Journal of Molecular Liquids: Mohammad Hatami Maryam Hasanpour, Dengwei Jing

Journal of Molecular Liquids 319 (2020) 114156
Contents lists available at ScienceDirect
Journal of Molecular Liquids
journal homepage: www.elsevier.com/locate/molliq
Review
Recent developments of nanoparticles additives to the consumables

liquids in internal combustion engines: Part II: Nano-lubricants
Mohammad Hatami a,b,⁎, Maryam Hasanpour c, Dengwei Jing b,⁎
a
Department of Mechanical Engineering, Esfarayen University of Technology, Esfarayen, North Khorasan, Iran
b
International Research Center for Renewable Energy, State Key Laboratory of Multiphase Flow in Power Engineering, Xi'an Jiaotong University, Xi'an 710049, China
c
Department of Chemical Engineering, University of Tehran, Tehran, Iran
a r t i c l e i n f o a b s t r a c t
Article history: Nanotechnologies are interface technologies that contain many different science and application areas such as in-
Received 21 June 2020 ternal combustion engines. Nanofluids are the most usable nanotechnology in engines to improve their effi-
Received in revised form 14 August 2020 ciency. Three main types of nanofluids; i.e. nano-fuels, nano-coolant and nano-lubricants are used by
Accepted 26 August 2020
researchers in engines as consumable liquids. In this review part, recent studies on the nano-lubricants are gath-
Available online 31 August 2020
ered and summarized in main group applications such as engine oil, gear oil and refrigeration system nano-
Keywords:
lubricants. Furthermore, the effects of these nano-lubricants on the wears, cold start damage, energy saving
Nano-lubricant and etc. of engines are investigated. It is tried to find suitable nanoparticle additives to have maximum benefits
Internal combustion engine from tribological and thermal efficiencies aspects. So, the effects of nanoparticles type on tribological, thermal
Wear and rheological properties of nanolubricants are performed to introduce the most efficient nanoparticles in
Cold start damage these applications. As a main outcome, TiO2 and Al2O3-SAE40 nanofluids were introduced as the most efficient
Engine oil nano-lubricants due to maximum 86% reduction in coefficient of friction (COF), 29% wear reduction and 51% re-
duction of frictional power losses, while Gr had the best BSFC (17%) and emissions (5.42%) reductions, so using
hybrid nanoparticles (such as Al2O3-Gr) maybe fill this gap which is ignored.
© 2020 Elsevier B.V. All rights reserved.
Contents
1. Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2. Nano-lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1. Engine oil nano-lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2.1.1. SAE 30 engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.2. SAE 40 engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
2.1.3. SAE 50 engine oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.2. Gear oil nano-lubricant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
2.3. Engine refrigeration system nano-lubricants . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
3. Nano-lubricant effects on engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.1. Tribological performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3.2. Cold start damage or warm-up phase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
3.3. Energy and fuel savings. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.4. Cooling process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
3.5. Waste oil recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
3.6. Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4. Nanoparticles type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.1. CNTs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.2. TiO2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.3. ZnO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
4.4. Cu/CuO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
⁎ Corresponding authors at: International Research Center for Renewable Energy, State Key Laboratory of Multiphase Flow in Power Engineering, Xi'an Jiaotong University, Xi'an
710049, China.
E-mail addresses: m.hatami@xjtu.edu.cn (M. Hatami), dwjing@xjtu.edu.cn (D. Jing).
https://doi.org/10.1016/j.molliq.2020.114156
0167-7322/© 2020 Elsevier B.V. All rights reserved.
2 M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156
4.5. MoS2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.6. Graphene . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.7. Hybrid nanoparticles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
5. Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
6. Future studies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
Declaration of competing interest . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
References. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
1. Introduction 2. Nano-lubricants
A new application of nanofluids is in lubrication processes such as Nano-fluids as nano-lubricants can be used in internal combustion
engine oils, rolling process and ball bearings in engines or lubricating engines as engine oil, compressor oil, journal bearing, grease, etc. For ex-
the gearbox. Nano-lubricants not only have effects on the engines per- ample, Baskar et al. [41] revealed that friction and wear of the journal
formance and thermal efficiency, but also have major effect on the dura- bearing system reduced by proper nano-lubrication. Their optimized
bility and wear of the engine parts. So, analysis of nanofluids used as outcomes showed that load of 100 N, sliding speed at 2.0 m/s, and
lubricants and coolants in different engine loads and speeds is very im- bronze bearing material/SN 500 base oil with 0.5 wt% nano CuO reduced
portant to improve the engine performance. To find a complete percep- the coefficient of friction (COF) and specific wear rate. Also,
tion of this application, a short introduction to internal combustion Aberoumand and Jafarimoghaddam [42] found that thermal conductiv-
engines and possible additives to its consumable liquids (such as fuel, ity and viscosity of nano-lubricant (Cu nanoparticles added to engine
oil and coolants) is performed here. oil) enhanced 49% and 37% for 1% weight fraction, respectively (Fig. 1).
Ghazikhani et al. [1–4] tested experimentally alcoholic and ethanol Naddaf et al. [46] used the nanoparticles (multi-walled carbon nano-
additives as fuel additives in ICEs. Also, they examined the energy, tubes (MWCNT) and graphene nanoplatelets (GNP)) in diesel oil as
exergy, heat recovery and fuel consumptions analyses such as brake nano-lubricant and reported that an increase in the heat transfer coeffi-
specific fuel consumption (BSFC) analysis for these applications in en- cient more than increasing the pressure drop was observed [46]. Some re-
gines. Hatami et al. [5–10] used different heat exchangers for the ex- searchers made brief reviews on this topic which are presented in [52–54].
haust cooling of a diesel engine. In all of these studies, water is used as Table 1 shows some of the studies on the engine oil nanoparticle additives
coolant. But, in a different study [11], they added nanoparticles to which most of them reveals the efficiency of nano-lubricant in anti-wear
water and ethylene-glycol as the base fluids for coolants in engines ra- and anti-friction as well as the thermal conductivity enhancements. For ex-
diators, numerically. ample, MoS2 in paraffin oil and polyisobutyleneamine succinimide (PIBS)
For the nano-lubricants, Hatami et al. [12,13] analyzed some nano- and ZDDP (zinc dialkyldithiophosphates) reduced the coefficient of friction
oils as a non-Newtonian nanofluids numerically, but in their study (COF) [44], also, this nanoparticles enhanced the anti-wear property
they didn't considered them on engines applications experimentally (40–50%) and reduced the COF (15–20%) when added to mineral oil.
or numerically, so the effects on the engines performance or wear Also, multi-layer graphene (MLG) in SAE 25 W-50 motor oil reduced the
were not considered in these studies. Also, other valuable studies on friction coefficient and wear rate up to 43% and 63%, respectively. Based
the application of nanofluids in heat transfer in different industries on Table 1 analysis, the most suitable nanoparticles for anti-wear reduction
such as solar, cavities, microchannels and etc. are performed by re- were MLG (63%) and MoS2 (50%), while for the COF reduction, MLG (43%)
searchers due to its importance [14–19]. The main achievements of cur- and MoS2 (20%) had the maximum reductions.
rent study are usable for the car industries to find how they can improve
the diesel engines efficiency using nanotechnology such as nanofluids
application in fuels additives, cooling and lubrications. In this part of re- 2.1. Engine oil nano-lubricants
view paper, they can find best nano-lubricant to have the greatest per-
formance and minimum wear on the engine applications. Some recent In this section, it is tried to categorize all the nano-oil studies in the
examples of this application are listed below. engines. For this aim, different base oils in Society of Automotive Engi-
As described above, nano-oils are the main fluids in engines lubrica- neers (SAE) standards are considered and single grades or multi grades
tions, so many studies focused to find their different properties. For
nanofluids rheological properties in different applications, Afrand et al.
[20] developed an optimal artificial neural network to predict the corre-
lation of the nano-lubricant properties, which can be more accurate.
Also, Asadi et al. [21] illustrated two new highly precise correlations
for predicting dynamic viscosity and thermal conductivity of the
nano-oil. Other applications of nano-lubricant from the energy view
points and reducing costs are presented by researchers [22-25]. Another
application of nano-lubricants is cooling at the rolling procedure or ma-
chining process which mostly are water-based nanofluids [26,27]. Obvi-
ously, desired thermal distribution and enhanced heat transfer are
crucial in these processes. Some researchers analyzed the SiO2-
nanofluids applications and presented the new correlations for its rhe-
ology and tribology properties [28–32] and the same analyses on
polyalphaolefin's nano-lubricants are presented in [33–36]. In next sec-
tions, a complete review of nano-lubricants in internal combustion en-
gine applications is performed and their effects on engine
performance, rheological and tribological properties are discussed and
finally the suitable nano-lubricants will be introduced to have the max- Fig. 1. Thermal conductivity enhancement using nano-lubricant (Cu nanoparticles added
imum benefits from all possible aspects. to engine oil) [42].
Table 1
Some main effects of nano-additives to the engine lubricant system.
Base oil Nanoparticles Concentration/size Temperature Loads/speeds Thermal conductivity improvements/correlation/main effect Ref.
Diesel engine Nano-La(OH) 0–0.1 wt% 40–80 °C 1.96–9.8 N/0.10 m/s COF ¼ 0:17680 þ 0:020403A þ 0:074707B−0:00076C [37]
oil, CF-4 3/RGO þ0:000132A2 −0:08970B2 −0:00279C 2
20W-50 þ0:006034AB−0:01133AC þ 0:001835BC
Wear ¼ 496:9502 þ 103:1921A þ 189:3539B−73:3178C
þ13:88396A2 −3:6594B2 þ 35:41196C 2
−14:938AB−50:7618AC−49:7834BC
A: temperature
B: load
C: concentration
COF: coefficient of friction

