1

Tribological performance of engine oil blended with various

diesel fuels

YUAN-CHING LIN,1 TSANG-HUNG KAN,1 JIUN-NAN CHEN,1 JR-CHIUN TSAI,1

YONG-YUAN KU,2 and KO-WEI LIN2

Department of Mechanical Engineering

National Taiwan University of Science and Technology,

Taipei, Taiwan.
2

Automotive Research and Testing Center, Changhua, Taiwan

ABSTRACT

10

In this study, petrodiesel (D100) and different concentrations of commercial

11

biodiesels (B100, B50, B5) were blended with a commercial engine oil at a fixed volume

12

ratio of 1:9 to investigate the tribological effect of the biodiesels on the antiwear

13

performance of the engine oil. The antiwear performance of the blended oils was

14

evaluated using a Plint TE77 reciprocating ball-on-flat tribometer at room temperature

15

and 150. Results show that the antiwear performance of the engine oil blended with

16

petrodiesel is worse than that of the other blended oils with biodiesels at both

17

temperatures. At room temperature, the physical adsorption and local hydrodynamic

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18

effects of the blended oils dominate the tribological behavior; at 150, the biodiesel

19

seems to exhibit a promoting effect on the reaction film growth with the antiwear

20

additives in engine oil and enhance the growth rate of chemical films. However, an excess

21

concentration of biodiesels causes tribochemical wear, thus reducing antiwear

22

performance.

23
24

KEY WORDS

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Antiwear; Biodiesel; Boundary lubrication; Wear mechanism; Engine oil.

26

INTRODUCTION

27

For over one hundred years, diesel engines have run mainly on petrodiesel. However,

28

increased energy demands in the face of the gradual depletion of the worlds reserves

29

have raised interest in alternative, renewable and sustainable energy sources such as solar

30

cells, biofuels and fuel cells. Biodiesel is a type of biofuel consisting of fatty acid methyl

31

esters (FAME) made from vegetable oils or animal fats through transesterification, and is

32

widely seen as having the greatest potential as a substitute for petrodiesel. The

33

development and production of biodiesels can prolong the availability of existing

34

petrodiesel resources, or replace them. Additionally, emissions from gasoline and

35

petrodiesel are a significant source of greenhouse gasses (GHGs), particularly carbon

36

dioxide (CO2), contributing to climate change. The widespread use of biodiesel could

37

potentially reduce the overall effect of such emissions since biofeedstocks can absorb

38

CO2 during growth and release it upon combustion of the feedstock or the energy

39

products derived from them [1]. Additionally, compared to petrochemical energy sources,

40

biofuels can be developed and harvested over short time periods.

41

Some previous studies have focused on production techniques for biodiesel to allow

42

it to be used as a substitute for petrodiesel [2-6]. However, no diesel engine has been

43

designed for the specific use of biodiesels as fuel. Many reports attempted to address
3

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various potential obstacles for the adoption of biodiesel, including material compatibility

45

and the material behavior of biodiesels [7-9], the stability of biodiesels and the impact of

46

biodiesel oxidation on engine performance [10, 11], and the effect of biodiesel on diesel

47

engine emissions and performance [12-16]. The tribological behavior of biodiesels has

48

also been examined through bench tests, laboratory engine tests and vehicle tests [17-22].

49

Other studies have investigated the effect of biodiesels on the performance of engine oils,

50

but focused mostly on the viscosity and neutralization number (TAN and TBN) of the

51

oils, or on the amount of metallic debris in the tested oils [23-26]. Thus, the tribological

52

effect of biodiesels and petrodiesel blended with engine oils is still not well understood.

53

During combustion in a diesel engine, biodiesel may permeate the engine oil tank and

54

blend with the motor oil. Therefore this study uses a ball-on-flat reciprocating wear test

55

rig to evaluate the antiwear performance of various biodiesels blended with engine oil

56

under boundary lubrication.

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EXPERIMENTAL

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The antiwear performance of the blended oils was evaluated using a Plint TE77

59

tribometer with a ball-on-flat reciprocating motion (Fig. 1). The testing parameters were

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set with an average sliding speed of 0.067 m/s, a load of 120 N, a sliding distance of 1454

61

m, a stroke of 11 mm and oil bath temperatures of 25 and 150. The blended oils

62

were heated through resistive heaters to reach the required temperature prior to wear tests.

