Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual

Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual

Table of Contents Introduction...3 Oil Sample Scanning...3 Mailing Instructions...3 Steps Toward Taking A Good Oil Sample...4 Scheduled intervals...4 General Guidelines for Taking a Quality Sample...4 Sample Valve Method...4 Sample Pump Method...5 Drain Line Method...5 Reference Guides...6 Wear Metal Reference Guide...6 Lubricant Reference Guide...7 Contaminant Reference Guide...7 Physical and Chemical Tests for Lubricant Condition and Service Life...7 Physical and Chemical Tests for Lubricant Contaminants...8 Specialized Tests for Wear Debris...8 Coolant Analysis...9 Types of Coolant...10 Steps Toward Taking A Good Coolant Sample...12 Coolant Testing...12 Scheduled Intervals...12 Drain Method...12 Pump Method...12 Diesel Fuel Testing...13 Taking A Fuel Sample...13 Engine Component Materials List...14 Hino...14 Volvo...17 Detroit...19 Isuzu...25 Navistar...28 International...29 Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 2

Introduction The oil sampling procedures developed by ALS and used by Penske Truck Leasing were developed by engineers and chemists to evaluate the condition of Penske equipment. As a preventive maintenance tool, oil analysis is used to detect, isolate and offer solutions for abnormal lubricant and equipment conditions. These abnormalities, if left unchecked, can result in extensive damage causing lost production time and excessive repair cost. Oil analysis is divided up into three major segments: Lubricant Condition, Contaminants, and Equipment Wear. Lubricant condition reveals whether or not the system fluid is fit for further service. Contaminants can take on various forms such as: dirt, water, coolant, and fuel. Excessive contaminants alert you to take action in order to prevent unnecessary equipment damage or shortness of equipment life. Excessive equipment wear generates particles at an exponential rate, the detection and analysis of these particles assist in making critical maintenance decisions. Oil Sample Scanning Each oil sample bottle has a barcode attached. Each barcode has a tracking number, which is unique and represents proof of purchase. The barcode must be scanned onto the PM RO the sample was drawn from. This includes engine oil sample at the time of PM as well as automatic transmission samples when a unit is identified with a transmission PM. See Penske Procedure 8.1 section F for more details. Mailing Instructions Ship all samples to the designated laboratory on the same day that the sample is taken. Place the sample bottle in the shipping container provided, attach the shipping address label and ship to the designated laboratory. It is the shipper s responsibility to follow all applicable regulations related to proper packaging, labeling, and offering for shipment of fuel samples which are regulated as hazardous materials. Please consult with the U.S. Department of Transportation and your courier for more information. If you have any questions regarding the fuel packaging, please contact your local ALS Tribology customer service representative. Atlanta, Georgia 3121 Presidential Dr. Atlanta, GA 30340 P 800.394.3669 E csr.atlanta@alstribology.com Burlington, Ontario (Canada) 5036 South Service Road, Burlington ON L7L 5Y7 P 877.732.9559 E csr.burlington@alstribology.com 3

Steps Toward Taking A Good Oil Sample Scheduled intervals Ideally, oil samples should be taken in a manner that is easily repeatable and effectively represents the actual condition of the oil in the equipment. Good sampling procedures ensure consistency and reliability of data. Oil samples must be taken on a regular preventive maintenance schedule. Do not take samples soon after an oil change, filter change, or after makeup oil has been added. Adding new oil dilutes the levels of contaminants and wear metals found, which may result in conditions appearing better than they actually are. General Guidelines for Taking a Quality Sample Each sample drawn must be taken regularly from a single location in a system. Take samples during normal operating conditions, downstream of pumps, cylinders, bearings, and gearboxes and upstream from the filter. When obtaining a sample from a lubricated system, always have the oil hot and thoroughly mixed before sampling. When possible and safe, always take the sample while the machine is running. Make sure that the sample bottle is clean and free of any moisture before obtaining sample. When utilizing the vacuum pump method, make sure that sample is not obtained from the bottom of the oil compartment where sludge accumulates. Aim for the midpoint of the reservoir. Obtain samples during normal equipment operation or at least within 30 minutes after equipment is shut down. This is the best way to obtain a truly representative sample of conditions within a lubricated compartment or a machine compartment. Make sure that sample bottle and container are properly sealed before shipping. Ship sample to laboratory promptly to receive analysis results as soon as possible. Sample Valve Method Install valves upstream of any filter in order to capture wear particles. Make sure the valve is clean and adequately flushed. Using a sample valve, such as the 1/8 NPT Push Button Valve, helps in producing reliable test results. Install valve properly on a pressurized oil line or oil galley. Avoid areas where oil does not circulate as freely, such as the bottom of a sump. Taking an Oil Sample Using the Valve Method 1 Unscrew dust cap from sample valve. 2 Depress the button on the sample valve. 3 Flush the oil line allowing several ounces to drain before taking the sample. 4 Place the empty sample bottle under the sample valve discharge opening. 5 Fill the sample bottle 3/4 full and release the sample valve. 6 Tighten the cap on the sample bottle to secure a tight seal. 7 Screw the dust cap back on the valve. Prepare for shipment. Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 4