Engine oil SWCNT-MWCNT 0–0.2% – – ð1−φÞþ2φ K
K CNT þK f
;ln ;
[38]
K nf K CNT −K f

2K f
Kf ¼ Kf K CNT þK f
ð1−φÞþ2φ K CNT −K f ;ln ; 2K f
Waste engine Ca-bentonite 10–12 nm 40 °C – Optimum adsorption ratio for clay modified by sulfuric acid was found to be 1.6. [39,43]
oil
M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156

Engine oil Titanium (IV) 0.1–1 wt%, 50 °C – Constant parameters are defined in the main text. [40]
(SAE 10) oxide (TiO2) 128–267 nm η−η0 1
¼ ðCross equationÞ
η0 −η∞ 1 þ ðK∘θÞn
η−η0 1
¼ h i1−n ðCarreau equationÞ
η0 −η∞
1 þ ðK∘θÞ2
2
SN 500 CuO 40–60 nm 120 °C 100–150 N/2–6 m/s SN 500 base oil þ 0:5 wt%nano CuOBronze : [41]
Coefficient of friction −0:056886 þ 1:51732E−003∗Load þ 7:50838E−003∗Sliding Speed−
2
3:77879E−005∗Load∗Sliding Speed−3:01507E−006∗Load −
2
2:76442E−005∗Sliding Speed
specific water rate −2:03330E−010 þ 5:50192E−012∗Load−6:21710E∗Sliding Speedþ
2
Engine oil Cu 0.2–1 wt%, 40–100 °C –
[42]
knf T, ;φ, ;knp ¼ 3:9 10−5 T−0:0305 φ2
25–40 nm
þ 0:086−1:6 10−4 T φ
þ3:1 10−4 T þ 0:129−5:77 10−6 knp

−40 10−4
μnf = μbf(1.15 + 1.016φ − 0.5442φ2 + 0.1181φ3)
Paraffin oil MoS2 0.05–3 wt%, 2–3 μm 40–100 °C 30 N/0.036 m/s The friction coefficient reduction without PIBS reached 35.3%, while it was only 12.2% in the case of with 3 wt% [44]
PIBS. The wear volume loss of nano-MoS2-ZDDP with 3 wt% PIBS was greater than nano-MoS2-ZDDP without any PIBS
SN 500 Ni-MoS2 0.1–0.5 wt%, 2 μm 80 °C 392.4 N/1200–1800 rpm 0.5 wt% Ni-MoS2 enhanced the antiwear property (40–50%) and a little reduction in the friction coefficient (15–20%) [45]
mineral oil
Diesel oil MWCNT and 0.05–0.5 wt% – – ! [46]
X
GNP Nu ¼ 1:302 −0:5X ≤0:003
2
!3
1
X
e−41=ð2Þ X ≥0:003
X
Nu ¼ 4:364 þ 0:263
2

X ¼ ð2X=DÞ ; Re ; Pr
Polyalkylene Al2O3–SiO2 10–100 nm, 0.02 to 303–353 K – [47]
μ ϕ a ðT−273Þ b
glycol (PAG Al2O3–TiO2 0.1 wt% μ r ¼ CNL ¼ 1 þ 1þ
μL 100 80
46) TiO2–SiO2
kCNL ϕ a ðT−273Þ b
kr ¼ ¼ 1þ 1þ
kL 100 80
a, b depend on nanoparticles type and are presented in the main text.
Commercial Multi-layer 20 μm, 0.5–2 wt% 100 °C 200 N/300 rpm Reductions in the friction coefficient and wear up to 43% and 63%, respectively [48]
motor oil, a graphene (MLG),
(MLG-Cu)
(continued on next page)
3
of engine oils in three sub-sections named SAE 30, SAE 40 and SAE 50
[49]
[50]
[51]
Ref.
are reviewed and discussed as follows.
2.1.1. SAE 30 engine oil

Single and multi-grade oil of SAE 30 including nano-particles addi-
tives are gathered in this section as shown in Table 2. Based on this
table, TiO2 (86%) and Al2O3/TiO2 (53%) had the maximum COF
−3:0449 reduction when added to SAE 30 base oil, while Gr had the maximum
The maximum torque reduction for the nano-lubricant was approximately 40 and 50%, respectively
anti-wear (29%) and anti-friction (35%) performance. Sgroi et al. [55]

proposed a new improved anti-friction and anti-wear oil by MoS2

nano-additives to zinc-free 5W30 multi-grade engine oil to improve

;exp ;ðð−2:1206E−0:0003φ−3:0449 Þþð−4:9930E−0:09ðφT Þ5 ÞÞ
the fuel economy and reduce the greenhouse gases emission. Umer
et al. [56] demonstrated that the pressure coefficient of boundary
shear strength for SAE 30 under the load and sliding speed conditions
of 777 N/m and 13–27 mm/s, respectively, provides an explanation for
492786:9431T−0:1915
the observed increase in measured friction at micro-scale.

Davis et al. [57] reported that COF of the oil reduced by about 22%
and oil film strength of tribo-film increased by almost three times
using Cr2AlC nanolamella. Furthermore, Cr2AlC produce about 2.2 to
Thermal conductivity improvements/correlation/main effect
2.6 times better oil film strength than h-BN and MoS2 nanoparticles. In
another study, Ahmed Ali et al. [58] introduced Al2O3 and TiO2 nano-
0.05% TiO2: f TiO2 ¼ 0:068 þ 0:352P þ 5:965 10−3 P B 2
lubricants to SAE 5W-30 and reduced COF by approximately 48–50%

with 0.25 wt% concentration of nanoparticles. Based on the reported re-

0.1% Cu: f Cu ¼ 0:1104 þ 0:358P B −0:0189P B 2
sults, it was clear that the nano-lubricant with 0.25 wt% concentration of
μ f ¼ 4:0765−ð−0:1915φÞ−ð0:0021φT Þ þ
nanoparticles was the best sample of the nano-lubricants considered, as

this sample minimized the friction coefficient by half, as compared with
f Cu ¼ 0:0718 þ 0:324P B þ 0:0129P B 2
engine oil (5W-30) without nanoparticles [58].

PB = power brake (0.05%Cu)
Based on Table 2, most of the studies are focused on the SAE 5W30
engine oil and the most results were BSFC reduction, emissions reduc-
tion, anti-wear and anti-friction improvement, thermal efficiency im-
provements and etc. Among the evaluated studies, TiO2 and Al2O3
nanoparticles was the most efficient nano-additives to SAE-40 engine
oil with maximum 86% reduction in COF, 29% wear reduction, 51% re-
duction of frictional power losses as well as the BSFC reduction and me-
chanical efficiency improvements.
μ nf
2.1.2. SAE 40 engine oil

10–80 N/40–60 km/h
Single and multi-grade oil of SAE 40 including nano-particles addi-

tives are gathered in this section as shown in Table 3. For instance, Dar-
dan et al. [67], in an experimental study, indicated that the viscosity of
Loads/speeds
the hybrid Al2O3 –MWCNT-SAE 40 nano-lubricant increased by increas-

ing the nanoparticles concentration and decreasing temperature. Out-
comes of relative viscosity presented that the maximum increment of
–
the viscosity was about 46% and it had Newtonian behavior [67].
Hemmat Esfe et al. [69] found a better conformity of experimental
data with the exponential functions for shear stress versus shear rate
Temperature
in different temperatures and volume fractions of MWCNT-ZnO-

40–100 °C
40–100 °C
20–60 °C
10W40 nano-lubricant, then concluded that the studied fluid is non-

