--- title: Proactividad para reducir las fallas de los motores diésel description: Te contamos qué estrategias de acciones preventivas son necesarias para un diagnóstico temprano de fallas de los motores diésel. image: https://ingenierialiquida.castrolargentina.com.ar/hubfs/Blogs/Destacadas/Destacada%20-%20Motores%20di%C3%A9sel.jpg --- [![logo](https://ingenierialiquida.castrolargentina.com.ar/hubfs/logo.svg "logo")](https://www.castrol.com/es_ar/argentina/home.html) ES MÁS QUE SÓLO ACEITE, ES INGENIERÍA LÍQUIDA. - [Global](https://www.castrol.com) - [CONTACTO](https://ingenierialiquida.castrolargentina.com.ar/contacto) - [BLOG](https://ingenierialiquida.castrolargentina.com.ar/castrol) - [WORLDWIDE](https://www.castrol.com/es_ar/argentina/home.html) Buscar Buscar Sugerencias Ver todos los resultados - [Inicio](https://www.castrol.com/es_ar/argentina/home.html) - [ACEITE PARA AUTOS](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids.html) - [SELECTOR DE ACEITE](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/motor-oil---fluids-finder.html) - [ACEITE PARA MOTOR](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils.html) - [ACEITES PARA MOTOR POR GRADO DE VISCOSIDAD](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades.html) - [0W-20](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/0w-20.html) - [0W-30](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/0w-30.html) - [5W-30](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/5w-30.html) - [5W-40](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/5w-40.html) - [5W-50](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/5w-50.html) - [10W-30](https://www.castrol.com/es_ar/argentina/home/motor-oil-and-fluids/engine-oils/motor-engine-oil-viscosity-grades/10w-30.html) - 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[FLUIDOS EMULSIONABLES](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/metalworking/soluble-cutting-fluids.html) - [FLUIDOS SINTÉTICOS](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/metalworking/synthetic-cutting-fluids.html) - [LUBRICANTES](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants.html) - [ACEITES PARA CADENAS](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants/chain-oils.html) - [ACEITES PARA COMPRESORES](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants/compressor-oils.html) - [ACEITES PARA ENGRANAJES](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants/gear-oils.html) - [GRASAS](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants/greases.html) - [FLUIDOS HIDRÁULICOS](https://www.castrol.com/es_ar/argentina/home/industrial/lubricants-by-product-type/lubricants/hydraulic-fluids.html) - 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Además, los mayores torque y potencia que entregan permiten usarlos en rangos de escalas y servicios mucho más amplios, desde un vehículo particular hasta un buque porta contenedores, pasando por un camión minero de varias toneladas. Como contrapartida, reparar un motor diésel puede costar, dependiendo del diseño, hasta un 40% más que un naftero en servicio liviano y mucho más en servicio pesado. Esto nos lleva a diseñar estrategias de acciones preventivas y predictivas para un diagnóstico temprano de fallas, apoyándonos en procesos de mantenimiento específicos, de alta tecnología, que buscan minimizar los problemas. La eficiencia de estos motores se debe al depurado diseño que apunta a tener más controlados los esfuerzos de los distintos componentes y un nivel de rpm (revoluciones por minuto) sensiblemente menor: típicamente un motor de camión opera en el rango cercano al 2000 rpm (rango de consumo de combustible eficiente), según el diseño, y así se puede alcanzar un mejor rendimiento térmico. Por otro lado, se espera que la vida útil del motor se ubique en el rango de 1.500.000 a 3.000.000 km para camiones o buses. Todo lo anterior redunda en un menor costo total de propiedad.   --- ## **Síntomas de posibles fallas** Siempre hay[indicios de futuros inconvenientes](https://ingenierialiquida.castrolargentina.com.ar/castrol/herramientas-de-diagnostico-para-optimizar-su-maquinaria-industrial), señales que emiten los equipos, y que nosotros debemos interpretar para proteger adecuadamente a la máquina. Mencionaremos aquí solo los casos que ocurren en los motores nuevos, no los reparados, ya que la mayoría de las empresas de transporte altamente eficientes desean extender en lo posible la vida útil del propulsor, sin tener que bajarlo del equipo. Además, en muchos casos existe en el mercado la alternativa de remanufacturados con garantía de fábrica, una oferta de las automotrices que surgió a partir del conocimiento de reparaciones defectuosas de talleres independientes, que podían perjudicar a sus clientes. Los problemas más importantes que aparecen son: 1\. Desgastes de componentes importantes por la presencia de polvo abrasivo: que afecta primero a las camisas, aros de pistón, cojinetes, árbol de levas, etc. El polvo llega al interior del motor a través del sistema de admisión, cuyo elemento principal es el filtro de aire, de importancia vital para el motor. En nuestro lenguaje metafórico solemos identificar al aceite como “la sangre del motor”. Con el mismo criterio el filtro de aire es “el pulmón”, encargado de proveer aire limpio y en la cantidad adecuada. ![Castrol - Proactividad para reducir las fallas de los motores diésel](https://ingenierialiquida.castrolargentina.com.ar/hs-fs/hubfs/Blogs/Internas/Interna%201%20-%20Motores%20di%C3%A9sel.png?width=300&height=300&name=Interna%201%20-%20Motores%20di%C3%A9sel.png) Si el elemento del filtro está mal colocado, o tiene fisuras, el polvo exterior pasará al múltiple y de allí a las cámaras de combustión. El polvo (en especial sus compuestos de silicio) no se quema, y si bien en buena parte se va por las válvulas de escape, una proporción importante, que se pega a las paredes de cilindro, pasa a través del laberinto de aros y ranuras de pistón en la siguiente carrera (dañando a esas piezas, porque es un material más duro). Finalmente, el polvo llega al cárter y empieza a trabajar como abrasivo en todo el motor, transportado por la circulación del aceite. Es importante destacar que suelen ser partículas muy pequeñas y no las puede detener el filtro de aceite. Es decir que solo se eliminará con el cambio de aceite. Cuando el filtro de aire está muy cargado de suciedad y polvo, se produce lo que se llama “contaminación escapada”. Se trata de partículas que ya estaban adheridas a las fibras del elemento filtrante y las vibraciones que impone el motor, tratando de aspirar a pesar del filtro semitapado, y tenemos el mismo problema de ingreso de abrasivos que lo descripto anteriormente. Por eso es importante verificar que los dispositivos de alerta o servicio del filtro estén en buenas condiciones, así como cumplir con el período de recambio prescripto por el Mantenimiento Preventivo. Es buena práctica hacer una revisión del sistema de admisión, a cargo de un experto de la flota. Pero por supuesto la mejor técnica para evaluar este problema es utilizar un programa de seguimiento por análisis de aceites usados. Cuando el silicio llega a 15 ppm es el momento de hacer el cambio de aceite y tomarnos el tiempo para hacer una revisión de todo el sistema de admisión y venteos. Otra fuente de ingreso de polvo abrasivo es por el incorrecto manipuleo del aceite al momento de hacer el trabajo de cambio de aceite o de rellenado por nivel bajo. Es fundamental mantener las condiciones de limpieza de los recipientes usados en la transferencia del aceite del envase original, siendo lo mas recomendable, la utilización de sistemas neumáticos con filtros de venteo para realizar estas tareas de forma segura, evitando el ingreso de polvo al motor. También es necesario tener especial cuidado en las condiciones de almacenamiento del aceite. Es recomendable tener los envases cubiertos bajo techo y correctamente cerrados. 2\. Dilución del aceite con combustible: Se produce cuando hay un mal funcionamiento de la inyección del diésel, con un exceso del combustible o un spray irregular, que no está centrado en la cámara de combustión, y llegan gotas de combustible líquido a las paredes de cilindro. Con el posterior paso del conjunto de aros de pistón esas gotas son arrastradas al carter. En ese paso el combustible líquido diluye al aceite que está lubricando a esa crítica zona del motor, y baja dramáticamente la viscosidad, lo que provoca desgastes principalmente de camisa y aros. Una vez en el carter el combustible provoca también una pérdida de viscosidad, que es perjudicial. En casos serios de dilución “crece” el nivel de aceite, o bien se mantiene, compensando el consumo de aceite. Por eso no hay nada peor en un motor diésel que sentirse “confortable” porque “no consume aceite”. La dilución se agrava cuando la operación tiene largos períodos de ralentí o marcha en vacío: normalmente la inyección es “rica” en ese régimen, y lamentablemente continúa en la cultura de los choferes la costumbre de mantener el