63

The boundary lubrication mode was controlled by manipulating the sliding speed at a

64

contact stress of 2 GPa.

65
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Wear Test Rig and Specimens

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A high-frequency reciprocating tribometer (Plint TE77) was used as the wear test rig

68

(Fig. 2), equipped with a PID temperature controller, a force transducer and a contact

69

resistance measuring system. A data acquisition system recorded variations of friction

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force and the contact resistance between rubbing specimens to respectively monitor

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frictional behavior and the growth of tribofilms.

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Ball-on-flat sliding specimens were used in the wear tests with a 6 mm-diameter

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moving ball specimen made of AISI 52100 hardened steel with a hardness of HRc 62. A

74

stationary plate specimen was made of AISI 1045 hardened steel with a hardness of HRc
5

75

45 and a surface roughness of Ra 0.01m. The chemical composition of the specimens is

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shown in Table 1. The dimension of the plate specimen is 58(L) x 38(W) x 4(H) mm3.

77

Prior to each wear test, test specimens were rinsed and cleaned in acetone with an

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ultrasonic cleaner to eliminate surface contamination.

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Wear Test Conditions

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A commercial engine oil was blended with various concentrations of biodiesels and

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then evaluated using the reciprocating-type wear test. The raw material for the biodiesels

83

was taken from waste cooking oil, while the engine oil used was a commercial 10W-40

84

full synthetic type with API certification for use in diesel engines. With a volume ratio of

85

1:9, the biodiesels and engine oil were blended in containers using a centrifugal machine

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at room temperature for 24 hours, to ensure lubricant homogeneity. The tested lubricants

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were classified as belonging to one of five grades depending on the concentration of

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biodiesel (see Table 2). Table 3 lists lubricant viscosity, with the blended lubricants

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showing decreased viscosity.

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Prior to each wear test, ball and plate specimens were respectively fixed to the

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reciprocating device and oil bath. The oil bath was filled with 20 ml lubricant and heated

92

to the specific temperature, if necessary. While the target temperature was reached, the
6

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wear tests were conducted with test data recorded through the friction force and ECR

94

(electrical contact resistance) [27, 28] acquisition systems, and the mean wear volume of

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wear scars was obtained through at least three time tests to evaluate the antiwear

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performance of the lubricants.

97
98

Surface Analysis

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The worn morphology and chemical composition of the wear plates were

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respectively analyzed using a scanning electron microscope (SEM) attached with an

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electron dispersive spectrometer (EDS). An X-ray photoelectron spectroscope (XPS) was

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used to more precisely identify the composition of the chemical adsorption films. An

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auger electron spectroscope (AES) was used to investigate the depth profiles and element

104

mapping of the tribo-chemical films, providing valuable surface compounds following

105

the rubbing processes.

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RESULTS AND DISCUSSION

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A lubricants working temperature depends on actual operating conditions which

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affect the physical/chemical adsorption and growth rate of chemical films. Working

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temperature plays an important role in lubricant wear performance. Hence, wear tests

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were conducted at two temperatures, room temperature and 150, to evaluate the

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tribological behaviors of the lubricants under normal diesel engine operating

112

temperatures.

113
114

Tribological Behaviors of the Various Oils at Room Temperature

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Cold starts require diesel engine components to work at room temperature.

116

Therefore, the wear performance of the various tested oils was tested at room

117

temperature.

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Friction Behavior

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Figures 3(a)-(e) show the typical frictional behaviors of the ball-on-flat wear tests

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for Engine-Oil, D100-Oil, B5-Oil, B50-Oil and B100-Oil lubricants, indicating that the

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coefficient of friction tested in Engine-Oil is the most stable. Table 3 shows that the

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viscosity of the blended oils is lower than that of the Engine-Oil, i.e., about 30% at 40.
8

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The reduced viscosity of the blended oils seems to be independent of fuel type. Therefore,

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wear tests in the Engine-Oil can result in stronger physical adsorption on rubbing surfaces

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and a local hydrodynamic effect that reduces interference between asperities. These

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effects contribute the increased stabilization of the friction coefficient in the Engine-Oil

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wear test. The contact resistance between the rubbing surfaces has no significant change,

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implying that no chemical reaction film has formed on the rubbing surfaces, and the

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contact potential curves were not shown for conciseness.

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Wear Behavior

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Figures 4-8 show the worn surfaces of the flat specimens tested at room temperature

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with the various oils. The worn surfaces of the flat specimen tested in Engine-Oil show

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wear mechanisms including minor abrasive wear (Fig. 4(a)) and delamination (Fig. 4(b)).