Newtonian fluid [69].
As seen in Table 3, most of the studies are performed on SAE 40 and
10W40 which MWCNT is the most used nanoparticle in hybrid condi-
Concentration/size
tions with TiO2, SiO2, ZnO and CuO, but some works are done on special
0.05–0.2 wt%,
100–150 nm
nanoparticles such as [78] used Cellulose nanocrystals (CNC), a unique

0–0.6 wt%,
25–50 nm
20–60 nm
and natural material extracted from native cellulose. This nanocrystals

as a green lubricant additive has expanded much devotion in many
field usage due to its outstanding physical properties, special surface
chemistry, and admirable biological properties [78]. Awang et al. [73]
Tungsten oxide
Nanoparticles
observed that the wear rate reduction was maximum up to 69% when
-MWCNTs
the concentration of 0.1% CNC was applied at condition test at low

Cu-TiO2
(WO3),
speed (200 rpm) high load (98.1 N) [73]. Furthermore, they found
MoS2
that the nano-lubricant of CNC particles at 0.1 wt% concentration was

Table 1 (continued)
the most suitable concentration for improving the SAE 40 engine oil
Racer-4, SAE
Poly-alpha--
engine oil
properties [78].
20W-40
olefin 4
(PAO)
Base oil
Table 3 presented the proposed correlations for thermal conductiv-

10W40
ity and viscosity by the researchers which the constant coefficients in

each reference can be found in the main texts. Ghaffarkhah et al. [77],
M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156 5
Table 2
Single and multi grade SAE 30 engine oil with nanoparticle additives.
Base oil Nanoparticles Concentration/size Temperature Loads/speeds Thermal conductivity improvements/correlation/main effect Ref.
Zinc-free MoS2 0.1–2 wt%, 52 nm 40–95 °C 1–5 bar/1500–3500 rpm 0.9% reduction of fuel consumption [55]
5W30
5W-30 Cr2 AlC 45 μm (Cr2 AlC) 50–90 °C 392.4 N/1200 rpm Low coefficient of friction (COF) and wear [57]
nanolamella
h-BN
MoS2
5W-30 Al2O3 and TiO2 0.05–0.5 wt%, 40–100 °C 30–250 N/50–800 rpm The wear rate of the piston ring was reduced by 21–29% for the use of TiO2 [58]
8–12 nm and Al2O3 nano-lubricants respectively
5W-30 Dodecylamine 0.01–0.1 wt% 25 °C 10–50 N/0.5–3 mm/s Reduced COF by a maximum ~40% [59]
functionalized
graphene (DAG)
5W-30 Al2O3/TiO2 8–12 nm, 0.1 wt% 40–90 °C 1000–4000 rpm k¼−
αV 31w 1 [60]
8πlR dV3w =d ;ln ;w
Enhancement of heat transfer characteristics and brake thermal efficiency
by 9–14% and 3.9–8.6%, respectively
5W-30 Al2O3/TiO2 8–12 nm, 0.1 wt% 40–90 °C 1.95 MPa/0.5 m/s Reduction of frictional power losses for the simulated piston ring assembly [61]
by 40–51%.
10W-30 Copper (II) oxide 0.005–0.03 wt% – 2–9 N/200–300 rpm COF, ;Y1 ¼ 0:1065−0:1455L−0:0133S−0:0037C þ 0:1054L2 [62]
þ0:0270S2 −0:0159C 2 þ 0:0256L∗S−0:0006L∗C−0:00084S∗C
WearRate, ;Y2 ¼ 2:17−9:93L þ 2:68S þ 0:86C þ 12:58L2 −1:19S2 þ 2:47C 2
−3:41L∗S−1:73L∗C−1:49S∗C
The coefficient of friction obtained was 0.06125 and the wear rate was
0.2482 mm3/Nm when a concentration of 0.005% was used
10W-30 TiO2 0.3–0.5 wt%, 40–100 °C 39.2–58.8 N/1 m/s COF was reduced by 86% with 0.3% concentration by weight of the oil [63]
10–25 nm
5W-30 Gr 0.03–0.6 wt%, 40–100 °C 90–368 N/0.154–0.6 m/s Anti-friction and anti-wear properties improved in the range 29–35% and [64]
5–10 μm 22–29%, respectively.
Energy saving
Emissions reduction
5W-30 Al2O3/TiO2 0.1 wt%, 8–12 nm 40–90 °C 250 N/1000–4000 rpm, Increases the brake power, torque, and mechanical efficiency, while the [65]
0.5 m/s brake specific fuel consumption (BSFC) reduced owing to the mechanical
efficiency of the engine improved by 1.7–2.5%
The average of the friction coefficient for nanolubricants
decreased by 53%
5W-30 MoS2 0.5 wt% 40–90 °C 1–5 bar/1500–3500 rpm Emissions reduction [66]
used suspended nanoparticles consisted of 20 vol% of COOH- well as 10W40 multi-grade oil, and indicated the optimization and effi-
functionalized MWCNTs and 80 vol% of oxide nanoparticles (SiO2, ciency of introduced nano-oil in high temperature performance.
Al2O3, MgO, and ZnO) for SAE40 engine oil, they used the decision Based on Table 4 analysis, most studies are performed on SAE 50 and
tree, random forest, SVM, and RBF-ANN to predict the viscosity of pre- 5W50 with MWCNT nano additives hybrid by Al2O3 and ZnO nanopar-
pared nanofluids instead of mathematical correlations [77]. ticles which their viscosity or thermal conductivity proposed correla-
Based on the review presented in Table 3 for SAE 40, it can be con- tions are presented. Among all nanoparticles, MWCNT-SiO2-20W50
cluded that temperature increment has significant and more effect on nano-lubricant had maximum viscosity improvements 171% [104] com-
viscosity than nanoparticle concentrations. Among the tested hybrid pared to pure 20W50 and Mg (OH)2/MWCNT-5W50 had the maximum
nanoparticles, MWCNT-TiO2 had the maximum (100%) increase in vis- thermal conductivity as 50% [96]. Also, from the COF improvement view
cosity [90] by 0.75% solid volume fraction and 80%reduction by temper- point, nanoparticles of h-BN, WS2 and graphite as additive (0.5 wt%) to
ature. After that, MWCNT/ZnO with 45% [79], SiO2-MWCNT with 37.4% 20W50 had the maximum 56%–84%, 37%–80% and 2.5%–49% improve-
[89] enhancement in the viscosity was the most efficient nano- ments, respectively [101].
lubricants. Furthermore, Al2O3-Fe3O4 with 33% improvement in thermal
conductivity was the best hybrid nano-lubricant from the heat transfer 2.2. Gear oil nano-lubricant
view point.
Gear oil of heavy machineries is considered to provide anti-wear and
2.1.3. SAE 50 engine oil anti-friction protection under exciting load condition. Nanocomposite
Single and multi-grade oil of SAE 50 including nano-particles addi- greases are used to reduce friction and wear between two contact sur-
tives are collected in this section as shown in Table 4. Hemmat Esfe faces such as disks, the components of engine, cams, piston, gears, and
et al. [94] used the ZnO-MWCNT hybrid nanoparticles for 5W50 engine bearings [112]. Some researchers tried to improve this gear oil efficiency
oil with the aim of feasibility study on achieving a modified nano engine by adding nanoparticle additives which presented in Table 5.
oil that can minimize cold start engine damages using nanoparticles. Ac- Saxena et al. [113] found that MWCNT-graphene/EP-90
cording to their results, produced nano oil with concentrations < 0.25% nanolubricant gear oil had non-Newtonian behavior of the
was selected as modified engine oil [94]. nanolubricant and it increases with increasing nanoparticle volume
As seen in Fig. 2, Yang et al. [95] reported that thermal conductivity fraction [113]. Kotia et al. [114] reported 25% and 22% increment in
of nano-lubricant increases based on temperature and volume fraction anti-friction performance for 0.3% Al2O3-gear oil and 0.3% SiO2-gear oil
for SAE50-ZnO nano-lubricant. The maximum enhancement of nano- nanolubricant, respectively. Also, 127% and 88% enhancement is ob-
lubricant conductivity by 8.74% was obtained at the volume fraction served in anti-wear performance for 0.3% Al2O3-gear oil and 0.3% SiO2-
and temperature of 1.5% and 55 °C, compared to the base fluid at the gear oil nanolubricant respectively [114]. Furthermore, Huang et al.
same temperature. Hemmat Esfe et al. [97] studied the improvement [116] revealed that spherical alumina nanoparticles (compared to
of viscosity index (increase) of MWCNT-ZrO2-5W50 nano-oil in com- rods) are more appropriate for high-speed gear lubrication. Spherical
parison with 5W50 base oils and SAE40 and SAE50 single grade oils as alumina leads to a remarkable reduction in friction coefficient.
6
Table 3
Single and multi grade SAE 40 engine oil with nanoparticle additives.
Base oil Nanoparticles Concentration/size Temperature Thermal conductivity or viscosity improvements/correlation/main effect Reference
number
SAE40 Al2O3-MWCNT 20 nm, μ nf