Steps Toward Taking A Good Oil Sample Sample Pump Method Taking an Oil Sample Using the Pump Method If taking an oil sample using the pump method, operate the equipment long enough to mix the oil thoroughly; bringing the oil to operating temperature is a good indication that the oil is adequately mixed. It is important that vacuum pumps are used with appropriate tubing. Make sure that new tubing is used for each sample in order to avoid cross contamination. Cut the tubing to the same length each time you sample. Avoid scraping the tubing along the sides or bottom of the tank or reservoir. Use this method with systems not equipped with sampling valves. 1 Estimate the length of a piece of new tubing to reach half way into the depth of the oil or midpoint of the reservoir (use dipstick, if available), and cut the end at a 45 angle. 2 Insert the tubing through the head of the vacuum pump and tighten the retaining nut. The tubing should extend about 1/2 inch beyond the base of the vacuum pump head. 3 Install a new sampling bottle onto the vacuum pump and insert the end of the tubing into the oil do not allow the tubing to touch the bottom of the compartment. 4 Pump the vacuum pump handle to create a vacuum. Hold the pump upright to avoid oil from contaminating the pump. If oil enters the pump, disassemble and clean it before taking the sample. Fill the oil sample bottle at least 3/4 full. 5 Remove the tubing from the compartment and dispose of it correctly. Do not reuse tubing. Remove the bottle from the vacuum pump and secure the cap on the bottle. Prepare for shipment. Drain Line Method The drain line method is considered the least preferred method of sampling. If used, make sure that an ample amount of oil is drained before collecting a sample. The sludge, particles and water that settle to the bottom of a tank or reservoir provide poor and sometimes unreliable results. Taking an Oil Sample Using the Drain Method 1 Clean area around the drain plug to avoid sample contamination. 2 Allow ample amount of oil to flush through the oil pan drain hole. 3 Fill sample bottle 3/4 full. 4 Screw bottle cap on tightly. Wipe bottle clean and prepare for shipment. 5

Reference Guides Wear Metal Reference Guide Many times, users that test their in-service lubricants will look at reports and ask what do these tests mean? Most routine analysis reports display similar test parameters for monitoring the condition of the operating equipment and the lubricant in service. This simple guideline will help explain the use and meaning behind the routine tests you are likely to see on an analysis report. Please note that this serves only as a guideline; the elements listed do not purport to include all possible resources. When trace elements are detected, the following areas could be responsible Aluminum (Al) Chromium (Cr) Copper (Cu) Iron (Fe) Lead (Pb) Nickel (Ni) Tin (Sn) Silver (Ag) Titanium (Ti) Vanadium (V) Bearings Bushings Compressor Piston Cylinder /Liners Clutch Discs EGR Gears Housing/Blocks Hydraulic Cylinders Hydraulic Pumps Oil Cooler Pistons Piston Skirt Overlay Rings Rust Shafts Thrust Plates Thrust Washers Turbine Blades Valve Guides/Stem Valve Trains Washers The reported additives and their properties represented on the following page are only those associated with the metalorganic additives and other non-metallic additives that also provide some of the same properties, as well as other properties, are not listed, such as other antifoams, other antioxidants, other rust inhibitors, VIIs, dispersants, etc. Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 6