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In addition, plastic flow, which contributes to material accumulation, is also observed at

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the end of the wear track (Fig. 4(a)). The wear mechanisms of the worn surface tested in

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B5-Oil are similar to those found in Engine-Oil (Fig. 5), while in Figs. 6-8, the plate

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specimen tested in B50-Oil, B100-Oil and D100-Oil is characterized by abrasive wear.

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Therefore, as shown in Fig. 9, the wear loss of the flat specimen tests in those oils is

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higher than that from tests in B5-Oil and Engine-Oil.

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At room temperature, Engine-Oil exhibits the best antiwear performance of all oils

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tested, followed by B5-Oil, B100-Oil, B50-oil and D100-Oil. As previously described,

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Engine-Oil exhibits stronger physical adsorption and local hydrodynamic effects than the

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other tested oils. These effects can effectively protect the rubbing surface and reduce

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interference between the asperities during the sliding process, resulting in the lowest wear

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volume in Engine-Oil. Generally, diesel has a lower viscosity than biodiesel and can

148

function as a cleaning solvent. Thus, Engine-Oil exhibits better antiwear performance

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than fuels containing oils at room temperature. In addition, blending biodiesel into diesel

150

fuel seems to reduce the negative effects on wear resistance, thus reducing wear volume.

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The antiwear performance of D100-Oil is the worst among the blended oils, partly as a

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result of the presence of fatty acid methyl esters in the biodiesel, which display better

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tribological properties than diesel.

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As shown in Fig. 9, among the biodiesel-oil blends, B5-Oil was found to have the

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best antiwear performance. Comparing Fig. 5 with Figs. 6 and 7, the worn surfaces of

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B5-Oil are smoother than those of B50-Oil and B100-Oil. This phenomenon may be

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related to the competition for surface adsorption sites between the fatty acid methyl esters

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and the antiwear additives, such as ZDDP [29]. It also implies that a moderate

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concentration of blended biodiesel can improve antiwear performance, and there is a

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saturated concentration of biodiesel in the blended oils [30].

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Tribological Behavior of the Various Oils at 150

163

Some of the diesel engine components work at high temperatures, which may induce

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dissimilar wear mechanisms. To investigate the effect of biodiesel on tribological

165

behavior, the blended oils were tested at 150. At high temperatures the effect of

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physical adsorption is very weak, thus suggesting that the tribological behavior is

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dominated by chemical adsorption and chemical reaction films [31]. Therefore the

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electrical resistance between the rubbing surfaces was monitored to trace the growth of

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the nonconducting chemical reaction films. The contact voltage reached 45mV (contact

170

resistance = ) indicating the formation of complete chemical films on the rubbing

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surface.

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Friction Behavior

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Figures 10(a)-(e) show the typical frictional behaviors and contact resistance

175

evolution tested in the various oils at 150. Results show that the friction coefficients

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are all higher than 0.4 during the run-in period, with no chemical films on the rubbing

177

surfaces. These results confirm that the physical adsorption and local hydrodynamic
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effects are very weak, resulting from the thermal vibrations of oil molecules and

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decreased viscosity of the tested oils. Therefore, the high contact stress on the surface

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causes the plastic deformation of the contacting region, thus increasing the contact area

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and reducing the stress in the contact region. Following the run-in process, the rubbing

182

effect promotes the growth of the chemical films to prevent adhesion between the rubbing

183

surfaces and reduce the friction force. The friction coefficient then decreases rapidly to

184

about 0.1, as shown in Fig. 10. The rubbing surface becomes smooth due to the run-in

185

process, and the increased temperature also enhances the growth rate of the chemical

186

films. These effects are conducive to the formation of chemical films. Therefore,

187

following the run-in period, the growth rate of the chemical films and the removal rate by

188

a plough effect reach an equilibrium state, and the friction coefficient decreases rapidly to

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about 0.1. The magnitude of the friction coefficient confirms that the lubrication mode is

190

located in the boundary lubrication regime, and the properties of the boundary films

191

dominate the wear behavior. It is worth noting that in the tested oils without added

192

biodiesel, the contact resistance only began to rise when the sliding distance exceeded

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around 400 m, and the contact resistance never approached 45 mV, as shown in Figs. 10(a)

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and (b). However, the contact resistance rises quickly when the blended oils contain

195

biodiesel, being shorter than the previous tests, as shown in Figs. 10 (c)-(e). Given a
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sliding distance of over 220 m, a clear rise in contact resistance is seen in the blended oils

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containing biodiesel, and the higher the biodiesel concentration the faster the rise in

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contact resistance. As shown in Fig. 10(e), the fastest rise in contact resistance was

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recorded with B100-Oil, with contact resistance rising to 45 mV (sliding distance over

200

700 m), indicating the formation of a complete chemical reaction film. These results seem

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to imply that biodiesel has a positive effect on the tribological performance of antiwear

202

additives.