20–50 °C [67]
¼ 1:123 þ 0:3251φ−0:08994T þ 0:002552T 2
0–1.0 wt% μ bf
0:01719
T

−0:00002386T3 þ 0:9695
φ
SAE ZnO-MWCNT 0.005%, −0.02 wt 30–100 °C Enhancement of 2.2% for thermal conductivity [68]
20W40 %, 100 nm, 30 μm Enhancement of 23.12% at 305 K and 20.07% at 373 K for viscosity
10W40 MWCNT (10%)-ZnO (90%) 0.05%–1%, OD: 5–55 °C [69]
μ nf ¼ 679:78306 þ 259:62463φ−33:64131T−0:045393γ −6:0695
5–15 nm, 2
10–30 nm φT−0:0003184φγ þ 0:00129007Tγ −236:23287φ
2
þ0:65796T2 þ 2:31776E−0:6γ þ 1:55167φ2 T

2
þ0:049805φ T2 −9:63258E−8T γ
3
þ94:57115 φ3 −0:0051586T 3 þ 0:0000000001γ
10W40 Al2O3-Fe2O3 0–4 wt%, 25–65 °C knf
¼ 0:113∗1:011T ∗wt 0:376 þ 0:921 [70]
knb
20–40 nm
SAE ZnO-MWCNT 0.05–0.8%, 25–50 °C knf [71]
¼ 1:5085 þ ð−0:8377Þ þ φð−0:0135Þ ð−0:2879Þ þ T ð0:0273Þ
10W40 20–30 nm knb

; exp ; φð−1:3715Þ − φð−1:3716Þ þ Tð0:2744Þ
SAE40 MWCNT-MgO 0.25–2 wt% 5 °C to 75 °C μ nf [72]
¼ 1:10780−0:10873φ−1:18666E−0:03T
μ nb

−1:76723E−0:05γ þ 3:93936E−0:03φT

þ1:14589E−0:05φγ −1:90857E−0:07Tγ
þ0:037831φ2 þ 1:58759E−0:05T 2 þ 2:17677E
2
−0:09γ −3:83867E−0:07φTγ
SAE40 Cellulose nanocrystals (CNC) 0.1–0.9 wt%, 40–100 °C Lowest COF and the strongest wear resistance under all lubrication conditions [73]
75.3 nm
10W-40 CuO-MWCNT 0.05 to 1 wt%, 5–55 °C μ nf [74]
¼ 1:0105−1:752E−03T þ 0:1551φ þ 4:893E−03Tφ þ4:237E−05T2 −0:234φ2 −2:454E−06T2 φ−3:946E−03Tφ2 þ0:1854φ3 Þ2
5–15 nm, 40 nm μ bf
μ nf
SAE40 MWCNTs/ZnO 0–1 wt%, 3–5 nm, 25–60 °C ¼ A þ Bφ þ Cφ2 þ Dφ3 [75]
μ bf
10–30 nm
μ nf
10W40 TiO2-MWCNT 0–1 wt%, 30 nm, 5–55 °C ¼ a0 þ a1 φ þ a2 φ2 þ a3 φ3 [76]
μ bf
5–20 nm
SAE 40 COOH-functionalized 0.05–1 wt%, 25–50 °C Oxide nanoparticles had an insignificant effect on the dynamic viscosity [77]
MWCNTs, SiO2, Al2O3, MgO, 35–70 nm
and ZnO
- The decision tree and SVM methods have a higher accuracy in terms of predicting the dynamic viscosity hybrid nano-lubricants.
SAE 40 Cellulose nanocrystals (CNC) 0.1–0.9 wt%, 40–100 °C Highest value of VI and most suitable concentration for improving properties of the base oil [78]
100–150 nm
10W40 MWCNT/ZnO 0.125%–1%, 30 nm 5–55 °C [79]
−196:9T−16:53φT
μ nf ¼ 796:8 þ 76:26φ þ 12:88T þ 0:7695φT þ pffiffiffi ,;
T
R2 ¼ 0:9803
20W40 Boric acid nanoparticles 0.5–1 wt%, 25–800 °C Thermal stability of boric acid based nanofluid had been enhanced [80]
(H3BO3) ≤100 nm
SAE15W40 Al2O3 or SiO2 0.3–0.9 wt%, 20–80 °C Greatest enhancements in the tribological behavior and engine performance were observed when employing 0.3 vol% Al2O3 [81]
40 nm
SAE40 MWCNT and TiO2 0.0625–1 wt%, 25–50 °C [82]
μ nf ¼ 1731:14 þ 254:35φ−88:14T−0:028γ−8:94φT−0:00078φγ
30 nm 2 2 −6 2
þ0:00094Tγ−8:77φ þ 1:65T þ 1:26 10 γ
3
þ0:091φT2 −1:07 10−5 T 2 γ −0:010T 2 −6 10−11 γ
SAE-40 MoS 2 0.1–0.7 wt%, 40–100 °C COF were evaluated as a function of time and no change was found in the friction coefficient caused by nanoparticles [83]
90 nm
μ nf
SAE40 MWCNT-CuO 0.0625–1 wt%, 25–50 °C ¼ a0 þ a1 φ ; exp ;ðφÞ þ a2 φ2 þ a3 φ3 [84]
μ bf
40 nm
μ nf
10W40 ZnO 0.25–2%, 5–55 °C ¼ a0 þ a1 φ þ a2 φ2 þ a3 φLnðφÞ [85]
μ bf
10–30 nm

10W40 ZnO-MWCNT 0.05–1%, 5–55 °C μ nf ð φ
φe−1:023φ 2:046 T þ0:4015φ2 T Þ [86]
μ bf ¼ 1:035 þ 0:8441
T
10–30 nm
10W40 SiO2-MWCNT 0.05–1%, 5–55 °C n [87]
τ ¼ mγ
20–30 nm
μ nf
10W40 ZrO2-MWCNT 0.05–0.75 wt%, 5–55 °C ¼ a1 þ a2 φeφ þ a3 φ1:2 þ a4 φ3 [88]
μ bf
40 nm, 3–5 nm
μ nf
SAE40 SiO2-MWCNTs 0–1.0%, 20–30 nm, 25–60 °C ¼ a0 þ a1 φ þ a2 φ2 þ a3 φ3 þ a4 φ4 [89]
μ bf
5–15 nm
10W40 MWCNT-TiO2 0.25–1 wt%, 15–55 °C τ = mγ⋅n [90]
5–15 nm, 40 nm
μ nf
SAE40 MWCNTs/SiO2 0–2.0%, 5–15 nm, 25–50 °C ¼ a0 þ a1 φ þ a2 φ2 þ a3 φ3 [91]
μ bf
20–30 nm
μ nf

SAE40 MWCNTs-SiO2/ 0–1.0%, 5–20 nm, 25–60 °C μr ¼ ¼ 0:00337 þ ; exp ; 0:07731φ1:452 T0:3387 [92]
μ nb
20–30 nm
10W40 CuO-MWCNT 0.05–1%, 5–15 nm 5–55 °C μ nf ¼ 633:8379 þ 280:1511φ−38:4183T−6:17707φT−305:838φ2 [93]
þ0:888891T2 þ 0:807687φ2 T þ 0:05807φT 2 þ 166:6123φ3
−0:00714T 3
7
Table 4
Single and multi-grade SAE 50 engine oil with nanoparticle additives.
number
5W50 ZnO-MWCNT 0.05–1%, 5–55 °C μ nf [94]