Lubricant Reference Guide Purpose of lubricant additive Antimony (Sb) Barium (Ba) Boron (B) Calcium (Ca) Magnesium (Mg) Molybdenum (Mo) Phosphorus (P) Sodium (Na) Silicon (Si) Titanium (Ti) Zinc (Zn) Alkalinity Reserve Anti-foam Anti-wear Anti-oxidant Corrosion Inhibitor Detergency Extreme Pressure Friction Modifier Lubricity Rust Inhibitor Water Separability Contaminant Reference Guide When contaminants are detected, the following could be the source Aluminum (AI) Boron (B) Magnesium (Mg) Potassium (K) Silicon (Si) Sodium (Na) After cooler Brazing Flux Coolant Dirt Gasket/Seal Material Natural Gas (Wet Gas) Transferring Seawater Physical and Chemical Tests for Lubricant Condition and Service Life Improper Viscosity can affect a lubricants performance. Too low of a viscosity will not create sufficient surface film to keep moving parts separated and prevent rubbing on opposing metal surfaces. Too high of a viscosity will create excessive heat and reduced fluid flow within circulating systems. A change in viscosity will indicate a change in the fluid performance integrity. A drop in viscosity generally indicates contamination with a lighter product, addition of an incorrect viscosity grade, and in some cases thermal cracking. An increase in viscosity can indicate oxidation and reduced service life due to age, addition of an incorrect viscosity grade, or excessive soot or insoluble content. Base Number represents the level of alkalinity reserve available for neutralizing acids formed during the combustion process and may be introduced through recirculated exhaust gases. As the lubricant ages and the additive package depletes, the base number will decrease from its initial fresh oil value. 7

Acid Number in a new lubricant represents a certain level of additive compounding. This can come from antirust, antiwear or other additives. The acid number can drop a bit after a lubricant has been in service for a certain period, which indicates some initial additive depletion. After a time the acid number will start to increase, which indicates the creation of acidic degradation products related to oxidation. The acid number is a means of monitoring fluid service life. The Oxidation Number is a relative number that monitors increase in the overall oxidation of the lubricant by infrared spectroscopy. This test parameter generally complements other tests for fluid service life, such as viscosity and acid number. Generally this test is not used as a primary indicator when all other tests are within normal limits. Accurate oil information is required to get the most valid test results. Nitration is a relative number that monitors increase in the overall fluid degradation due to reaction with nitrogen and oxygen by infrared spectroscopy. This test parameter generally complements other tests for fluid service life, such as viscosity and acid number. Accurate oil information is required to get the most valid test results. Contributors to increased nitration can come from exhaust gas blow-by or reaction with natural gas products with the lubricant and heat. It is also an indicator of electrostatic discharge across filter surfaces in turbine oil. Physical and Chemical Tests for Lubricant Contaminants Water as a contaminant will generally lead to increased corrosion, depletion of proper lubricating film, decreased lubricant performance life and increased acid formation. Coolant contamination will degrade lubricant service life and performance, create sludge and block lubricant passageways. Fuel Dilution will decrease fluids viscosity, therefore affecting its lubricity properties. Fuel dilution also promotes degradation of lubricant service life and additive properties. Excessive Soot increases viscosity, creates excessive wear, and will tie up active additives needed for lubricant performance. Specialized Tests for Wear Debris Particle Quantification Index (PQI) is a valuable trending tool for monitoring the relative level of ferrous wear material within a lubricant sample. Filter patch inspection provides a visual assessment of wear particle and other solid debris present in a sample after collection on a 0.8 micron to 5.0 micron filter membrane and examined by a microscope. Microscopic Particle Examination (Analytical Ferrography) provides detailed information on different wear particles present in a sample. This is generally an exception test that provides information on the type of metal makeup of the wear particles present and how they were formed. Additional information and resources are available through the ALS Tribology esource, our electronic newsletter. Visit alsglobal.com/esourcearchive to view past issues of esource or alsglobal.com/esource to register to receive this free electronic newsletter via email. Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 8

