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Effect of Bio-Lubricant and Biodiesel-Contaminated

Lubricant on Tribological Behavior of Cylinder
Liner–Piston Ring Combination
a a
S. Arumugam & G. Sriram
a
Department of Mechanical Engineering , Sri Chandra Sekharendra Saraswathi Viswa
Mahavidyalaya University , Enathur, Kanchipuram, 631561 , Tamilnadu , India
Published online: 30 Apr 2012.

To cite this article: S. Arumugam & G. Sriram (2012) Effect of Bio-Lubricant and Biodiesel-Contaminated Lubricant
on Tribological Behavior of Cylinder Liner–Piston Ring Combination, Tribology Transactions, 55:4, 438-445, DOI:
10.1080/10402004.2012.667517

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 Tribology Transactions, 55: 438-445, 2012
Copyright
C Society of Tribologists and Lubrication Engineers
ISSN: 1040-2004 print / 1547-397X online
DOI: 10.1080/10402004.2012.667517
Effect of Bio-Lubricant and Biodiesel-Contaminated
Lubricant on Tribological Behavior of Cylinder
Liner–Piston Ring Combination
S. ARUMUGAM and G. SRIRAM
Department of Mechanical Engineering
Sri Chandra Sekharendra Saraswathi Viswa Mahavidyalaya University
Enathur, Kanchipuram 631561, Tamilnadu, India
Downloaded by [University of Cambridge] at 15:04 23 December 2014
This article addresses the issue of friction and wear
characteristics of diesel engine cylinder liner–piston ring
combinations under different lubricating conditions using a
pin-on-disc wear tribometer. The discs were made out of
actual engine cylinder liner material using a casting process.
Pins were made out of top compression ring material. The
tests were conducted on a pin-on-disc tribometer for wear
and friction characteristics of the cylinder liner and piston
ring combination with diesel-contaminated rapeseed oil–based
bio-lubricant, diesel-contaminated commercial synthetic lubri-
cation oil (SAE 20W40), biodiesel-contaminated commercial
synthetic lubrication oil (SAE 20W40), and used (150 h) com-
mercial synthetic lubrication oil (SAE 20W40). Experimental
results demonstrated that the rapeseed oil–based bio-lubricant
and biodiesel-contaminated synthetic lubricant exhibited bet-
ter performance in terms of wear, friction, and frictional force
under similar operating conditions. Thus, usage of newly for-
mulated bio-lubricant and biodiesel in the long run may have a
positive impact on engine life.
KEYWORDS
Bio-Lubricant; Pin-on-Disc Wear Tribometer; Biodiesel; Pis-
ton Ring; Cylinder Liner
INTRODUCTION
The depletion of the world’s crude oil reserve, increasing
crude oil prices, and other issues related to conservation have
brought about renewed interest in the use of bio-based materials.
Emphases on the development of renewable, biodegradable, and
environmentally friendly industrial fluids, such as bio-lubricants
and biodiesel, have resulted in the widespread use of vegetable
oils for nonedible purposes. The desirability of developing alter-
native fuels and bio-lubricants and decreasing the dependency on
petroleum-based fuels has been discussed by many over the last
few decades. Tribological aspects of the cylinder liner–piston ring
Manuscript received June 2, 2011
Manuscript accepted February 9, 2012
Review led by Gary Barber
438
combinations with biofuels and bio-lubricants have not been suf-
ficiently investigated.
The reduction of wear and friction losses in an internal
combustion engine is largely a function of lubrication. Better
quality lubricants are now being formulated to reduce the wear
and friction of the tribological components of the engine. The
development of modern lubricants and their proper use are of
great importance for national economies, individuals, and the
environment. Lubricants, optimally adjusted to a given task, can
save billions of dollars in industrialized nations and reduce wear,
maintenance requirements, and the problem of air pollution
(Klamman (1)). The piston ring is the most complex tribological
component in an internal combustion engine. Power, fuel con-
sumption, hydrocarbon emissions, oil consumption, wear, noise,
and cooling are affected by the design of the ring–liner interface.
Studies of the mechanism of piston ring lubrication and related
friction phenomena have found that piston rings contribute
significantly to the total engine mechanical friction losses (Hosni
(2)). The formation of a hydrodynamic lubrication film at the
interface between the piston rings and cylinder liner is expected
while the engine is in operation. However, the lubrication
regime of the mating surface affects the efficiency, durability,
and emission output of the engine. In general, most friction
occurs at, or near, the top dead center, where low piston velocity
means that the hydrodynamic film thickness is low and where
the temperature is higher due to the proximity of the combustion