¼ 0:88929 þ 0:35744φ þ 3:40 10−3 T−2:67 10−6 φ
μ nb
þ1:09 10−3 φT þ 6:37 10−8 Tφ−0:45971φ2 −1:51
10−4 T 2 −1:59 10−3 φ2 T þ 0:34058φ3 þ 1:65
10−6 T 3
SAE 50 ZnO 0.125 to 1.5%, 25–55 °C knf
¼ 0:0055 T 0:632 ϕ0:831 þ 0:964 [95]
knb
20–30 nm
5W50 Mg (OH)2/MWCNT 0.25–2%, 25–60 °C knf = 0.159 + (0.003)T + (1.112)φ [96]
10–30 nm μ nf
¼ 1604 þ 256:8 φ þ 24:73 φ3 þ 1:615 T 2
μ nb
þ0:07343 φ T2 −83:2 T−7:389 φ T
−0:01123 T3 −74:19 φ2
5w50 MWCNT-ZrO2 0.05% to 1%, 5–55 °C μ nf [97]
¼ 0:77956 þ 0:55096φ þ 3:74 10−3 T−1:86 10−6 Tγ: þ
>233 nm μ bf
1:30 10−3 φT−1:00 10−5 φγ : 2 −0:788φ2 −1:55 10−4 T 2 þ
8:95 10−6 φ2 γ : þ 0:4605φ3 þ 166 10−6 T 3
SAE 20 MWCNTs 0.1–0.5 wt%, 40–100 °C Thermal conductivity increased by 22.7% at 0.5 wt% concentration. [98]
W50 10–20 nm Increase in concentration of nano-additives because of agglomeration and precipitation
of nanotubes caused reduction in oil lubricating properties.
5W50 MWCNT-ZnO 0.05%–0.1%, 5 °C–55 °C μ nf [99]
¼ 0:866 þ 0:802φ þ 8:38 10−3 T−7:86 10−6 γ: −5:83 10−4 φT−6:26 10−7 Tγ :
10–30 nm μ bf
−1:081φ2 −2:44 10−4 T 2 þ 2:38 10−9 γ: 2 þ 1:26 10−8 T 2 γ : þ 0:572φ3
þ1:63 10−6 T 3
SAE50 MWCN 0.0625–1%, 25–50 °C [100]
μ nf ¼ 4 104 þ 145φ−240T−0:061γ þ 1:9 106 ϕ2 þ 0:36T 2
(COOH-functionalized) 10–30 nm, 40 nm
/MgO
SAE Hexagonal boron 0.5 wt% 55 °C h-BN as additive to the lubricant was most effective in comparison to nanoparticles of [101]
20W50 nitride (h-BN), WS2 and graphite in reducing (COF) and wear.
tungsten disulfide The improvement in the COF over base oil with nanoparticles of h-BN, WS 2 and graphite
(WS2) and graphite as additive (0.5 wt%) was found to be 56%–84%, 37%–80% and 2.5%–49%, respectively.
5W50 Al2O3-MWCNT 0–1 wt%, 50 nm, 5–55 °C μ ¼ −744:8 þ 1806φ
0:01382
[102]
nf T 0:2
5–15 nm
SAE 50 ZnO 0.125–1.5 wt%, 5 to 75 °C μ ZnO−SAE50 ¼ μ SAE50 ð1:035 þ 0:04336φ−0:002407T Þ [103]
35–45 nm μ SAE50 ¼ 2:174e−0:06062T

SAE MWCNT-SiO2 0.05–1%, 40 to 100 °C μ nf 2 [104]

μ ¼ 0:09422−
T
φ þ 0:100556T 0:8827 φ0:3148 ; exp ; 72474:75Tκ 3:7951
20W50 20–30 nm nb
μ nf
SAE 50 TiO2 0–1.5%, 30 nm 25 to 50 °C ¼ 1:2854 þ 0:1444φ−0:013802T−0:00175φT [105]
μ nb
5W50 MWCNT(%40)-SiO2(% 0–1 wt%, 5–55 °C μ nf [106]
¼ 1:047 þ 0:19φ−0:0011T−1:51 10−5 γ−1:88 10−7 Tγ
60) 5–15 nm, μ nb
20–30 nm 2
þ0:074φ2 þ 1:5 10−9 γ
5W50 Al2O3-MWCNT – – ðφT Þ [107]
μ nf ¼ φT μ bf −2:14148
−2.053 0.09359
SAE50 MWCNT/MgO 0.25% to 2%, 25 to 50 °C μnf = 328201 × T ×φ [108]
30 nm
5W50 MWCNT-Al2O3 0.05%–1%, 5–55 °C [109]
μ ¼ 688:46 þ 347:09φ−33:12T−0:040γ−7:36
5–15 nm, 5 nm
φT−0:0087φγ þ 0:0014Tγ −305:247φ2
2
þ0:61T2 þ 1:49 10−6 γ þ þ0:0001φTγ þ 0:46φ2 T
2 2
þ0:065φT2 −1:87 10−7 φγ −7:25 10−6 T 2 γ−7:33 10−8 Tγ
3
þ169:62φ3 −0:0043T 3 þ 0:00000000011γ
20W50 Gr 0.01 wt% 80 °C Anti-wear performance of the nanolubricant depend on graphene thickness i.e., number [110]
of layers. While few layer graphene (G12) shows significant enhancement, multilayer
graphene (60 nm) has negligible improvement.

SAE50 ZnO 55 nm 25 to 65 °C μ nf 1 [111]
¼ 0:986 þ 0:937 φ0:703
μ nb T 0:47
ð25C≤T≤65C125%≤φ≤1:5%
The viscosity increased with increasing concentration up to 25.3% relative to the base
fluid.
Kole and Dey [117] reported 71% increment in viscosity of gear 2.3. Engine refrigeration system nano-lubricants
oil (IBP Haulic-68) with 2% Cu nanoparticle volume fraction. Kotia
and Ghosh [118] observed 68% increment in viscosity of The last nano-oil used in internal combustion engine which is stud-
nanolubricants with the dispersion of 2% Al 2 O 3 nanoparticles ied in this review paper is nano-oil in compressor of automobile refrig-
volume fraction in gear oil (SAE EP-90). So, based on Table 5 data, eration system. Nanolubricants and nano-refrigerants have been widely
Al 2 O 3 and SiO 2 had the best performance for the gear oil nano- used in vapor compression system and revealed to have high potential
lubricant. to increase the efficiency of the thermodynamic and mechanical
are presented and discussed. Based on Table 7, BSFC reduction, emis-

sions reductions, heat transfer and thermal efficiency improvements
are the main effects of nano-lubrication on engines.
Based on Table 7, emissions reduction, BSFC reduction, wear resis-
tance, thermal and mechanical efficiency improvements was the most
effects on nano-lubricants in internal combustion engines. Among the
tested nanoparticles, Al2O3/TiO2 hybrid nanoparticles and Gr were the
most efficient nano-additives to engine oil which reduced the BSFC/
emissions and improved the engines efficiencies, significantly.
3.1. Tribological performance
Nano-particles play an important role in the contact surfaces which

penetrate in the contact area of a sample surface and deposit on it be-
cause it has very smaller size than surface holes which this is the main
principle of lubrication [62]. Based on the tribology theory, nanoparti-
cles as additives will generate a tribo-film through deposition mecha-
nism under the mixed or boundary layer lubrication conditions.
Because nanoparticles are smaller or near size to the film thickness,
they will penetrate and deposit on the lubricated surface [63]. Wu
et al. [44] defined the mechanism of friction reduction by
nanolubricants based on Fig. 3. As seen, nanoparticles are dragged into
Fig. 2. SAE50 thermal conductivity improvements by ZnO nanoparticles [95]. the contact area by a reciprocating disk and a well-distributed MoS2
tribofilm was formed under the contact and extrusion.
Ali et al. [58] mentioned the same reason (formation of a tribo-film)
performance of the system [119]. In the refrigeration system, the effort as the main reason for decreasing the wear rate when using Al2O3 and
to increase the efficiency of the system is by introducing nanoparticles TiO2 nano-lubricants up to 21% and 29%, respectively. This tribo-film
in refrigerant (nanorefrigerant) and in lubricant (nanolubricant) [120]. acts as a solid lubricant or an ultra-thin lubricating coating which de-
Table 6 summarizes the studies on the nano-lubricant in engine refrig- creases shear stress. Also, they mentioned another mechanism for fric-
erant system. tion reduction based on the rolling action of Al2O3 and TiO2
Sharif et al. [121] recommended to use the Al2O3/PAG nanoparticles between the contact surfaces which leads to a change
nanolubricants with concentration of <0.3% for application in automo- from pure sliding friction to rolling friction, as a low friction coefficient
tive air conditioning system. They observed the highest thermal con- mechanism and smaller wear [58]. Rajendhran et al. [45] investigated
ductivity and viscosity ratio as 1.04 and 7.58 times greater than the the effect of Ni doped MoS2 nanostructures sizes on the tribological be-
PAG lubricant for 1.0% and 0.4% concentrations, respectively. havior nanolubricants and revealed based on Hall-Petch effect that
Sanukrishna et al. [122] used refrigerant compressor oil (polyalkylene smaller grain size causes smaller friction coefficient due to stuffing the
glycol, PAG) with TiO2, SiO2, Al2O3 nanoparticles and found that the valleys between the frictional surfaces which forms a tribofilm on the
maximum thermal conductivity ratio obtained for Al2O3-PAG friction surface which enhances the tribological behavior of
nanolubricant, also the maximum enhancement in viscosity ratio and nanolubricants. They also studied the load and speed effects and
friction coefficient reduction was observed for SiO2-PAG nanolubricant. found that increase in the load leads to shear failure of the asperities
Table 6 reveals that TiO2 and Al2O3 are the most applicable nanoparticle due to the increase in the flash temperature, resulting increase in
in this application. wear. Also, an increase in the speed makes a decrease in the friction co-
efficient due to the high sliding velocity which causes the surface fric-
3. Nano-lubricant effects on engines tional heating and forming the thin molten layers and reducing the
shear stress [45]. A detailed study on the mechanism of COF decrement
Most of the studies introduced in the above sections were performed pointed out to tribo-film formation due to the tribo-chemical reaction
in the laboratory and viscosity or thermal conductivity of nano- by the generated heat during the sliding operation is presented by
lubricants was measured by ball test setup methodology and a small Paul et al. [59]. Ali et al. [61] reported a friction coefficient reduction
numbers of them tested on an actual internal combustion to find the ef- by 47.61% under the boundary lubrication regime when using Al2O3/
fects on engine performances. In this section (Table 7), the studies on an TiO2 hybrid nanolubricants as compared with the engine oil without
actual engine test are summarized and in next sub-section their effects nanoparticles. Also, COF reduction of nano-MoS2-ZDDP without any
Table 5
Gear oil and greases by nanoparticle additives.
Base oil Nanoparticles Concentration/size Temperature Thermal conductivity improvements/correlation/main effect Reference
number
Calcium grease TiO2/CNTs 0.5–4 wt%, 10–12 nm – The optimal concentration of TiO2/CNTs was 3 wt% [112]
Reduced the wear and coefficient of friction about 72.3 and 60%, respectively.
The apparent viscosity and shear stress are increased by 48.2 and 74.2%,
respectively.
Thermal conductivity increment of nano grease was about 53.4%
Gear oil (SAE MWCNT/graphene 0.3% to 1.8% by volume, 20–80 °C μeff = 1.0951μf(1 + 74.79φ − (46.31φ)2; R2 = 0.9968 [113]
EP-90) 20 nm, 2–5 nm
SAE EP-90 Al2O3and SiO2 0.3–0.9% volume, 40–46 nm 20–100 °C μnl = 0.991μbf(1 + 6.26φ − (8.84φ)2 [114]
API GL-5 gear CuO 0.1–0.5 wt%, 400 nm 50–1000 °C Uniform distribution of CuO micro particles enhances the thermo stability of [115]
lubricant gear lubricant up to 0.3 wt%
Table 6
Nano-lubricants for refrigeration system.
number
Polyalkylene Al2O3 0.05 to 1.0% volume 303.15 to Thermal conductivity of the nanolubricants increased by concentration, but decreased by [121]
glycol (PAG) concentrations, 353.15 K temperature.