Coolant Analysis Coolant, which is comprised of water and glycol, provides three basic functions in an engine. The primary one is heat transfer. After all this is why the coolant is in the engine to begin with. Coolant is used in engines because of its ability to absorb heat from the higher temperature metal it comes in contact with (liners, injectors, etc.) and diffuse it to cooler metals as it is circulated back to the radiator. Protection against boiling over and freezing is another important attribute of coolant. A third is protection of the various metals inside the cooling system from the corrosive effects of the coolant itself. It is important to remember coolants primary purpose when adjusting water to glycol ratios. While it is possible to increase freeze protection to lower temperatures by adjusting to concentrations greater than 50% glycol, the ability of the coolant to transfer heat is decreased. While there is a safety range built in when an OEM designs the maximum volume of coolant that will be circulated to be greater than the minimum amount needed to maintain a safe temperature, decreasing the heat transfer ability of the coolant increases the likelihood of exceeding these ranges under extreme conditions. The ratio of water to glycol in coolant (reported as percent Glycol) can be tested with a refractometer. The principle upon which a refractometer works is that light travels at different speeds through different substances. The refractive index of a substance is a measure of how much light slows down within that substance relative to the speed of light in a vacuum. A refractometer that is designed to determine the ratio of water to glycol in coolant takes advantage of the fact that this ratio impacts the refractive index of the combined solution. A scale in the refractometer uses this property of the coolant to extrapolate this ratio. Refractometer scales typically will show the estimated freeze point of the coolant. A conversion chart can be used to convert this value back to the ratio of coolant to water. It is important to remember that both conventional coolant and extended life coolant are comprised of ethylene glycol. Some refractometers designed for testing coolant have both an ethylene and a propylene glycol scale. Only an ethylene glycol scale should be used to measure the ratio of ethylene glycol to water. The third function of coolant, protection against the corrosive effects of the coolant mixture itself, is measured with a three different tests. The first corrosion protection test, ph, is a measure of whether a solution is acidic, basic or neutral. If a solution has a ph between 0 and 7 the solution is considered to be acidic. The lower the number, the more acidic the solution is. A ph between 7 and 14 indicates that a solution is basic. The higher the number, the more basic the solution is. A ph of 7 indicates that a solution is neutral (neither acidic or basic). Both acids and bases can be corrosive to various substances. A key to properly protecting all parts that the coolant mixture comes into contact with is to maintain a ph within the acceptable range of 8 to 11. ph can be tested 9

using titration methods or ph meters. If the ph is outside of this range a complete drain of the system is the appropriate corrective action to ensure the ph level is returned to the acceptable level. The second corrosion protection test, nitrites, is typically associated with conventional coolant. With conventional coolant this test is performed to make sure there is enough nitrite to protect cylinder liners from cavitations but not too much that they become aggressive toward softer metals found in radiators and solder. Extended life coolants protect metal parts with corrosion inhibitors other than nitrites. The purpose of testing nitrites on extended life coolants is to ensure that supplemental coolant additive packages used in conventional coolants including spin on filter type systems have not been inadvertently used in a system filled with extended life coolant. A nitrite level above 3000ppm in extended life coolant requires a complete drain of the system. The third corrosion protection test, carboxyl, is similar in purpose to the nitrite test for extended coolant. It is performed using the combination of a strip and a chemical specifically designed for testing corrosion inhibitors found in extended life coolant. Please note that it can not be tested using conventional coolant test strips. At this time this test is not being distributed to the Penske shops. A failing result when performing this test indicates that the corrosion inhibitors in the long life coolant are outside of the desired range and that corrosion of coolant wetted metal parts may occur. The coolant can fail this test for a few different reasons. One may be that water and/or conventional coolant was added thereby diluting the corrosion inhibitors in the coolant. Evidence of these sources of contamination can be found in the other tests performed. A coolant that fails its carboxylate test and has low % glycol has likely been topped off with water. A coolant that fails its carboxylate test and has high nitrites has probably been topped off with conventional coolant. If neither of these conditions exist it is possible that the corrosion inhibitors have been depleted without external contamination. In any of these cases above the correct action is to add one quart of ELC extender package (part # 94043) unless the coolant is required to be drained anyway due to ph or nitrite levels out of range. When making corrections to low or high % glycol in addition to adding the quart of ELC extender, make the necessary adjustments prior to adding the extender. While it is possible that adding new coolant during the adjustment could increase the corrosion inhibitors enough to obtain passing results, there is no certainty that this is the case. Given that the next sample would typically be taken over a year after the adjustment, not adding the extender would risk having insufficient corrosion inhibitors for this period. In the case of a complete drain it can be assumed that the new extended life coolant contains the proper corrosion inhibitors. Types of Coolant Conventional Green Coolant: The original, green-dyed antifreeze/coolants are called conventional lowsilicate; the technical name for this type of coolant and its inhibitor package is Inorganic Acid Technology (IAT). It was typical to start with a low silicate-based product design for cars and light-duty trucks, which required dilution with water; it was then required to supplement it with specific amounts of additives, Supplemental Coolant Additives (SCAs) to protect heavy duty engine cylinder liners from destructive pitting corrosion. Most of these conventional low-silicate coolants in the market today are fully formulated with a pre-charge of SCA to protect the cooling systems of heavy duty engines against corrosion, cavitation, liner pitting, freezing and boil-over. However, compared to OAT and NOAT coolant formulations, the IAT coolants do require the frequent addition of SCA at an interval of 25,000 miles, or as specified by the engine manufacturer. Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 10