chamber. The tribological behavior of advanced material pairs of
piston ring–cylinder liner has been studied using a reciprocating
tribotester. Albert and Herbert (3) reported that the wear rate,
including scuffing resistance, was strongly dependent on material
properties and the combination of the ring–liner pair. Research
investigations over the past 6 decades on mineral oil–based
lubricants have improved the oil properties, such as viscosity,
total acid number (TAN)/total base number (TBN), dispersant
and detergent qualities, and diversified their applications in all
fields of lubrication, especially for all sorts of rotating and sliding
parts of vehicles and machinery. De Gee, et al. (4) investigated
the lubricating action of polyalphaolefin (PAO), polypropylene
glycol (PPG), and mineral oils to characterize their wear- and
friction-reducing performance under boundary lubrication con-
ditions. It was found that the wear-reducing action of PAO-based
 Bio-Lubricant and Biodiesel-Contaminated Lubricant
Downloaded by [University of Cambridge] at 15:04 23 December 2014
Fig. 1—Disc specification.
lubricant was significantly better than that of mineral oils. The
lubricating action of PPG fluid was equal to or slightly better than
PAOs. Ram and Sethuramiah (5) investigated the lubrication
mechanism involved in step-load tests at constant speed. They
developed a technique to evaluate the scuffing characteristics of
two-stroke engine oils on a high-speed disc machine. Rewolinski
(6), (7) conducted lubricated wear experiments using blended
diesel lubricating oil with sunflower oil fuel. A review study of
Fernando, et al. (8) showed that all bio-based fats, oils, and their
derivatives had better lubricities than diesel fuel. Masjuki and
Maleque (9) performed experiments using palm oil methyl ester
(POME)-blended lubricant in a two-stroke engine and found
that POME acts as a lubricating oil additive. Choi, et al. (10) ex-
plained the effect of antiwear additives in vegetable oils and their
tribological performance. Research on biodegradable lubricants
is emerging as one of the top priorities in lubrication; hence,
environmentally friendly lubricants have become commercially
available (Goyan, et al. (11); Busch and Blacke (12)). Vegetable
oils, especially rapeseed, are some of the more promising can-
didates for biodegradable lubricants (Flider (13)). They are
biodegradable and less costly than synthetic base stocks and even
show quite acceptable performance as lubricants. Asadauskas,
et al. (14) investigated the lubrication properties such as vis-
cosity, oxidative stability, deposit formation, and lubricity of
biodegradable lubricants. The experimental results showed that
the viscosity index of vegetable oil (castor oil) is greater than
mineral oil. Technological developments, through research, have
made it possible for palm oil based vegetable lubricating oil to
be used in a host of applications (Anon (15)). Palm oil, which
contains mainly glycerin in the form of 50–70% of palmitic acid
(C15 H31 COOH), is a major factor that contributes to fat. Palm
oil consists principally of triglycerides. In addition, it contains
small amounts of partial glycerides, free fatty acids, and non-
glyceride substances. Examples of commercial vegetable-based
439
fluids with excellent antiwear performance can be found in the
literature (Cheng, et al. (16); Masjuki, et al. (17)). Furthermore,
systematic efforts have been undertaken by many researchers
to determine the suitability of vegetable oil and its derivatives
as fuel or blended into diesel (Serddari and Fragioudakis (18);
Agarwal, et al. (19); Ramdhas, et al. (20); Hossain and Davies
(21); McCormick, et al. (22); Augustusa and Jayabalan (23)).
Oguz, et al. (24) investigated the physical and chemical prop-
erties and lubrication performance of various biodiesels using a
pin-on-disc test device under constant load with different slid-
ing velocities. A study was conducted on the wear and friction of
hardened AISI 1045 steel using a tri pin-on-disc type of friction
and wear apparatus. It was shown that the wear rate, type of wear,
and friction coefficient were influenced by contamination of the
lubricant with 4% of biofuel (Maleque, et al. (25)). Lin, et al. (26)
studied the effects of low-phosphorous engine oils on the friction
and wear characteristics of a typical engine cylinder liner–piston
ring combination of four-cylinder diesel engine using a recipro-
cating lubricant tester. Performance analysis of a piston ring pack
was presented, and the behavior and interrelationship of key en-
gine parameters such as wear load, power loss, oil consumption,
and blow-by/blow-back for typical operating conditions was stud-
ied (Gulwadi (27)).
Fig. 2—Pin specification.
 440 S. ARUMUGAM AND G. SRIRAM

