That chart shows ome of the limits that that lab looks at as "normal" etc. It may well be for them.
But are you "average" or are you interested in proactive maintenance. The fact you are participating in this board indicates the latter. Each month I send 80 or so samples to a lab (CTC) for analisis. The results I get back have excellent comments when the results are beyond certain limits. But I know from experience with my own vehicles and customer's equipment that these limits are way beyond what can be achieved.
To look at your example, first I would need to know, type of driving (paved/over-the-road, city, dirt, mountains, etc), how many miles are on the oil an the engine (since last rebuild), and what oil is it (to compare against the analisis of their virgin oil). Then I would compare against similar.
As only 5% of our roads are paved, and we have mostly mountanous terrain, most of my database (mostly in my head)is on Volvo trucks that rarely see 8th gear, farm tractors, CAT and Komatsu equipment.
I'll give you an idea of how that would read here on a typical truck engine:
-Iron: If I can keep a customer's iron to 20 ppm in 10,000 to 15,000 km, we are doing good. The lab normally calls abnormal at 40 ppm
-Chrome, nickel and lead are within norms that I see, depending on the exact composition of the engine. (chrome is a little higher tha might be possible)
-Aluminum is a factor of wear and dirt. With 26 ppm of silicon, you should expect to see 7 to 8 ppm of aluminum, and the rest would be wear. The fact that you have less aluminium would indicate excess silicon (than dirt) from a rebuild, a new engine, new sealants or gaskets, new seals, or some other excess leaching of silicon.
-copper is reasonable for an engine in constant use. I see higher amounts on farm equipment or vehicles that are used infrequently from non-circulation of the oil.
-Sodium should not be there. It is a contamination that often comes from engine washing, or indicates a crak in the head gasket at higher levels. It also comes in the air in the winter when salt is used on roads, on equipment in salty areas (salt flats, beaches, etc.) It is corrosive and might be related to the copper.
Potasium is also often a contaminant that comes from the water in the cooing system, although there are areas where it is in the air.
magnesium is sometimes an additive and sometimes a contaminant. I have areas where it comes from the air, and one where we determined it was coming from the water once we knew the original oil formula had no magnesium and no sodium, but the oil had high levels of both - but no actual water (it actually had a hairline crack in one head)
Additive levels are reasonable for a decent diesel oil with 20,000 miles or so (again depending on speed/engine rpm).
-Water is curious and should be monitored. It could be coming from your refrigeration system (hence the possibility of sodium unless you use pre-mixed antifreeze (glycol can burn off, leaving a NEG for the test), but it could be condensation from idling in cold weather.
-Soot is super low, indicating that combustion is complete.
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UOA is a very good tool, but needs to be analized in comparison with like equipment and maintenance goals. From this result, I would examine the ingress of water and salt. They may be natural, but may be serious. Even if the salt is from the air, it might be controlable with better filtration.
If you read spanish, I have about 20+ pages on how to read the results and a lot of examples of real analisis at
www.widman.bizYou can look at a chart like CAT that says 100 ppm of iron is acceptable in 250 hours, but proactive maintenance says if you can keep it to 20 ppm in 400 hours, you have great savings in productivity, oil costs, and engine life.
