Journal of the Balkan Tribological Association

Vol. 22, No 4-II, 4109–4124 (2016)

Wear in the presence of lubricants

TRIBOLOGICAL TESTING OF ENGINE OILS

A. M. RYNIEWICZa*, L. BOJKOa, T. MADEJa, A. RYNIEWICZb, P. PAŁKAc

a
AGH University of Science and Technology, Faculty of Mechanical Engineering
and Robotics, 30 Mickiewicz Ave., 30-059 Cracow, Poland
E-mail: anna@ryniewicz.pl; Tel.: +48 601 347 812
b
Cracow University of Technology, Faculty of Mechanical, Laboratory of
Coordinate Metrology, 37 John Paul II Ave., 31-864 Cracow, Poland
c
AGH University of Science and Technology, Faculty of Non-Ferrous Metals, 30
Mickiewicz Ave., 30-059 Cracow, Poland

ABSTRACT

The aim of the work is the estimation of friction and wear in the friction nodes
lubricated with engine oils: mineral, semisynthetic and synthetic, from different
classes of viscosity and quality. The tribological tests of oils were compared to
their rheological parameters and the scanning estimation of the surface layer of
the wear defects was conducted to obtain the answer to the question whether the
use of oil of reduced viscosity will protect enough the friction node against wear
and will not result in increased losses to friction. The elaborated method including
the tribological estimation in the sliding friction and the viscosity characteristics
of engine oil, extended to FEM (Finite Element Method) modelling of experimen-
tal contact, allows to predict how the tested oils will protect the mobile nodes.
Due to wear resistance in the reference temperature and because of the lowest
coefficient of friction in the starting conditions and constant and low coefficient of
friction in lubricity tests, it can be conducted that the synthetic oil Elf Evoloution
SXR 5W-30 SL/CF will the best choice in the exploitation conditions.
Keywords: wear, coefficient of friction, viscosity, defect, FEM model, surface
layer.

AIMS AND BACKGROUND

Car engine oil is a primary link in functioning and preserving durability of the
following unit: piston – ring – cylinder1-4. They work in wide range of tempera-

* For correspondence.

4109
tures, especially when vehicles are exploited in winter and summer conditions.
These actions must be fulfilled both in conditions of cold starting in winter and at
heavily loaded and heated up engine during the hot summer. With regard to the
operating parameters, engine oils belong to the definite SAE viscosity index5 and
API viscosity index and modification of packets of additives and the base is so
designed that they are multi-seasonal, most frequently adapted for engines with
spark ignition, self-ignition or they are all-purpose6-10.
The diagnostic, operating criteria and the assurance of energy-efficiency and
environmental protection impose very diversified requirements on this group of
oils11-14. The parameters of structural, dynamic and kinematic viscosity decide
whether they belong to certain classes of viscosity, according to the Society of
Automotive Engineers (SAE), in winter and summer conditions. These parame-
ters are obligatory to the manufacturer in the case of signing the engine oil wth
the classification code. The results of the engine examinations as well as the tri-
bological and road tests carried out on the testing cars decide on the designation
of oil with a specific quality grade in accordance with the American Petroleum
Institute (API).
The aim of the study is the evaluation of friction and wear at the sliding
nodes lubricated with motor oils: mineral, semisynthetic and synthetic, belong-
ing to different of viscosity and quality classes. The tribological tests of the oils
were compared to their rheological parameters. The scanning estimation of wear
defects was conducted to get an answer to the question whether the use of oil of
reduced viscosity will properly protect the friction node against the wear and will
not result in increased losses to friction.

MATERIALS AND METHOD

The testing material comprised of selected commercial mineral engine oils,

semi-synthetic and fully synthetic ones, which were divided into three groups.
The first group contained mineral oils marked with the viscosity class 15W-40
by different producers. The second group included semi-synthetic oils of winter
viscosity class 10W but of different classes for summer conditions 40 and 60 by
various producers. Fully synthetic oils with the designation of winter class 5W
belong to the third group. They are differentiated in summer classes 30, 40 and
50 and were produced by many producers. Table 1 presents the groups of oils
selected for tests.
The tests of coefficient of friction and resistance to wear of cooperating sur-
faces in the presence of the tested engine oils in accordance with ASTM D2266-
01 [15] were instrumented by the Four Ball Wear Tester Brown by Roxana Ma-
chine Works (Fig. 1).