TABLE 2—PROPERTIES OF BIODIESEL AND DIESEL FUEL

Properties B20R Diesel

Density (kg/m3) (ASTM D1298) 905 840

Viscosity @40◦ C (cSt) (ASTM D445) 21.77 2.67
Flash point (◦ C) (ASTM D93) 60 47.5
Fire point (◦ C) (ASTM D93) 68.5 51.0
Pour point (◦ C) (ASTM D97) 10 −9
Calorific value (kJ/kg) (ASTM D2500) 34,928 44,500

was carried out for the preparation of rapeseed oil methyl es-
ter (RME). The bubble wash was done by mixing methyl ester
with distilled water to remove excess alcohol, catalyst, and glyc-
erol. To remove the moisture content in the methyl ester, it was
treated with anhydrous sodium sulfate, which is commonly used
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as a moisture-absorbing agent (Agarwal, et al (19); Ramdhas, et

Fig. 3—Photographic view of pin and disc. al. (20)) Furthermore B20R biodiesel was prepared by mixing
20% (by volume) of rapeseed oil methyl ester and 80% (by vol-
ume) of diesel. Table 2 indicates the properties of biodiesel and
The objective of the present work is to study the wear and commercial diesel fuel. Characterization of diesel and biodiesel
frictional behavior of a cylinder liner–piston ring combination was done per ASTM standards.
under lubricated conditions with diesel-contaminated rapeseed
oil–based bio-lubricant, diesel- and biodiesel-contaminated syn- Synthesis of Bio-Lubricant and Characterization
thetic lubrication oil, and used (150 h) commercial synthetic lu- For the formulation of rapeseed oil–based bio-lubricant, 85%
brication oil (SAE 20W40). of rapeseed oil methyl ester by volume with 15% of bio-additive
package (10% castor oil and 5% palm oil methyl ester) was
EXPERIMENTAL PROCEDURE added. Castor oil was added to improve the oxidation stability.
Preparation of Liner Disc and Piston Ring Pin Samples Palm oil methyl ester was added to increase the antiwear prop-
Because the experiments were designed to simulate the wear erty. The 15% by volume of additive is based on the fact that the
and frictional behavior of cylinder liner–piston ring tribological permissible maximum value of additive package in the lube oil is
systems in real engines, the discs were made out of real cylin- on the order of 20%. Table 3 shows the properties of the rape-
der liner material; that is, alloyed white cast iron. Precise discs seed oil–based bio-lubricant and commercial synthetic lubricant
were made from the sand casting process and were prepared as (SAE 20W40).
per standard dimensions as shown in Fig. 1. Similarly, pins were Four different lubrication oil samples were prepared for this
made out of alloyed white cast iron and were machined as per analysis. The details are as follows: (1) rapeseed oil–based bio-
the standard dimensions as shown in Fig. 2. Further, the pins lubricant was contaminated with 10% by volume of diesel; (2)
were heat treated to bring them to the required hardness. Cylin- 10% by volume of B20R was premixed with commercial synthetic
der liner and piston ring material was procured from and samples lubricant (SAE 20W40) to investigate the tribological behavior
were prepared by Thaslim Tools & Metals (Chennai, India). A of rapeseed oil methyl ester; (3) 10% by volume of diesel was
photographic view of the pin and disc is shown in Fig. 3. premixed with commercial synthetic lubricant to investigate the
tribological behavior of diesel; (4) used commercial synthetic lu-
Synthesis of Biodiesel and Characterization
Crude rapeseed oil; methanol and sodium hydroxide, which
TABLE 3—PROPERTIES OF SYNTHETIC AND RAPESEED OIL–BASED
are required for the transesterification process; anhydrous
BIO-LUBRICANT
sodium sulfate; and concentrated hydrochloric acid, which was
Properties SAE 20W40 Bio-Lubricant
used in bubble washing process, were procured from M/S Ganap-
athy Trading Company (Chennai, India). Table 1 shows the fatty Ash content (%) (ASTM D874) 0.45 0.027
acid composition of rapeseed oil. The transesterification process Kinematic viscosity @ 100◦ C (cSt) 15.2 11.8
(ASTM D445)
Viscosity index (ASTM D2270) 133 131
TABLE 1—FATTY ACID COMPOSITION OF RAPESEED OIL Noack volatility (% wt) (ASTM 6.5 0.18
D5800)
Fatty acid % (w/w)
Flash point (◦ C) (ASTM D92) 250 188
Palmitic acid (C16:0 ) 5.7 Pour point (◦ C) (ASTM D97) −21 6
Stearic acid (C18:0 ) 2.2 Copper strip corrosion test (ASTM Slight tarnish Nil
Oleic acid (C18:1 ) 58.5 D130)
Linoleic acid (C18:2 ) 24.5 Four ball wear scar diameter (mm) 0.68 0.55
Linolenic acid (C18:3 ) 9.1 (ASTM D4172)
 Bio-Lubricant and Biodiesel-Contaminated Lubricant
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Fig. 4—Pin-on-disc tribometer.
brication oil (SAE 20W40) was also tested for the comparison of
above artificially contaminated lube oil. Mixing was effected us-
ing a stirrer. The 10% by volume contamination is based on the
fact that the permissible maximum value of diesel fuel contami-
nation in the lube oil is on the order of 7% due to the possibility
of a crankcase explosion (Poley (28)). Because the biodiesel has a