Types of Coolant Hybrid Organic Acid Technology: Hybrid Organic Acid Technology (HOAT), which is a combination of some of the inhibitors used in inorganic IAT and organic OAT coolants, is typically based on a low-silicate, nitrite technology. Unlike the OAT and NOAT Extended Life Coolants (ELC), HOAT coolants, like the IAT coolants, typically require SCA added back into the system at the first maintenance interval (25,000 miles) or as specified by the engine manufacturer. HOAT coolants are most commonly found dyed yellow or orange. These formulations are not compatible with the extended interval coolant formulation of either NOAT or OAT coolants and should not be mixed with them. Nitrited Organic Acid Technology: Is an Extended Life Coolant (ELC) that does not require a supplement (SCA) until 300,000 miles or 6,000 engine hours to achieve the full 600,000 miles or 12,000 engine hours of service life. The ELC antifreeze/coolants use organic acids (organic additive technology), nitrite and/or molybdenum as part of their inhibitor package and are referred to as Nitrited Organic Acid Technology (NOAT) antifreeze/ coolants. Organic Acid Technology: Is our standard factory-fill as well as our bulk in-shop product. Organic Acid Technology (OAT) has no nitrite added. These ELC coolants typically provide 600,000 miles or 12,000 engine hours of service life, but their performance life can be drastically reduced if contaminated with nitritecontaining coolants. The first sign of this contamination is the presence of an ammonia odor. Contaminated coolant will contain levels of nitrites and abnormal PH values in lab test results. If you suspect a unit to be contaminated, you should take a coolant sample and send for analysis regardless of next schedule sample due date. Coolant by Color: Since both water and antifreeze/coolant are colorless, manufacturers add a colored dye to the solution so the user can differentiate between it and other under-hood fluids and more readily know if a heavy duty engine is experiencing a coolant leak. The growth in the number of available antifreeze/coolant formulations has forced manufacturers to use different color dyes for different types of antifreeze/coolants. The American Trucking Associations Technology & Maintenance Council (TMC), in its Recommended Practice RP 351, proposes guidelines for standardization of engine antifreeze/coolant based on antifreeze type: Antifreeze/Coolant Type TMC Spec Suggested Color Code TMC A Conventional Low-Silicate RP 302A Green (PMS #374-376 TMC B Fully Formulated Ethylene Glycol RP 329 Purple/Pink (PMS #235-241) TMC C Fully Formulated Propylene Glycol RP330 Blue (PMS #297-301) TMC D Organic Acid Technology (OAT) Per OEM Specs* Red (PMS #190-193) 11