46 13 nm kNL ϕ 4 T−273:15 −0:05
kr ¼ ¼ 0:15 1 þ 1þ
kL 100 80

μ NL ϕ 368 T−273:15 0:3
μr ¼ ¼ 1þ 0:1 þ
μL 100 80
Polyalkylene TiO2, SiO2 0.07 to 0.6%, 20 °C–80 °C The maximum increase in thermal conductivity ratio for TiO2, SiO2 and Al2O3 [122]
glycol and Al2O3 13–20 nm nanolubricants was 1.38, 1.31 and 1.48, respectively and increase in viscosity ratios was
5.64, 10.34 and 9.71, respectively.
SiO2, TiO2 and Al2O3 nanoparticles decreases the friction coefficient by 23.8%, 15.8% and
2.3%, respectively
Polyolester Al2O3-ZnO 127–135 nm 288 K to Viscosity, density and thermal conductivity were shown to increase with respect to [123]
lubricant 318 K increase nanoparticle mass fraction.
(RL32-3MAF)
Turbine meter oil MWCNTs 0.05 wt%-0.4%, 30–100 °C Highest increment in the friction factor, with the addition of 0.3 wt% nanoparticles to [124]
5–16.1 nm pure oil in 0.069 m/s inlet velocity, was 10.41%.
Polyol ester SiO2 0.01 to 0.2% 25 to 100 °C The 0.15% SiO2 nanolubricant had the least COF [125]
(POE) oil A: temperature
B: wt%
Viscosity ¼ 22:67−2:8A þ 1:01B þ 0:05AB−3:01A2
−10:8A3 þ 6:74A4
Thermal Conductivity ¼ 0:14 þ 5:35 10−3 A þ 3:57
10−3 B−2:5 10−4 AB−8:5 10−4 A2
þ4 10−4 B2
PAG SiO2 0–0.7%, 23–33 nm – Maximum increase and the average COP enhancement for SiO2/PAG nanolubricants were [126]
24% and 10.5%, respectively.
COP was highest at 0.05% volume concentration.
Poly-ol ester Al2O3, SiO2, 0.1–0.3% (w/v) 40–90 °C SiO2 is the most feasible and cost-effective nano-particle [127]
(POE) ZrO2 and CNT
PAG Al2O3-SiO2 0.02–0.1%v, 303 to 353 K Highest thermal conductivity increment was 2.41% at 0.1% concentration and [128]
13–30 nm temperature of 303 K. A maximum value of 9.71% in viscosity at 0.1% concentration was
observed at temperature of 333 K.

