternative fuels like B20 can have a different impact on the flashpoint than standard fuels, so be sure to let us know if you’re using anything other than standard gas/diesel as fuel in your engine.

Based on the margin of error for the methodology we use for measuring the flashpoint, the lowest fuel dilution value you’ll see on one of our reports is <0.5%. That’s our way of essentially saying that no measurable fuel dilution was detected in the oil. If the flashpoint of your sample reads the same as the “should be” value, we’ll report a “TR” (or trace) of fuel dilution. In other words, it’s likely there was a very small amount of fuel dilution present, but not enough to quantify. After that, you’ll see fuel dilution reported as a percentage of the sample. The most fuel our test can accurately read is 10%. If you have more than that, we’ll report >10% (and you should head to a mechanic).

How much fuel is too much? It depends. We have different allowances for different types of engines based on their typical operational conditions, and we share those values in the “should be” column. If you’re constantly exceeding those values, you might consider the type of operation the engine sees just before sampling. Are you idling the engine to warm it up? Have you just been running errands around town? Is the dealer changing your oil (and starting your engine briefly to pull the vehicle onto a lift)? That type of operation can introduce a little fuel dilution into the oil and as such isn’t necessarily a concern. If the amount of fuel in the oil is consistently above 2.0-3.0%, or if it’s increasing from sample to sample, that might indicate a more serious problem.

A little fuel dilution – the type you’d get in your oil from operational factors — will cook out of the oil once the oil reaches operational temperature. If there’s a fuel dilution problem, though, you’ll see telltale signs: a rising oil level, high fuel dilution readings in testing, a strong fuel smell to the oil, and possibly low viscosity readings and increasing wear as well. The concern with excessive fuel dilution is that it dilutes and thins the oil, which might limit the oil’s ability to effectively protect and cool your engine.

By |2026-06-05T16:14:36-04:00July 13, 2023|Articles, Lab Tests|Comments Off on What is a Flashpoint?

Spectrometry: The Marvel of the Lab

We occasionally get questions about how oil analysis works. You send your oil to us and you get a report back, but what happens in the lab? Is it magic? Some sort of voodoo? What happens to the oil that allows us to determine what’s in it?

At the heart of oil analysis is a spectrometer. It is the machine that allows us to quantify wear metals, additives, and contaminants in oils, making oil analysis a useful service in predicting potential problems in engines and machines of all types.

The plasma in the process

A spectrometer can be aimed at a star to determine what elements may exist in the star, if all the star’s light is being generated by the star (rather than reflected off the star). Spectrometry works on the same principle, but we have to first create the light. We do this by converting the actual oil into light energy. This is done by injecting the oil into something called plasma. You can think of plasma as a flame, since it looks like a green flame. But plasma is much hotter than a normal flame, and it needs to be in order to do its work. The plasma we use has a temperature of about 10,000° C. Plasma is actually the highest state of energy (the states of energy being solid, liquid, gas, and plasma).

Different types of plasma have been used over the last several decades that oil analysis has been commercially available. Early on, plasma was electrically generated as an arc. The drawback of an electric arc is that as it is generated, it can vary in intensity because the electrical part generating the arc erodes. The erosion causes changes in system resistance, resulting in variable plasma intensity. When using plasma to read the intensity of light from elements, it’s best if the plasma’s light is constant. Otherwise, errors can be introduced into the process.

Inductive coupled plasma, known in the trade as ICP, works by converting argon gas into plasma. So long as the argon pressures and flow rates don’t change, and the power causing the plasma’s generation is steady, the intensity of the plasma stays the same. This gives ICP spectrometry the industry gold star for incredible accuracy.

The rainbow connection 

To understand what happens next, think of a rainbow. When you see a rainbow, what you’re really seeing is moisture droplets in the air acting as prisms to separate the various wavelengths of light into individual colors that can be seen by the human eye.

A spectrometer uses this same principle. A prism inside the machine takes the “light” that’s generated by injecting the oil through the plasma and separating it into the different light frequencies of the elements. Each beam of light is then directed to a tiny slit on what is called an aperture plate. The aperture plate is a thick metal device, about 10 inches wide by 18 inches long, and the slits engraved in it are finer than a human hair. The aperture plate allows us to measure the intensity of each beam, using a device known as a photomultiplier tube.

A photomultiplier tube senses light and reacts to its intensity by vibrating faster as the light intensifies. Voila! By placing a photomultiplier tube at one of the slits on the aperture plate, we can get a digital readout of the intensity of light for any particular element in an oil sample. However, as amazing as this process is, the spectrometer is dumb as a box of rocks if the operator doesn’t install a program that will let the computer strut its stuff.