much higher flash point than diesel, 10% contamination was con-
sidered for the present study (Bhale, et al. (29)).
Pin-on-Disc Wear and Friction Tribometer Test
Description
A wear and friction tribometer test rig was used to establish
the wear and friction characteristics of a cylinder liner–piston
Fig. 5—Photographic view of experimental setup.
441
ring combination of a compression ignition engine under differ-
ent lubricated conditions. The wear and friction tribometer was a
pin-on-disc type machine (model TR-201C, Ducom Instruments
Pvt. Ltd., Bangalore, India) with facilities to monitor wear and
friction in sliding contacts under dry and lubricated conditions.
The elements of the tribometer included a “pin” sliding on the
flat face of a “disc” rotating in a vertical plane, with provisions
to control the load, speed, and oil temperature and to measure
friction. The test oil was contained in a cup in which the disk
rotated. Oil was swept up into the contact area by the rotating
disk. The oil was heated by flat Chromolox heaters contacting
the bottom of the aluminum oil cup. The oil temperature was
measured and controlled by a double-shielded thermocouple. A
known load was applied along the axis of the pin, and the friction
 442 S. ARUMUGAM AND G. SRIRAM
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Fig. 6—Wear characteristics.
force was measured by the force transducer restraining pin
motion. The load of the pin against the disk was applied by
weights on a pan hanging on a thin steel cable over a pulley
and hooked to the arm. Thus, the weights pulled the pin toward
the disk. Tangential frictional force and wear were monitored
with electronic sensors and recorded. These parameters were
available as functions of load, speed, or lubrication condition for
continuous monitoring. The average value of the friction coeffi-
cient between the stationary pin and rotating disc with running
time (s) and sliding distance (m) was obtained using the wear
and friction tribometer test rig described earlier. All experiments
were carried out as per ASTM G-99. Sliding occurred between a
stationary pin and a rotating disc. The principle of sliding was a
cantilever-loaded pin in the form of piston ring segment against a
horizontal rotating cylinder liner disc, superimposed and bolted
in an oil bath. Normal load, rotational speed, and wear track
diameter were varied to suit the test conditions. Figure 4 shows
a schematic diagram of the pin–on–disc tribometer and Fig.
5 shows a photographic view of the experimental setup. The
operating conditions for the wear and friction tribometer test
were set as indicated in Table 4. A separate disc and pin were
used for diesel-contaminated bio-lubricant, diesel-contaminated
lube oil, biodiesel-contaminated lube oil, and used commercial
synthetic lube oil tests. For all of the tests the lubricating medium
flow rate was the same for the given load, speed, and other
operating conditions.
RESULTS AND DISCUSSION
Wear Characteristics
The wear characteristics of the different cylinder liner–piston
ring combination using different lubrication samples are pre-
sented in Fig. 6. Variation in wear (µm) of the disc was only
taken into account because the hardness of the piston ring was
much higher (54 HRC) than that of the cylinder liner (87 HRB).
In order to be very precise, the repeatability of the readings
was recorded three times. From Figure 6, it can be observed
that the wear was drastically reduced for newly formulated rape-
seed oil–based bio-lubricant. It was approximately 91.5% lower
than that of diesel-contaminated commercial synthetic lubricant
(SAE 20W40) under similar operating conditions. This can be at-
tributed to the fact that the presence of 5% of palm oil methyl
ester in bio-lubricant increases the antiwear property. The es-
ters have high affinity toward metal surfaces due to their polar
functional groups and thus form a protective layer on the sur-
face. In addition, the presence of long-chain fatty acid in palm oil
methyl ester produces hydrocarbon layer that protects wearing
surfaces, thereby increasing the wear resistance of bio-lubricants
(Maleque, et al. (25)). Similarly, the wear was approximately
78.2 and 71.43% lower for biodiesel-contaminated lubricant and
used commercial synthetic lubrication oil (SAE 20W40), respec-
tively, compared to that of diesel-contaminated lubrication oil
under similar operating conditions. The presence of oxygenated
TABLE 4—EXPERIMENTAL TEST CONDITIONS
Parameter Values
Normal load (N) 50
Temperature (◦ C) 120
Speed (rpm) 300
Track length (mm) 20
Lubricating medium flow rate (g/min) 18
Test duration for each run (h) 01
Disc (cylinder liner) hardness on the B scale (HRB) 87
Pin (piston ring) hardness on the C scale (HRC) 54
Pin diameter (mm) 08
Sliding velocity (m/s) 0.314
 Bio-Lubricant and Biodiesel-Contaminated Lubricant 443
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Fig. 7—(a) Frictional force characteristics. (b) Coefficient of friction characteristics.