k ϕ 22 T 0:003
kr ¼ cnl ¼ 1 þ 1þ
kbf 100 353

μ cnl ϕ 66 T 0:02
μr ¼ ¼ 1þ 0:1 þ
μ bf 100 353
PIBS was 35.3% compared with paraffin oil, while it was only 12.2% They also reported the wear reductions of engine oil added with MLG
when 3 wt% PIBS is added. at 0.5 wt% and 2 wt%, approximately 20% and 30%, respectively. They in-
Ramón-Raygoza et al. [48] observed a large friction reduction for en- dicated that increasing the MLG concentration makes a wear reduction
gine oil with 0.5 wt% and 2 wt% MLG-Cu as 33% and 43%, respectively due to the higher amount of tribo-sinterized nanoparticles protecting
due to the copper nanoparticles acting as spacer elements between the wear surface [48]. Ghasemi et al. [40] described the effect of shear
the tribo-layers formed by grapheme and consequently forming a rate on viscosity decrement, when shear rate increases nanoparticles ar-
thicker tribo-layer than the mixed and boundary lubrication regimes. range their positioning in the shear direction and increasing shear rate
Table 7
Effect of nano-lubricants on engine performance.
Engine type Nano-lubricant Main effects References
Diesel engine CF-4 20W-50 Nano-La(OH) 44% anti-wear improvements after adding 0.1 wt% composites at a temperature of 80 °C [37]
3/RGO and a contact pressure of 1.62 GPa
Four-stroke Hero-Honda motorbike Cu-TiO2-SAE BSFC reduction and thermal efficiency improvement [50]
20W-40
Diesel engine (OPEL 1900 cm 3 JTD common MoS2-SAE 5 W30 CO2 and NOx emissions reduction as well as fuel consumption reduction [55]
Rail)
4-Stroke petrol engine (model: HXDG16-BD-T) Al2O3/TiO2-5W-30 Enhancement of heat transport characteristics and brake thermal efficiency by 9–14% and [60]
3.9–8.6%, respectively
1.6 liter gasoline 4-cylinder engine Gr-5W-30 17% reduction in fuel consumption [64]
2.79–5.42% reduction in exhaust emissions
The actual engine power and torque increased by 7–10% due to lower total frictional
power by 6% as a direct result of improving the anti-friction and anti-wear
Gasoline engine (model HXDG16-BD-TJ, Al2O3/TiO2-5W-30 Mechanical efficiency of the engine improved in the range 1.7–2.5%, fuel consumption [65]
multi-point injection) reduced by approximately 16–20%.
Diesel engine bench (OPEL 1900 cm 3 JTD MoS2-5W-30 Emissions modifications [66]
common Rail)
Single cylinder 4-stroke diesel engine Al2O3or The 0.3 vol% Al2O3 had lowest frictional power loss and lower BSFC. [81]
SiO2-SAE15W40 Lower volume fractions was effective in terms of wear and engine performance
4-Stroke petrol engine (Hero Motocorp Ltd., Gr-20W50 The thermal conductivity of API SN/CF 20W50 enhanced by 23% at 80 °C [110]
India), 97.2 cm3, single-cylinder air-cooled
grooves and cavities by the nano CuO which makes the surface
smoother than other cases [41].
Some researchers focused on the wear effects of nano-lubricants in
internal combustion engines which introduced shortly in Table 7. Wu
et al. [37] prepared the nano‑lanthanum hydroxide/reduced graphene
oxide (nano-La(OH)3/RGO) composites as anti-wear additives for die-
sel engine oil. They investigated the influences of temperature, contact
pressure and composite concentration on the tribological properties of
diesel engine oil. Sarma et al. [50] used Cu and TiO2 as nano-lubricant
in 40–60 km/h speeds and 10–80 N loads of motorbike to find its
wear effect. Also, Wu et al. [44] found that COF of MoS2-paraffin oil
with free of polyisobutyleneamine succinimide (PIBS) was 26.2%
smaller than those containing 3 wt% PIBS, and the wear reduced up to
41.9% [44]. Also, Rajendhran et al. [45] reported that Ni-MoS2 nano-
sheets significantly enhance the anti-wear property (40–50%) in en-
gines [45]. In another study, MLG-Cu nano-lubricant displayed the
highest reduction of wear approximately 60%, which may be due to
the synergistic effect of MLG tribosinterization on the wear surface
with the ball-bearing effect of copper nanoparticles [48].
Ahmed Ali et al. [58] results revealed a decrease in the wear rate of
Al2O3 and TiO2 nano-lubricants by 21% and 29%, respectively [58], and
they reported a reduction of frictional power losses for the simulated
piston ring assembly by 40–51% in [61] (Fig. 4). The nanolubricants
thermal conductivity improvements is mostly due to the Brownian mo-
tion of the nanoparticles that grow with the temperature growth, re-
sults displayed that the brake thermal efficiency of the nanolubricants
improved about 3.9–8.6% [58].
Among the wear rate studies, the maximum reduction was observed
127% and 88% enhancement for 0.3% Al2O3-gear oil and 0.3% SiO2-gear
oil nanolubricant [114], respectively and up to 69% for the concentration
of 0.1% CNC for engine oil at condition test of low speed (200 rpm) and
high load (98.1 N) [73].
3.2. Cold start damage or warm-up phase
Warm-up phase time is defined as the time required for the lubri-
cant and coolant to reach the operating temperature in the ranges
60 °C and 90 °C, Al2O3/TiO2 nanolubricant accelerated the warm-up
phase by 24% at same operating conditions due to improving the sensi-
tivity of the engine oil to temperature. As a consequence, the reduction
Fig. 3. The tribofilm forming mechanism of MoS2 nano sheet [44]. in fuel consumption by 4–10% was also obtained [65].
Hemmat Esfe et al. [94] mentioned that a 9% reduction in viscosity of
nano-oil with solid volume fraction of 0.05% compared to ordinary en-
destroys the initial band between nanoparticles, so viscosity will de- gine oil in 5 C and shear rate of 666.5 (1/s) was one of the very interest-
crease. Baskar et al. [41] reported that wear rate has direct relation to ing results which makes the pumping easier and faster oil entering to
load and sliding speed until reaches to extreme values. They reported the lubrication cycle and consequently minimizes the cold start dam-
that 0.5 wt% nano CuO additive to SN 500 base oil offered minimum spe- ages [94]. Also, they introduced the MWCNT-ZrO2-SAE50 as a useful
cific wear rate among all the tested bearing materials due to fill out the and valuable nano-lubricant in cold seasons and at low temperatures
Fig. 4. Al2O3 and TiO2 effects on average friction coefficient and piston wear rate [58].
Fig. 5. Fuel consumption reduction and brake thermal efficiency improvement by nano-lubricant (Cu nanoparticles added to engine oil) [50].
due to the viscosity reduction in comparison to pure oil in solid volume engine power and torque due to lower total frictional power and 6% im-
fractions below 0.75% [97]. Furthermore, decrease in viscosity of nano- proving the anti-friction and anti-wear is reported by Ahmed et al. [64]
engine oil for MWCNT-ZnO-SAE50 after adding 0.05% and 0.1% nano- Among all energy saving studies in engines nano-lubricant applica-
particles, reduced the damage caused by starting up the engine in cold tions, Fig. 7 demonstrates that Al2O3/TiO2 had the maximum fuel con-
start condition [99]. sumption reduction approximately 16–20% presented by Ahmed et al.
[65]. Also, the total frictional power losses decreased by 5–7% using
this hybrid nanolubricants and mechanical efficiency of improved in
3.3. Energy and fuel savings the range 1.7–2.5%. Since nanoparticles additives can reduce the BSFC,
it has economic benefits, so Ali et al. [60] performed a short economic
The most advantage of nano-lubricant on engine performance is investigation and found the overall production costs will be approxi-
BSFC reduction which has many advantages such as lower costs, lower mately 14.64 US$ per nanolubricant sample (0.1 wt% from Al2O3/TiO2
fossil fuel usage, lower emissions, etc. As seen in Fig. 5 from Sarma nanomaterials + 1 L from the engine oil) and introduced Al2O3/TiO2
et al. [50] study, nano-lubricants with Cu nanoparticles additives in nanolubricants as one of the cheapest nano-additives used for improv-
0.05, 0.1, and 0.2% mass fractions yielded the 4–7% enhanced in brake ing the tribological and engine performances.
thermal efficiencies in relation to the performance of an engine with
Racer-4 of HPCL. Also, they indicated that pure lubricant is a promising 3.4. Cooling process
feature in terms of the fuel economy and engine can accept higher loads
at speeds of about 60 km/h or more with nano-lubricants. It is evident that presence of nanoparticles improves the cooling and
Fig. 6 shows the tests of graphene nano-lubricant at five different en- heat transfer processes from engine parts due to thermal conductivity
gine points defined by two parameters, the engine speed (rpm, revolu- and convection coefficient improvements. The result of Hemmat Esfe
tions per minute) and the brake mean effective pressure (BMEP). As et al. [94] study showed that in temperature range of 35–55 °C, and
seen, a 17% reduction in fuel consumption, 7–10% increase in actual solid volume fractions < 0.25%, nano-oil are more appropriate for high
Fig. 6. Brake power enhancement and BSFC reduction by graphene nanolubricant [64].
Fig. 7. BSFC and fuel consumption reduction by Al2O3/TiO2 nano-lubricant [65].
temperature usage due to lower dependency of its viscosity to temper- 3.5. Waste oil recovery
ature in comparison to pure 5W50 engine oil [94], also the results of
Fig. 8 revealed that heat transfer convection coefficient of nano-oil Another useful application of nanoparticle additive to engine oil
was improved comparing to the base oil [46]. Furthermore, Figs. 9 and is waste oil recovery. As an example, Salem et al. [39,43] showed
10 show the thermal conductivity improvements of Al2O3/TiO2 and that modified Ca-bentonite powders had higher adsorption capac-
ZnO-MWCNT hybrid nano-lubricants, respectively. ity for removal of contaminants from waste oil. They found that
Asnida et al. [62] showed that CuO nano-particles can reduce energy optimum condition was determined in which the methylene blue
loss in mechanical lubricant, and when used at high load, the friction co- adsorption reached the maximum value. In this condition, the
efficient decreased, which showed the load is an important parameter specific surface area of clays activated in the presence of nitric
in the experiment, however, the sliding speed and the nano-particles and sulfuric acids were determined to be 109.0 and 89.0 m 2 g −1 ,
concentration also influence the friction losses [62]. respectively.
Fig. 8. Convection coefficient improvement of CNT-GNP nano-oils [46].

Fig. 9. Brake thermal efficiency and thermal conductivity of Al2O3/TiO2 nano-lubricants [60].
3.6. Emissions used nanoparticles in these studies were CNTs, TiO2, ZnO, MoS2,
graphene and hybrid nanoparticles.
Actually, nano-lubricants due to effect on the cooling and effects on
the combustion temperature have a significant influence on the com-
bustion emissions. Also, reducing the coefficient of friction between 4.1. CNTs
moving parts and consequently BSFC reduction is another reason for
emissions reduction by nanolubricants mentioned by Sgroi et al. [55]. Table 8 shows the studies on single and multi-walled carbon nano-
Although Sarma et al. [50] tested the effect of nanolubricant on emis- tubes. As seen MWCNT is more used by researchers for the aim of
sions, but they mentioned to have a common decision on this effect wear reduction and thermal conductivity improvements. Rehman
more studies are required. Umer et al. [55] reported a 0.9% general im- et al. [38] found that skin frictions as well as local heat flux are increas-
provement of the emission reduction compared to the reference oil for ing functions of nano-particles volume fraction for SWCNTs and
MoS2 nanoparticles additives to engine oil. They mentioned that CO MWCNTs based fluids, due to higher density and thermal conductivity,
and HC values presented a not negligible but not pronounced increase SWCNTs offer higher skin friction and Nusselt number [38]. In most
at the engine and DPF outlets, whereas in most cases NOx were de- studies MWCNT is used as a part of hybrid nano-particles which will
creased, especially at low engine points [55]. be introduced in next sections.
Ahmed et al. [64], based on depicted results in Fig. 11, demonstrated
that Gr nano-lubricant decreased CO2, HC and NOx gaseous by 4.2. TiO2
2.79–5.42%. The modest decrease in NOx emissions was due to lower
combustion temperature caused by improving the heat transfer TiO2 is another common nanoparticles which mainly used as a part
through tribofilms formed on the cylinder liner [64]. of hybrid nanoparticle, but some researches listed in Table 9 used this
particles alone in engine oil. Ghasemi et al. [40] investigated the rheo-
4. Nanoparticles type logical properties of an SAE10 engine oil with dispersed TiO2 nanoparti-
cles in different weight fractions with the oleic acid surfactant additives.
In this section, the above reviewed researches are categorized based Based on their observations, the Carreau model provided the best esti-
on the commonly used nanoparticles in engine lubrications. Most of the mation of viscosity followed by the cross model [40]. Based on Table 9,
TiO2 had excellent performance in reducing the frictional power losses
(50%) and COF reduction (86%).
4.3. ZnO
ZnO-10W40 is used by Hemmat Esfe et al. [85] and they revealed