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Wear Behavior

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Figures 11-15 show the worn surfaces of the plate specimens tested at 150 in the

206

various oils. These results indicate that the worn surfaces of these plate specimens have

207

similar morphologies. Delamination is found near the ends of the wear tracks, while the

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mid region of the wear tracks is characterized by delamination along with the pitting

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appearance. EDS analysis results show that the areas near the end of the wear tracks are

210

covered with chemical films, marked by 1 in Figs. 11(a)-15(a). These areas feature rich

211

concentrations of P, S and Zn elements as a result of the accumulation of chemical films

212

ploughed from other positions. Moreover, EDS analysis also shows that worn surfaces at

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the end of the wear tracks tested in Engine-Oil, B5-Oil and B50-Oil contain higher
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concentrations of Zn than those of tested in the other oils, thus the friction coefficient for

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Engine-Oil, B5-Oil and B50-Oil can be lower (Figs. 10 (a), (c) and (d)).

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At 150, physisorption and the local hydrodynamic effect are weak, and antiwear

217

performance is mainly dependent on the chemisorption and chemical reaction films. In

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this case, B50-Oil has the best antiwear performance, followed by B5-Oil, Engine-Oil,

219

B100-Oil and D100-Oil, as shown as Fig. 16. At 150, superior antiwear performance

220

was obtained for B5-Oil and B50-Oil due to the promoting effect of biodiesel with the

221

effective formation of chemical films. In Fig. 10(b), the promoting effect of biodiesel was

222

absent and the competing for adsorption sites between petrodiesel and antiwear additives

223

took place. This phenomenon results in D100-Oil to be the worst-performing oil in terms

224

of antiwear performance. The contact resistance variation implies that D100-Oil takes

225

longer time to form a valid chemical film than the other oils do. During the initial stage of

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the wear test, the contact resistance starts to rise earlier in B5-Oil and B50-Oil (Figs. 10(c)

227

and 10(d)), implying the quicker formation of an effective thickness of chemical films.

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Variation of the friction coefficient for B50-Oil and B5-Oil also confirms a short run-in

229

process, which can reduce the amount of wear. Although B100-Oil can quickly form a

230

valid chemical film on the rubbing surfaces to shorten the run-in process (Fig. 10(e)), its

231

antiwear performance is less than that of Engine-Oil, B5-Oil and B50-Oil due to
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tribochemical wear.

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Tribofilms Analysis

235

To further understand the effect of biodiesel and diesel on the antiwear performance

236

of engine oil, the worn surfaces of the plate specimens tested in Engine-Oil, D100-Oil

237

and B100-Oil at 150 with a sliding distance of 1453 m were characterized by XPS and

238

AES to identify the compounds and diffusion depth of the additives. Figure 17 shows a

239

typical AES screen of B100-Oil. At the end of the wear track, O, S, P and Zn elements

240

were found on the worn surface. Moreover, the distribution of O, S, P and Zn elements in

241

the depth direction is also characterized by a sputtering rate of 2 nm/min (using a SiO2

242

test piece as a benchmark), with a typical result shown in Fig.18. The results show O, S,

243

P and Zn elements diffused into the subsurface to form the antiwear chemical films. At

244

high temperatures, this antiwear behavior is a dynamic problem [26], and is difficult to

245

evaluate accurately by static analysis. Fortunately, as previously mentioned, real-time

246

contact resistance monitoring provides some useful information. Figure 19 shows the

247

typical result of XPS inspection of the Engine-Oil worn surface. According to reports [32,

248

33], the chemical films are composed of FeS, Fe2O3, PO 3 , ZnO, ZnS, and PO 4 .