Let’s recap what we’ve learned so far. We know that argon is turned into extremely hot plasma, which burns the oil completely, turning it into light waves. The spectrometer refracts this light with a prism and then optically directs the distinct light frequencies of each of the elements to a slit in an aperture plate. A photomultiplier tube travels to each of the light slits and “reads” the amount of light there by vibrating. This marvelous arrangement still can’t tell us what we want to know without further instructions.

Setting the standard

The next step in determining what is in the oil (and in what quantities) comes in the form of “standards.” You can think of standards like your daily vitamin. Just as you can buy vitamins that contain a certain amount of iron, the iron standard (which is a liquid) contains a certain, “standard” amount of iron. You can buy standards that contain however much of any element you need.

Each standard has a certain amount of a particular element in it. If we want to know, for example, how much iron is in an oil sample, we need to give the spectrometer something to measure against. This allows it to know how many vibrations to count to determine how much iron is present. The first standard we use is a blank — that is, a zero standard — that has no iron in it. At the iron slit in the aperture plate, the photomultiplier tube vibrates at a certain rate per second. Then it remembers that rate as zero. Then, for example, a 100 ppm iron standard is fed into the machine, and again the photomultiplier tube vibrates, but this time at a faster rate. The machine remembers this rate is equal to 100 ppm. Setting the standards in the spectrometer is a process is known as calibration, and it’s something we do many times each day. It allows the spectrometer to know what standards it should be measuring against.

The spectrometer records each element’s information into a chart and uses the chart to determine how much of each element is an in actual oil sample. This process, where the photomultiplier tube travels to each slit and vibrates, repeats for each element we want to measure in an oil sample. The vibrations are translated to ppm (parts per million) readouts using the charts that were set up by the standards. Suddenly the spectrometer looks like a genius! It vaporizes the oil and tells us how much of each element is present in the sample.

There are 72 elements on the periodic chart that make enough light, when injected into the plasma, to be read on a spectrometer. Some elements make lots of light and are easy to analyze accurately. Others, like tin, make very little light and are more difficult to accurately gauge. This, along with differences in standards, calibration, and the set-up of different spectrometers, is the reason that you may find differences in the results coming from different laboratories.

A spectrometer is like your television or your car — you don’t have to understand how it works to use it. There is only one answer to how much iron, copper, or any other element may exist in an oil sample. We think ICP spectrometry has the best shot at giving you the correct answer. It is accurate and repeatable, which is a requirement for giving you an accurate appraisal of how your engine is doing mechanically based on its wear properties.

By |2026-06-05T16:14:46-04:00July 13, 2023|Articles, Lab Tests|Comments Off on Spectrometry: The Marvel of the Lab

What are Insolubles?

The insolubles test measures the total insoluble materials in an oil sample — that is, all solid or liquid materials that are not soluble (won’t mix) in with the oil. We test insolubles using the centrifuge method. A measured volume of oil is mixed with a heated solvent, agitated, and spun at high speed. Insoluble materials collect at the bottom of a tapered glass test tube and can then be quantified. The insolubles level indicates how fast the oil is oxidizing and how effectively the oil filtration system is functioning.

Virgin oils shouldn’t have more than a trace of insolubles in them. The insolubles in virgin oils are from the normal oxidation process of the oil, which leaves free carbon in suspension when oxygen forms with hydrogen (oil is a hydrocarbon). Or they can be from additives that have fallen out of suspension.

Industrial oil normally contains a very low level of insolubles due to the few and relatively mild heat cycles the oil experiences (heat cycles accelerate the oil’s normal tendency to oxidize). Further, oil filtration on industrial machines may filter particles as small as 2 to 10 microns, keeping the oil pristine for a very long time, often years.

Automotive and aircraft oils however, suffer the most difficult environmental problems of all types of oils we analyze. They regularly receive blow-by products from the combustion process, and they suffer extreme heat cycles. Any contaminant will accelerate the oxidation process, causing insoluble materials to increase. Because excessive solid material in the oil limits the oil’s ability to lubricate effectively, an engine oil with a high level of insoluble material needs to be changed.

Excessive insolubles can form if the oil or engine is running hot, is receiving more than a normal amount of contamination or blow-by, is suffering more (or more severe) heat cycles than is normal, is being run longer than a typical use cycle, or, on the other side of the coin, if oil filtration is marginal or relatively ineffective.

If we found no contamination in your oil and your oil change intervals are normal, we often mention a problem at oil filtration as a possible cause of higher insolubles. Your oil filter may be inferior, or it is possible the oil filter bypass valve has relieved if the filter is becoming restricted. The filter system bypass may also open upon unusually cold starts when the oil is too thick to pass through the filter media. Once the bypass relieves, the filter is effectively out of the system.

The insolubles test is a fair measure of several possible problems in your engine. One high reading needn’t be a cause of concern. Several high readings in a row merit investigation of what the problem may be.

By |2026-06-05T16:14:56-04:00July 13, 2023|Articles, Lab Tests|Comments Off on What are Insolubles?
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