Steps Toward Taking A Good Coolant Sample To perform properly, cooling systems must be balanced with the proper mixture of coolant and have an adequate concentration of supplemental coolant additives. Coolant Testing Each sample drawn must be taken regularly from a single location in a system. Take samples during normal Supplemental coolant additives (SCA s) are used as additional corrosion protection. The effects of an overbalanced SCA are aggressive to solder while under concentration of SCA are aggressive to Ferrous materials. The most important objective to maintaining a balanced cooling system is to protect the engine and enhance performance. Coolant testing will help in reducing coolant related engine failures, downtime and increased maintenance cost. Scheduled Intervals Take coolant samples in a manner that is easily repeatable and effectively represents the actual condition of the cooling system. Good sampling procedures ensure consistency and reliability of data. This instills confidence in the decisions made from your reports. Take coolant samples based on the routine preventive maintenance schedule established by Penske. Drain Method The drain method is used when a valve or petcock is installed on the radiator, expansion tank or coolant pipe Taking an Coolant Sample Using the Drain Method 1 Clean area around the drain plug to avoid sample contamination. 2 Allow ample amount of coolant to flush through the line. 3 Fill sample bottle ¾ full. 4 Screw bottle cap on tightly. Wipe bottle clean and prepare for shipment. Pump Method The pump method of coolant sampling is used when a petcock or drain valve are not available. Taking an Coolant Sample Using the Drain Method 1 Install a sample bottle into the pump head. 2 Select a length of ¼ inch plastic tubing to reach the coolant level. 3 Insert the tubing end into the pump head until one inch of the tubing is inside of the sample bottle. Tighten the fitting to provide an air-tight fit. 4 Place the opposite end of the ¼ inch tubing into the coolant solution. 5 Pump the plunger until the coolant flows into the sample bottle. Fill the sample bottle ¾ full. 6 Discard used section of tubing to prevent cross contamination of samples. Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 12

Diesel Fuel Testing Diesel fuel testing requires that the fuel be shipped in special DOT compliant containers and that the fuel sample be shipped using ground transportation. Specialty fuel testing outside of the annual bulk storage tank testing (Tank B kits) should only be performed after calling the laboratory to determine which tests are appropriate for a given problem or situation. Specialty fuel testing is typically requested when you suspect that poor fuel quality is contributing to engine performance issues. Poor lubricity and contaminants can have a serious effect on engine components but usually first manifests with injector failures. OEMs needing to meet emissions regulations had to increase fuel pressure. To achieve these higher pressures, the clearances and tolerances on injectors are much tighter than in the past; this places an increased demand on lubricating the injectors as well as keeping them clean. Today, the cleanliness and quality of the fuel are more critical than ever for optimal engine performance. Taking A Fuel Sample Sampling techniques will vary depending on your situation. When contacting the ALS lab, they will discuss the optimal method for your situation. Please contact Penske Customer Support at (800) 394-3669 for assistance in determining the proper test suite, pricing, samples size, the laboratory to return the sample to and most importantly to obtain the necessary packaging for safely shipping the sample via ground transportation. 13

Hino JO8 Note: Many newer engines are lead-free Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 14

Hino JO8 15

Hino JO8 Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 16

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Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 18

Detroit DD5/DD8 19

Detroit DD5/DD8 (CONT) Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 20

Detroit DD5/DD8 (CONT) 21

Detroit DD13/DD15/DD16 Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 22

Detroit DD13/DD15/DD16 (CONT) 23

Detroit DD13/DD15/DD16 (CONT) Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 24

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Navistar MFDT Iron Rocker Arms Cylinder Liners Aluminum Front Cover Piston Steel Lead & Cooper Main Bearing Rod Bearing Gears Crankshaft Master List - Engine Component Wear Metal Identifier Steel: Gears Crankshaft Camshaft Valves Push rods Aluminum: Iron: Front cover Piston Intake EGR crossover tube EGR mixing duct Cylinder head Bearing caps Rocker arms Valve bridge Cylinder liners Lead & copper: Main bearing Rod bearing Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual 28

International A26 29

International A26 Master List - Engine Component Wear Metal Identifier Penske Truck Leasing Oil, Fuel & Coolant Sampling Manual (Rev. 01/18) 30

Right Solutions Right Partner 31