249

Table 4 shows the results of XPS quantitative analysis of the chemical films for the

15

250

specific elements, showing that, in the inspected region of the B100-Oil specimen, the Fe

251

concentration is lower than that for Engine-Oil and D100-Oil. This implies that the

252

growth of chemical film on the rubbing surface of the B100-Oil specimen is more

253

complete than that of the Engine-Oil and D100-Oil specimens. Thus, it seems reasonable

254

to indirectly infer the promoting effect of biodiesel on the growth of the chemical films.

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CONCLUSION

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This study analyzes the tribological effect of engine oil blended with B5, B50, B100

257

and D100 fuels. Experimental results for the resulting blended lubricants suggest the

258

following conclusions.

259

1.

Blending fuel reduces the viscosity of engine oil, thus decreasing the oils antiwear

260

performance at room tempereature. There is only a small difference between

261

petrodiesel and biodiesel in terms of the decrease in oil viscosity.

262

2.

At 150, the promoting effect induced by biodiesels accelerates the growth rate of

263

chemical films, which protect the rubbing surfaces from direct contact. Accelerated

264

growth of chemical films can improve wear resistance. However, biodiesel also

265

causes tribochemical wear beyond a certain concentration.

266

3.

Engine oil blended with petrodiesel (D100-Oil lubricant) exhibits the poorest

267

antiwear performance. At room temperature, petrodiesel may compete with the

268

antiwear additives for adsorption sites on the rubbing surface because of

269

petrodiesels

270

antiwear additives inhibits the growth of chemical films.

detergent effect; at 150, the lack of adsorption positions for

17

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ACKNOWLEDGEMENT

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The authors would like to acknowledge the financial support by Bureau of Energy,

274

Ministry of Economic Affairs (R.O.C.) under contract 102-D0107 which has made this

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report successful.

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356

32. Moulder, J. F., Stickle, W. F., Sobol, P. E. and Bomben, K. D. (1995), Handbook

357

of X-ray Photoelectron Spectroscopy, Physical Electronics, Inc., ISBN 0 96481 241

358

X.

359

33. Zhou, J. F., Wu, Z. S., Zhang, Z. J., Liu, W. M. and Xue, Q. J. (2000), Tribological

360

Behavior and Lubricating Mechanism of Cu Nanoparticles in Oil, Tribol. Lett. 8, 4,

361

pp. 213-218.

23

362
363

Appendix A

364

In the wear test, ball-on-flat sliding specimens were applied on the reciprocating

365

tribometer. Due to the ball geometry, there are convergent wedges on the two leading

366

edges, and the local and weak hydrodynamic effects would be induced near these contact

367

regions. In addition, the hydrodynamic effect is not equal to hydrodynamic lubrication.

368

The hydrodynamic effect would be motivated in the B.L. regime.

369
370

Fig. A Schematic diagram of hydrodynamic effect

24

371
372

Tables and Figures

373

Table 1. Chemical composition of wear specimens.

AISI
52100

AISI
1045

Cr

Mn

0.98-1.10

1.30-1.60

0.25-0.45

Cr

Mn

Si

0.42-0.48

0.20

0.60-0.90

0.03

0.15-0.35

0.025

Si

Fe

0.15-0.30

0.025

Bal.

Cu

0.035

Ni

0.30 0.20

Fe
Bal.

374
375

Table 2. Nomenclature and constituents of tested oils

Nomenclature

Engine-Oil

Composition

engine oil
(100%)

D100-Oil

B5-Oil

B50-Oil

B100-Oil

D100 (10%)

B5 (10%) +

B50 (10%) +

B100 (10%)

+ engine oil
(90%)

engine oil
(90%)

engine oil
(90%)

+ engine oil
(90%)

376
377

Table 3. Viscosity of tested oils

Test lubricant*

Engine-Oil

D100-Oil

B5-Oil

B50-Oil

B100-Oil

Viscosity at 40
(mm2/s, cSt)

85.3

57.34

60.11

57.8

57

Viscosity at 100
(mm2/s, cSt)

13.17

9.94

10.05

9.86

9.86

378
379

Table 4. XPS quantitative elements analysis of chemical films

Element (at.%)

NEW

D100

B100

65.26

63.83

68.91

8.94

9.49

11.19

3.56

2.57

2.51

Zn

3.15

3.19

2.19

25

Fe

19.09

20.92

15.19

Total(%)

100

100

100

380
Ball

Plate

Reciprocating direction

Oil bath

381
382

Fig. 1 Ball-on-flat motion.

383
384

Fig. 2 Plint TE-77 wear test rig.