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Table 1. Oils selected to be tested

The viscosity The quality class

No. Group Name of oil
class SAE API
1 Elf Sporti SRI 15W-40 SL
2 Shell Helix Super 15W-40 SJ/CF
1
3 Quaker State HDX Universal 15W-40 CF-4,CE CD/SH
4 Orlen Gas Lubro 15W-40 SG
5 Platinum RALLY Sport 10W-60 SL/CF
6 2 Orlen Gas Semisynthetic 10W-40 SG
7 Mobil Super S Semisynthetic Motor Oil 10W-40 SL/CF
8 Elf Evolution SXR 5W-30 SL/CF
9 3 Elf Excellium LDX 5W-40 SL/CF
10 Elf Excellium 5W-50 SG/CD

a) b)

Fig. 1. Testing nodes: a) four ball tester of the firm Roxana, b) rotating rheometer Kinexus Pro

The tests were performed at the following parameters:

• rotational Speed: 1200 obr/min ± 50 obr/min
• working temperature: 75°C ± 1,5°C,
• load: 400 N ± 20N
• duration: 60 min ± 0,5 min
The measure of anti-wear properties of the tested oil was the average diameter
of defects on the bottom balls at constant, described testing parameters. The mea-
surement of the diameters of the defects were carried out in directions that were
perpendicular and parallel to the traces of wear using the scanning microscope
Hitachi S3400N with EDS and EBSD attachments. The result of the designation
was the arithmetic mean of at least 5 designations which did not differ from their
arithmetic mean more than 10%. The average diameters of defects were used to
determine the average surface of defect. During the tests the coefficient of friction

4111
was continuously recorded. Additionally, after testing using four ball wear tester,
the morphology of surface layer of wear defects was estimated.
The viscosity tests of engine oils were carried out with the use of testing node
PU20:Pl65 in the configuration of parallel tiles of diameters of 20mm and 65mm,
in the mode with controlled shearing stress (Fig. 1b). The testing parameters were
as follow:
• shearing stress 1 Pa,
• the range of temperature from -10°C to 10°C and from 70°C to 80°C, reso-
lution 0,01°C,
• the height of gap 0,15 mm, resolution settings 0,1 μm,
• temperature-rise 5°C/ min.
The curves showing the relationship of viscosity to temperature were deter-
mined for each type of oil in 5 measurement cycles in the temperatures mentioned
above. For each test, the sample of fresh oil was collected from the commercial
container. The determined points of the characteristics make the average of 5 tests.
On the basis of the conducted analysis of variance, it was stated that the uncer-
tainty of the test was 0,15·10-3 Pa s. The values of standard deviation were not
included in the charts so as to make them more clear.

RESULTS AND DISCUSSION

In the tribological tests it was stated that there is diversified resistance to wear and
small differences in the average coefficients of friction depending on the kind of
the engine oil (Figs. 2, 3, 4, 5). Average diameters of wear defects remained in the
range of 0.46 mm to 0.63 mm, and registered coefficients of friction in the estab-
lished conditions remained in the range of 0.44 - 0.50.
In the initial phase of test the contact of test balls with countersample had
concentrated character and during the test, in the presence of the tested oil, the
wear defect creates and contact pressures decrease. The intensity of wear is de-
pendent on the kind of the oil and the stresses occurring in the contact. The distri-
bution of stresses determined by FEM in the contact after the end of the test show
a characteristic stress distribution with the maximum stress outside the contact
center (Fig. 6).
SEM images of wear defects allowed to carry out their measurements and the
topographical analysis (Figs. 7, 8, 9). The analysis of the surface layer of defects
and numerical model FEM of the friction node familiarized mechanism of tribo-
logical wear.
The rheological tests determined viscosity characteristics at temperatures of
from -10°C to 10°C and 70°C to 80°C (Figs. 10, 11).
In the table 2 one tabulated the results of the tribology tests: average surface
of wear defect, average pressure in the friction node between testing ball and
4112
 .

.
type of oil

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7

average values of diameter of wear defects, mm

Fig. 2. The comparison of average diameters of wear defects in the node using motor oils tested by
ASTM D2266

