ShadowsPapa
Well-Known Member
- First Name
- Bill
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- Oct 12, 2019
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- Runnells, Iowa
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- '25 JTMX, '23 JLU 4xe, '82 SX4, '73 Javelin
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Varnish formation is an interesting science in ATF (well, engine oil, too) - there's a whole lot to it, including not only oxidation but moisture and acid levels, and molecules floating around that eventually cling to surfaces, causing an endless loop. Once a tiny layer forms, that layer actually prompts more to form, and the more it forms, the more it prompts more formation.
Here's a snippet of an article that suggests what I've seen and known for years - you short-trippers are killing not only your engine, but your other vehicle equipment - differentials (yes, they can even varnish) transmissions and more -
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Varnish is a wide-ranging term encompassing various types of deposits in oil systems. Some types are hard and tenacious, others sticky, and still others soft and thick, commonly referred to as sludge. What they have in common is they typically originate from the breakdown or degradation of the oil in the system. Varnish usually forms and sticks in areas that are either very hot or very cool and stagnant.
Measuring or detecting varnish is a challenge. Every equipment operator should have an oil analysis program to check for contaminants in the oil. However, oil analysis only measures the precursors of varnish. MPC testing (Membrand Patch Colorimetry) is an indicator the oil may be breaking down, a measure of the potential for varnish but not of the varnish itself. Varnish does not appear in the oil, but on the metal surfaces with which the oil comes in contact. The only way to know you have varnish is to see it on a surface or to experience its effect. For example, a sticky valve is a likely indicator of the presence of varnish.
Varnish is triggered in various ways. In general, the cycle of varnish starts with something that upsets the stability of the lubricant, usually a thermal event such as excessive heat. This causes the oil to start degrading and impurities to start forming. For a long time, those impurities stay dissolved in the oil and don’t cause any harm. As more and more accumulate, however, they begin to stick together, forming insoluble, suspended submicron particles. Ultimately, these particles become polar, or electrically attracted to metal surfaces. When they start sticking to those surfaces, they become varnish.
Cross-contamination of oils with incompatible additives can also trigger the varnish cycle. If an operator introduces a new oil with a different additive formulation from the existing oil, the additives can react with each other, which upsets the lubricant and starts the process of degradation that ultimately leads to varnish.
Often the process is reversible, depending on the oil temperature. The hotter the oil, the better it can hold varnish in solution. If the system is allowed to cool, or the oil becomes stagnant, as often happens when equipment is shut off for a few days or a weekend, the risk is greater that varnish will stick to surfaces.
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Here's a snippet of an article that suggests what I've seen and known for years - you short-trippers are killing not only your engine, but your other vehicle equipment - differentials (yes, they can even varnish) transmissions and more -
--------------------------------------------------------
Varnish is a wide-ranging term encompassing various types of deposits in oil systems. Some types are hard and tenacious, others sticky, and still others soft and thick, commonly referred to as sludge. What they have in common is they typically originate from the breakdown or degradation of the oil in the system. Varnish usually forms and sticks in areas that are either very hot or very cool and stagnant.
Measuring or detecting varnish is a challenge. Every equipment operator should have an oil analysis program to check for contaminants in the oil. However, oil analysis only measures the precursors of varnish. MPC testing (Membrand Patch Colorimetry) is an indicator the oil may be breaking down, a measure of the potential for varnish but not of the varnish itself. Varnish does not appear in the oil, but on the metal surfaces with which the oil comes in contact. The only way to know you have varnish is to see it on a surface or to experience its effect. For example, a sticky valve is a likely indicator of the presence of varnish.
Varnish is triggered in various ways. In general, the cycle of varnish starts with something that upsets the stability of the lubricant, usually a thermal event such as excessive heat. This causes the oil to start degrading and impurities to start forming. For a long time, those impurities stay dissolved in the oil and don’t cause any harm. As more and more accumulate, however, they begin to stick together, forming insoluble, suspended submicron particles. Ultimately, these particles become polar, or electrically attracted to metal surfaces. When they start sticking to those surfaces, they become varnish.
Cross-contamination of oils with incompatible additives can also trigger the varnish cycle. If an operator introduces a new oil with a different additive formulation from the existing oil, the additives can react with each other, which upsets the lubricant and starts the process of degradation that ultimately leads to varnish.
Often the process is reversible, depending on the oil temperature. The hotter the oil, the better it can hold varnish in solution. If the system is allowed to cool, or the oil becomes stagnant, as often happens when equipment is shut off for a few days or a weekend, the risk is greater that varnish will stick to surfaces.
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