26

(a)

(b)

(c)

(d)

(e)
Fig. 3 Typical friction behavior of ball-on-flat tested in the various oils at room
27

temperature. (a) Engine-Oil (b) D100-Oil (c) B5-Oil (d) B50-Oil (e) B100-Oil.

28

385
Wear scar

(b)

(a)

Fig. 4 Worn surface of plate specimen wear test in Engine-Oil at room

temperature. (a) end of wear track (b) middle region of wear track.
Wear scar

(a)

(b)

Fig. 5 Worn surface of plate specimen wear test in B5-Oil at room temperature. (a)
end of wear track (b) middle region of wear track.

29

(a)

(b)

Fig. 6 Worn surface of plate specimen wear test in B50-Oil at room temperature,
(a) end of wear track (b) middle region of wear track

(a)

(b)

Fig. 7 Worn surface of plate specimen wear test in B100-Oil at room temperature,
(a) end of wear track (b) middle region of wear track

30

(a)

(b)

Fig. 8 Worn surface of plate specimen wear test in D100-Oil at room temperature,
(a) end of wear track (b) middle region of wear track
386

387
388

Fig. 9 Wear loss of the plate specimens test in the various oils at room temperature.
31

389

(a)

(b)

(c)

(d)

(e)
Fig. 10 Typical frictional behaviors of ball-on-flat tested in the various oils at 150. (a)
32

Engine-Oil (b) D100-Oil (c) B5-Oil (d) B50-Oil (e) B100-Oil.

390
Wear scar

Element

Wt.%

At.%

OK

17

37

PK

SK

23

25

Fe L

27

17

Zn L

25

13

Totals

100

(a)

Element

Wt.%

At.%

OK

PK

18

25

SK

14

19

Fe L

66

52

Totals

100

(b)
Fig. 11 Worn surface and EDS analysis of plate specimen wear test in the
Engine-Oil at 150. (a) end of wear track (b) middle region of wear track.

33

Wear scar

Element

Wt.%

At.%

OK

17

35

PK

16

21

SK

20

21

Fe L

30

14

Zn L

17

Totals

100

(a)
2
Element

Wt.%

At.%

OK

11

27

PK

13

16

SK

10

Fe L

60

42

Zn L

Totals

100

(b)
Fig. 12 Worn surface and EDS analysis of plate specimen wear test in the B5-Oil at
150. (a) end of wear track (b) middle region of wear track.
1

Wear scar

34

Element

Wt.%

At.%

OK

23

44

PK

16

16

SK

22

21

Fe L

14

Zn L

26

12

Totals

100

(a)
2

Element

Wt.%

At.%

OK

16

36

PK

SK

17

20

Fe L

61

40

Zn L

Totals

100

(b)
Fig. 13 Worn surface and EDS analysis of plate specimen wear test in the B50-Oil at
150. (a) end of wear track (b) middle region of wear track.
Wear scar

(a)

35

Element

Wt.%

At.%

OK

17

37

PK

12

14

SK

Fe L

64

41

Zn L

Totals

100

2
2

Element

Wt.%

At.%

OK

18

41

SK

13

14

Fe L

69

45

Totals

100

(b)
Fig. 14 Worn surface and EDS analysis of plate specimen wear test in the B100-Oil
at 150. (a) end of wear track (b) middle region of wear track.
Wear scar

Element

Wt.%

At.%

OK

20

40

PK

22

22

SK

12

12

Fe L

39

23

Zn L

Totals

100

(a)
2

36

Element

Wt.%

At.%

OK

18

41

PK

SK

Fe L

73

50

Zn L

Totals

100

(b)
Fig. 15 Worn surface and EDS analysis of plate specimen wear test in the D100-Oil
at 150. (a) end of wear track (b) middle region of wear track.
391

392
393

Fig
.16 Wear loss of the plate specimens test in the different oils at 150

37

394
Wear scar

395
396

Surface morphology

(Fe)

397
398

(O)

399
400

(S)

401
402

(P)

(Zn)

Fig. 17 Element distribution at the end of wear track, tested in B100-Oil at 150 with a
sliding distance of 1453m.

403
38

404
405
406

Fig. 18 Elements distribution on the worn surface in depth direction, tested in B100-Oil at
150 with a sliding distance of 1453m.

407

408
409

Fig. 19 Typical XPS energy spectra of wear zone lubricated with Engine-Oil.
39