0.5

0.4
coefficient of friction

0.3

0.2

0.1

0
0 500 1000 1500 2000 2500 3000 3500
time, s

Fig. 3. Exemplary graphs of coefficients of friction for mineral oils

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 0.5

0.4
coefficient of friction

0.3

0.2

0.1

0
0 500 1000 1500 2000 2500 3000 3500
time, s

Fig. 4. Exemplary graphs of coefficients of friction for semisynthetic oils

countersample and coefficient of friction in the established conditions as well as

the results of the tests of dynamic viscosity read from rheological characteristic in
the 75°C temperature.
The friction nodes lubricated with mineral oils codenamed 15W-40 have a
mean diameters of wear defects in the range of 0,49 mm to 0,63 mm. In this group
of oils defects are varied, even though the oils are of the same viscosity class
(Tab. 2). The lowest mean value of wear defect observed for the Orlen Gas Lubro
15W-40 oil (remaining in the SG quality class that is lower than other oils of the
group) characterized by the highest values of viscosity at 75 °C. In the group of
mineral oils there were no significant differences in mean values of coefficients
of friction. The biggest wear defect and the greatest value of steady coefficient of
friction was found for Shell Helix Super 15W-40 SJ / CF oil. The course of the
coefficient of friction is characteristic for Shell Helix oil, namely at the beginning
for first five minutes of the course it has 0,34 value, then it has unstable period
of growth and after 20 minutes stabilizes on the level 0,50 (Fig. 3). SEM images
confirmed the highest values of the average diameters of wear defects and aver-
ages of surfaces of defects for this oil. The fissures visible in the images result
from the cooperation of testing balls and rotating countersample under load in the
presence of the tested oil. The phenomena of microcutting and fissures depends on
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 0.5

0.4
coefficient of friction

0.3

0.2

0.1

0
0 500 1000 1500 2000 2500 3000 3500
time, s

Fig. 5. Exemplary graphs of coefficients of friction for synthetic oils

the physicochemical properties of the oil and the stresses occurring in the contact.
In the present case there occurred the highest average surface of defect (Fig. 7)
(Tab. 2). In the central area and on the periphery one observed higher smoothing
of the defects than in the area of the maximal stresses in accordance with the dis-
tribution FEM.
The friction nodes lubricated with oils of the second group – semisynthetic,
codenamed 10W – characterized by similar values of average wear defects in the
range of 0,47 mm to 0,51 mm. The greatest resistance to wear is characteristic to
the friction node lubricated with Orlen Gas Semisynthetic 10W-40 oil remaining
in quality class SG, that is lower than other oils of this group (Fig. 2). The course
of the established coefficients of friction in the group of semisynthetic oils con-
tains in the range of 0,44 to 0,47 (Fig. 4). The course of the coefficient of friction
in the node lubricated with Rally Sport 10W-60 SL/CF is characteristic for this
group of oils. At the beginning for 6 minutes it has the lower value 0,28, than
there follows an unstable period of growth and after 20 minutes it stabilizes on
the range 0,46, in the last phase 0,47. The lowest value of the average diameter
of wear defect was observed for the Orlen Gas Semisynthetic 10W-40 oil, which
in its own group has the lowest viscosity in the 75°C temperature as well as the
lowest established coefficient of friction. It can be noticed that the oil has more
4115
 Fig. 6. Map of stress distribution for the contact in the final stage of testing

favorable parameters than Mobil Super S Semisynthetic 10W-40. SEM images of

samples working in a semisynthetic oil indicate smaller wear defects that provide
a better surface protection than mineral oil (Fig. 8). Greater fissuring of the sur-
face layer of defect, more irregular edges and occurrence of smoothed areas in the
center in two edge zones are observed in SEM images.
The friction nodes lubricated with oils of the third group – synthetic code-
named 5W - characterized by similar values of average wear defects in the range
of 0,46 mm to 0,58 mm, which leaves the average surface of wear defect in the
range of 0,21 mm2 – 0,34 mm2. In this group the value of wear defect slightly in-
creases together with belonging to a higher summer class. The greatest resistance
to wear of friction nodes was found in the lubrication of Elf Evolution SXR 5W-
30 oil which remains in the highest quality class SL/CF (Fig. 2). The course of
the coefficients of friction, in the third group, contains in the range of 0,44 to 0,46
(Fig. 5). The course of the coefficient of friction in the node lubricated with Rally
Sport 10W-60 SL/CF is characteristic for this group of oils. At the beginning, for
7 minutes, the coefficient of friction has a smaller value of 0,26, then there follows

4116
 a) b)

c) d)