motor en marcha cuando van a comer. Esto es letal para el motor. Hay que insistir en el entrenamiento sobre este punto. Otro factor que aumenta la dilución es el biodiésel: provoca un spray en los inyectores forma gotas “más gordas” que viajan distancias mayores sin quemarse, y llegan a las paredes de cilindro en mayor proporción. ![Castrol - Proactividad para reducir las fallas de los motores diésel](https://ingenierialiquida.castrolargentina.com.ar/hs-fs/hubfs/Blogs/Internas/Interna%202%20-%20Motores%20di%C3%A9sel.png?width=300&height=300&name=Interna%202%20-%20Motores%20di%C3%A9sel.png) El combustible en el carter produce además otro daño, ya que al no soportar las temperaturas del carter se degrada, empezando un proceso de polimerización, y esto “acelera” la descomposición de las moléculas del aceite (las moléculas se tornan negras y de mayor tamaño). En casos en que el motor trabaja luego a muy alta temperatura y con gran carga (como un viaje largo por rutas con pendientes) el aceite se puede transformar en una brea. La detección de estos problemas es más completa si se utiliza una secuencia de análisis de aceite. En uso normal con el tenor de biodiésel que marca la ley, hemos encontrado valores de 3-4 % de combustible en el aceite, y la viscosidad cae, típicamente, a un SAE 30 cuando se usan aceites tipo 15W-40 que arrancan con muy baja viscosidad a 100°C. Pero en extensos ensayos con Biodiésel puro (B100) la dilución llegó a 10%.   3\. Pasaje de refrigerante al cárter: La degradación del aceite suele producirse progresivamente, pero hay una excepción importante donde se produce en forma abrupta, y eso es cuando hay glicol del refrigerante: por mínima que sea la cantidad, como ser trazas apenas detectables por los equipos de laboratorio, debe cambiarse el aceite de forma inmediata, detectar y corregir la fuga del refrigerante al carter. ![Castrol - Proactividad para reducir las fallas de los motores diésel](https://ingenierialiquida.castrolargentina.com.ar/hs-fs/hubfs/Blogs/Internas/Interna%203%20-%20Motores%20di%C3%A9sel.jpg?width=300&height=149&name=Interna%203%20-%20Motores%20di%C3%A9sel.jpg) - **Polimerización del aceite debido al ingreso de glicol, componente principal del refrigerante.** Hay incompatibilidad total entre el glicol y el aceite. El glicol puede ingresar en cantidades muy pequeñas por fugas; y a pesar de que el aditivo dispersante lo mantiene como microscópicas gotitas bien separadas, reacciona con el Calcio del aditivo detergente (el que también actúa como “antiácido“) y con el fósforo de los aditivos antidesgaste. De esa reacción se forman partículas muy duras, que dañan a los cojinetes. Al mismo tiempo, hay otra reacción química con el aceite, que queda muy ácido, lo que contribuye también al ataque de las capas externas de los cojinetes. - El cambio de aceite es mandatorio. También hemos visto casos raros donde hay un gran ingreso de refrigerante, por ejemplo, al fisurarse una tapa o se “sopla” una junta y en muchas ocasiones falla del enfriador de aceite. En otros, poco frecuentes, la rotura de la bomba de agua ocasiona una “inundación” del carter, por un diseño no muy afortunado. - Con tanto glicol se produce un gran espesamiento o polimerización. La reacción con el glicol pone ácido al aceite, se forma luego un gel de coloración grisácea o crema y después, con el funcionamiento del motor a alta temperatura, se transforma en una mortal brea, que frena y rompe al motor. Hay una reacción masiva con los aditivos detergentes y las bases del lubricante. Esta reacción es más fuerte cuanto más nuevo es el aceite, produciendo daños críticos en un tiempo muy corto. ![Castrol - Proactividad para reducir las fallas de los motores diésel](https://ingenierialiquida.castrolargentina.com.ar/hs-fs/hubfs/Blogs/Internas/Interna%204%20-%20Motores%20di%C3%A9sel.png?width=800&height=257&name=Interna%204%20-%20Motores%20di%C3%A9sel.png)   Estos son unos pocos ejemplos de los problemas más frecuentes de los motores diésel. En próximas publicaciones nos detendremos en fallas derivadas de los diseños aparecidos para cumplir con las normas EuroV y Euro5, en especial de los dispositivos de postratamiento.   *![Castrol - Proactividad para reducir las fallas de los motores diésel](https://ingenierialiquida.castrolargentina.com.ar/hs-fs/hubfs/Logos/Nueva%20identidad%20visual/Icon%20-%20Castrol%20nuevo.png?width=90&height=90&name=Icon%20-%20Castrol%20nuevo.png)* Nuestro equipo de profesionales puede asesorarlo. 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