 444 S. ARUMUGAM AND G. SRIRAM
moieties and double bonds in biodiesel led to an additional
improvement in the overall lubricity of biodiesel-contaminated
lubrication oil. The same may not be available in low-sulfur diesel
due to the hydrotreating used to reduce the sulfur content, which
in turn simultaneously removes the polar compounds of oxygen
and nitrogen that impart lubricity. A similar trend was observed
in the case of friction.
Frictional Characteristics
Though the machine was a wear tester, it did not completely
match the characteristics of a cylinder liner–piston ring com-
bination; good results for the lubricity in terms of friction co-
efficient, friction force, and wear for surfaces for the different
lubricants were achieved. Variations in the friction coefficient
(µ) with respect to time (s) for experiments with different lu-
Downloaded by [University of Cambridge] at 15:04 23 December 2014
bricating oils are shown in Figs. 7a and 7b. The friction coef-
ficients for bio-lubricant and biodiesel-contaminated lubricant
were considerably different than for diesel; however, in both the
cases the trend was similar. The coefficient of friction for diesel-
contaminated bio-lubricant was almost 57% lower than that of
diesel-contaminated synthetic lubricant. The coefficient of fric-
tion for biodiesel-contaminated lube oil was 53% lower, and that
for the used synthetic lubrication oil was 23% lower than that
of diesel-contaminated one. Similarly, the frictional force was
2.2, 2.7, and 4.3 N, respectively, for the bio-lubricant, biodiesel-
contaminated lubricant, and used synthetic lubrication oil. The
value was relatively higher at about 5.8 N for diesel-contaminated
lubricant. This clearly indicates that bio-lubricant and biodiesel
reduced friction more effectively than diesel when contaminated
with lube oil for these loading and temperature conditions. Be-
cause the rotating liner disc hardness was much lower than that of
the stationary top ring pin, the material was eroded between the
wearing surfaces, which loosened the contact between them af-
ter a certain time interval—earlier in case of diesel due to higher
wear and much later in case of biodiesel. In the initial stage, the
friction coefficient for both cases was observed to be high because
the new surfaces were in the run-in period. The friction coefficient
remained constant for a considerable time until the disc worn out
marginally enough to loosen the contact between disc and pin.
The sudden decrease in the friction coefficient indicates this be-
havior.
CONCLUSIONS
Assessments of the wear and friction characteristics of cylin-
der liner–piston ring combinations using vegetable oil– and syn-
thetic oil–based lubricants were carried out using a pin-on-disc
tribometer.
The following conclusions were drawn from the present
study:
1. The bio-lubricant reduced the coefficient of friction and wear
compared to biodiesel- and diesel-contaminated lube oil and
used commercial synthetic lubrication oil (SAE 20W40).
2. The reduction in friction coefficient, frictional force, and wear
for the bio-lubricant compared to the other lubricants indi-
cates that the bio-lubricant had excellent lubricity in this test.
3. From the physical observation on the wear surfaces, the rape-
seed oil–based bio-lubricant and biodiesel-contaminated lube
oil appeared to provide smoother surfaces than the diesel-
contaminated lube oil.
4. Engine lubricants formulated from vegetable oils are re-
newable, eco-friendly, and biodegradable and possess lower
volatility. However, the challenge is the improvement of their
performance, specifically with reference to their oxidative sta-
bilities and pour points, which in general leave much to be
desired.
On the whole it is concluded that the usage of vegetable
oil–based bio-lubricants in a compression ignition engine in the
long run may have a positive impact on engine life with respect to
wear and friction.
ACKNOWLEDGEMENTS
The authors are grateful to the officials of Sri Chan-
dra Sekharendra Saraswathi Viswa Mahavidyalaya University
(Kanchipuram, Tamilnadu, India) for providing financial support
of our research. The authors thank Ducom Instruments Pvt. Ltd.
(Bangalore, India) for providing their testing facility and SGS
Lab (Chennai, India) and Thaslim Tools & Metals (Chennai,
India) for their technical support and great contribution to our
work.
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