Fig. 7. SEM images of wear defect from Shell Helix Super 15W-40oil: a) defect with its dimensions
in the direction of movement and perpendicular to movement, b) topography of surface layer of
defect, c) the edge of area 1 of defect, d) the edge of area 2 of defect

an unstable period of growth and after 20 minutes it stabilizes on the rage 0,44.
SEM images of samples working in a synthetic oil confirm the lowest values of
average wear defect in relation to the samples working in mineral and semisyn-
thetic oils (Fig. 9). One found deep fissuring in the area of defect, with local ar-
eas of mineral oils occurring, which may indicate factors protecting surface layer
from excessive wear. In these extreme conditions, the tribological antifriction and
anti-wear additives present in the oil can create the chemical compounds with the
ground and, consequently, improve the wear resistance.
The viscosities of the oils tested at -10°C stay in the range of 1.118 Pa s to
3,168 Pa s, at 0 ° C - in the range of 0.565 Pa s to 1,521 Pa s and at 10 ° C - in the
range of 0.276 Pa s to 0.736 Pa s (Fig. 10). At 75 °C viscosity stays in the range
of from 0.015 Pa s to 0.037 Pa s (Fig. 11). The designated viscosity characteristics
confirm the membership of tested oil to SAE class, however, between oils there
are differences.

4117
 a) b)

c) d)

Fig. 8. SEM images of wear defect from Platinum RALLY Sport 10W-60 oil: a) defect with its
dimensions in the direction of movement and perpendicular to movement, b) topography of surface
layer of defect, c) the edge of area 1 of defect, d) the edge of area 2 of defect

The operational requirements are often incompatible with the physicochem-

ical parameters that change depending on the tribological extortion. The param-
eters of engine oil result from the structure of the oil base and used additives
[7-10]. Oil should keep liquidity in negative temperatures to enable cold start
and reduce wear in the winter conditions as well as should maintain the viscosity
within a specific range of values at high temperatures to ensure proper lubrication
of movement nodes and, at the same time, ensure the minimization of friction
losses [16,17].
The viscosities of oils in group 1 codenamed 15W-40 at -10°C temperature
stay in the range of 2,530 Pa s do 3,001 Pa s; at 0°C temperature in the range of
and at 10°C in the range of 0,564 Pa s to 0,662 Pa s (Fig. 10). The best viscosity
parameters in negative and low temperatures (the lowest values of viscosity) have
Quaker State HDX UNIVERSAL 15W-40 oil and the worst (the highest values
of viscosity) - Orlen Gas Lubro 15W-40 oil. The greatest differences in viscosity
occur in negative temperatures and, as the temperatures rises, characteristics close
4118
 a) b)

c) d)

Fig. 9. SEM images of wear defect from Elf Evolution SXR 5W-30 oil: a) defect with its dimensions
in the direction of movement and perpendicular to movement, b) topography of surface layer of
defect, c) the edge of area 1 of defect, d) the edge of area 2 of defect

to each other. The viscosities of oils from group 1 in the temperature 75°C stay in
the range of 0,023 Pa s to 0,027 Pa s (Fig. 11).
The analysis of the dependence of viscosity on temperature for the oils 1
group shows that Quaker State HDX UNIVERSAL 15W-40 has the optimal vis-
cosity characteristics – it remains low viscosity in negative temperatures, which
also does not fall too quickly at high temperatures. The highest viscosity in the
range of -10°C to 100°C shows Orlen Gas Lubro 15W-40 oil [18,19].
The viscosities of oils in 2 and 3 groups with high viscosity class of 5W and
10W, in winter conditions at -10°C stay in the range of 1,118 Pa s to 3,168 Pa s; in
temperature 0°C in the range of 0,565 Pa s to 1,521 Pa s and in temperature 10°C
in the range of 0,276 Pa s to 0,730 Pa s (Fig. 10). The structural viscosity in the
negative and low temperatures were compared for the assessment of tribological
parameters of oils. The viscosities of oils in 2 and 3 groups arranged in three ar-
eas. In the first area, the lowest viscosity has Elf Evolution SXR 5W-30 oil. In
the second area, in order of increasing viscosity, one can indicate Elf Excellium
4119
viscosity, Pa s

10°

–10 –8 –6 –4 –2 0 2 4 6 8 10
temperature, °C

Fig. 10. The characteristics of viscosity of engine oils in the range of negative and low temperatures

LDX 5W-40, Orlen Gas Semisynthetic 10W-40, Elf Excellium 5W-50 and Mobil
Super S Semisynthetic 10W-40 oils. In the third area, with the highest values of
viscosity in negative and low temperatures one found Platinum Rally Sport 10W-
60 oil. The greatest differences in viscosity occur in negative temperatures and as
the temperature rises the characteristics close to each other. It can be assumed that
in operated nodes of friction, especially in fluid and mixed friction conditions, the
lowest wear of movement nodes and the smallest loses of friction in the cold start
conditions will be present in the lubrication of Elf Evolution SXR 5W-30 oil. The
viscosities of oils in the 2 and 3 groups in the temperature 75°C stay in the range
of 0,015 Pa s to 0,037 Pa s. The viscosity characteristics of the oils of 2 and 3
groups at high temperatures are arranged according to viscosity class for the sum-
mer conditions: 30, 40, 50 and 60. The lowest viscosity in the high temperatures
is in Elf Evolution SXR 5W-30 oil.
The estimation of engine oils included testing of coefficients of friction and
resistance to wear in the testing node as well as the assignation of viscosity char-
acteristics. The essential meaning of this evaluation was to check whether the oil
ensures optimum lubrication during start-up in negative and low temperatures as
well as to check in the reference exploitation temperatures of the resistance to
4120
 10–1.3

10–1.4

10–1.5
viscosity, Pa s

10–1.6

10–1.7

10–1.8

70 71 72 73 74 75 76 77 78 79 80
temperature, °C

Fig. 11. The characteristics of viscosity of engine oils in the range of reference temperatures

wear of elements working in this oil by the sliding friction. The study also made
it possible to answer the question of what can be the wear of the surface by using
the engine oil with the lower resistance of movement. The method allowed the
indication of Elf Evolution SXR 5W-30 oil as the most preferred to cars operated
in the conditions of frequent start-up. The distribution of stresses in the contact of
testing ball with countersample developed using FEM explains the mechanism of
wear observed in the SEM images of wear defects arranged in the extremal condi-
tions of friction, wear and lubrication.
The testing conditions are of course different from the real conditions of work
of piston-ring-cylinder bearing surface set, but give possibility to compare oils
which are used in the engines of difference construction solutions. The final an-
swer about the preference of using oil in the car is given thanks to road tests and
the distant studies of test cars.
The priority direction in the development of engine oils has nowadays been to
ensure their anti-wear properties while maintaining the viscosity characteristics,
which does not generate losses for friction. For this reason, the authors account
that the method of comparison of the tribological properties of testing node and
4121
Table 2. The comparison between test results of tribological properties and viscosity of motor oils

Rheological
Tribological tests
tests
No. Name of oil Average surface Average Coefficient Viscosity
of wear defects, press force of friction in in 75°C,
mm2 unit, MPa steady state Pa s
Elf Sporti SRI
1 0.29 563 0.49 0.023
15W-40, SL
Shell Helix Super
2 0.40 408 0.50 0.023
15W-40, SJ/CF
Quaker State HDX
3 Universal 15W-40, 0.27 605 0.47 0.024
CF-4,CE CD/SH
Orlen Gas Lubro
4 0.24 680 0.47 0.027
15W-40, SG
Platinum RALLY Sport
5 0.26 628 0.47 0.037
10W-60, SL/CF
Orlen Gas Semisynthetic
6 0.22 742 0.44 0.023
10W-40, SG
Mobil Super S Semisynthetic
7 0.24 680 0.45 0.025
10W-40, SL/CF
Elf Evolution SXR
8 0.21 777 0.44 0.015
5W-30, SL/CF
Elf Excellium LDX 5W-40,
9 0.30 544 0.45 0.021
SL/CF
Elf Excellium
10 0.34 480 0.46 0.028
5W-50, SG/CD

rheological parameters of oil at the same temperature is a modern approach for

evaluating operating motor oils.

CONCLUSIONS

On the basis of the tests of engine oil authors can make the following conclusions:
1. The elaborated method of comparison of wear of testing node and viscos-
ity parameters in the same temperature allows to compare oils for application and,
at the same time, predict how they will protect the movement nodes in operating
conditions.
2. The friction nodes lubricated with all tested engine oils: mineral, semi-
synthetic and synthetic were characterized by similar wear resistance of the sur-
face layer of testing balls working in the sliding friction. Shell Helix Super 15W-
40 SJ/CF oil, which showed the largest wear of defects and the highest resistance
of movement, differs from the other.
4122
 3. Due to the largest wear resistance in the reference temperature, the lowest
coefficient of friction in the start-up conditions as well as stable and low coeffi-
cient of friction in the lubrication tests it can be concluded that Elf Evolution SXR
5W-30 SL/CF oil will be the best in the in the condition of exploitation.
4. The numerical model FEM and scanning tests allow to explain the mech-
anism of wear occurring in the testing node.
5. New technologies in the production of synthetic engine oils cause that
they effectively protect friction nodes against excessive wear and, at the same
time, reduce resistance of movement in the whole range of exploitation.

ACKNOWLEDGEMENT

This work was supported by the Statutory work KKiEM, No. 11.11.130.174 of
AGH University of Science and Technology.

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Received 25 February 2015

Revised 12 April 2016

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