that both of the base oil and nano-lubricants were non-Newtonian
fluids which exhibit shear thinning behavior. They showed that ZnO-
MWCNT hybrid 10W40 oil-based nanofluid is also a shear thinning
non-Newtonian fluid [86]. Yang et al. [95] revealed a rising trend in
thermal conductivity of nano-lubricant by increasing temperature and
ZnO concentration. The maximum thermal conductivity improvement
was 8.74% for ZnO-SAE50. For ZnO-SAE50 [103], maximum increase in
viscosity was 12% that occurs for more concentrated samples at low
temperature. All nano-lubricant samples had a Newtonian behavior at
all temperatures considered in this base oil.
In another study, Ma et al. [111] reported that the viscosity increased
with increasing ZnO concentration up to 25.3% relative to the base fluid.
The cloud, freezing and flash points were improved respectively by 22.2,
19.4 and 7.2% at the highest concentration, indicating the reasonable
performance of ZnO nanoparticles [111]. So, based on this studies, ZnO
nanoparticles had thermal conductivity improvements (8.74%) and vis-
Fig. 10. ZnO-MWCNT-SAE 10W40 thermal conductivity [71]. cosity increment (25.3%) in oil lubricating applications.
Fig. 11. Gr nano-lubricant effect on engine emissions [64].
Table 8
Effects of CNTs on engine lubrications.
Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

number

SWCNT-MWCNT Tube – 0–0.2% Engine oil ð1−φÞþ2φ K
K CNT þK f
;ln ;
[38]
K nf K CNT −K f

2K f
Kf ¼ Kf K CNT þK f
ð1−φÞþ2φ K CNT −K f ;ln ; 2K f
MWCNT Tube – 0.05–0.5 wt% Diesel oil ! [46]

X
Nu ¼ 1:302 −0:5X ≤0:003
2
!3
1
X
e−41=ð2Þ X ≥0:003
X
Nu ¼ 4:364 þ 0:263
2

X ¼ ð2X=DÞ ; Re ; Pr
MWCNTs Tube 10–20 nm 0.1–0.5 wt% SAE 20 W50 Thermal conductivity and flash point with 0.1 wt% improved by 13.2% and 6.7%, respectively [98]
Table 9
Effects of TiO2 on engine lubrications.

number
TiO2 Spherical 128–267 nm 0.1–1 wt%, SAE10 η−η0 1 [40]

¼ ðCross equationÞ
η0 −η∞ 1 þ ðK∘θÞn
η−η0 1
¼ h i1−n ðCarreau equationÞ
η0 −η∞
1 þ ðK∘θÞ2
2
Al2O3 and Spherical 8–12 nm 0.05–0.5 wt% 5W-30 The frictional power losses were reduced by 45% and 50% for the Al2O3 and TiO2 [58]
TiO2 nano-lubricants, respectively.
TiO2 Spherical 10–25 nm 0.3–0.5 wt% 10W-30 COF was reduced by 86% with 0.3% concentration by weight of the oil [63]
TiO2 Spherical 30 nm 0–1.5%, SAE 50 Nano-lubricant as well as the base oil was non-Newtonian fluids behaving as power-law [105]
equation.
16
Table 10
Effects of Cu/CuO on engine lubrications.

number
CuO Near 40–60 nm 0.5 wt% SN 500 base oil SN 500 base oil þ 0:5 wt%nano CuOBronze : [41]
spherical Coefficient of friction −0:056886 þ 1:51732E−003∗Load þ 7:50838E−003∗Sliding Speed−
2
3:77879E−005∗Load∗Sliding Speed−3:01507E−006∗Load −
2
specific water rate −2:03330E−010 þ 5:50192E−012∗Load−6:21710E∗Sliding Speedþ
2
Cu Spherical 25–40 nm 0.2–1 wt% Engine oil
[42]
knf T, ;φ, ;knp ¼ 3:9 10−5 T−0:0305 φ2

þ 0:086−1:6 10−4 T φ
μ nf ¼ μ bf 1:15 þ 1:016φ−0:5442φ2 þ 0:1181φ3
−4 −6
þ3:1 10 T þ 0:129−5:77 10 knp
−40 10−4
MLG-Cu Spherical 20 μm 0.5–2 wt% SAE 25 W-50 60% reduction on wear [48]
Copper (II) oxide Spherical 40 nm 0.005–0.03 wt SAE10W-30 The coefficient of friction was 0.06125 and the wear [62]
% rate was 0.2482 mm3/Nm for 0.005% concentration
Table 11
Effects of MoS2 on engine lubrications.

number
MoS2 Sheet 2–3 μm 0.05–3 wt% Paraffin oil The friction coefficient reduction of nano-MoS2-ZDDP without any PIBS reached [44]
35.3% compared with paraffin oil, while it was only 12.2% in the case of with 3 wt%
PIBS. The wear volume loss of nano-MoS2-ZDDP with 3 wt% PIBS was much larger
than that of nano-MoS2-ZDDP without any PIBS
Ni-MoS2 Sheet 2 μm 0.1–0.5 wt% SN 500 mineral 0.5 wt% nano additive was the optimal concentration for better lubrication [45]
oil
MoS2 Nanotubes 100–150 nm 5 wt% Poly-alpha-olefin The maximum torque reduction for the fully formulated oil and the nanotube was [49]
4 (PAO) approximately 40 and 50%, respectively
MoS2 Spherical 52 nm 0.1–2 wt% Zinc-free 5 W30 A reduction of 0.9% of fuel consumption [55]
multi-grade
engine
MoS2 Spherical 100 nm 0.5 wt% SAE 5W-30 Emissions reduction [66]
MoS2 Spherical 90 nm 0.1–0.7 wt% SAE-40 The highest viscosity and viscosity index were found at 0.7 wt% [83]
No significant anti-friction and anti-wear properties effects
4.4. Cu/CuO viscosity enhancement of 20.50% for Al2O3–TiO2/PAG nanolubricant

with 0.1% nanoparticle volume concentration at the temperature of
Based on Table 10, copper and copper oxide were mostly used for 303 K. Whereas, the highest thermal conductivity improvement was re-
their wear reduction and COF reduction properties. Ramón-Raygoza corded for Al2O3–SiO2/PAG nanolubricant with 2.41% improvement at
et al. [48] showed that engine oil added with MLG-Cu and MLG-PANI 0.1% nanoparticle concentration and temperature of 303 K.
had the best results of wear reduction at 2 wt% and 0.5 wt%, achieving Ghaffarkhah et al. [77] investigated the dynamic viscosity of four dif-
average reductions of 45% and 30%, respectively. This behavior may be ferent hybrid nano-lubricant containing COOH-Functionalized
because copper and PANI nanoparticles acted as fillers between the MWCNTs and oxide nanoparticles. For the first time, the decision tree
tribo-layers created by graphene nanosheets, allowing the formation and random forest methods were used to predict the dynamic viscosity
of a tribo-layer that is thicker than the mixed and boundary lubrication of hybrid nanofluids. Based on their results, only the decision tree
regimes [48]. method is recommended for future studies in the field of predicting
the nanofluid properties due to its high accuracy [77].
4.5. MoS2 Based on Table 13, the maximum viscosity enhancement occurred
for SiO2-MWCNT (171%), TiO2-MWCNT (100%), ZnO-MWCNT (85%)
Molybdenum (IV) sulfide superb low frictional, anti-wear and ex- and CuO-MWCNT (43.52%). Furthermore, the maximum thermal con-
treme pressure properties and have shown a promising performance ductivity improvements were observed for Mg(OH)2-MWCNT (50%),
as nano-lubricant additive in many machining and forming applications Al2O3-Fe2O3 (33%), Al2O3-TiO2 (11%).
[49], some researchers such as [44] indicated that MoS2 has a good anti-
wear performance, but some others such as [83] reported no significant 5. Conclusion
effect on anti-wear. Also, Davis et al. [57] indicated that compared to h-
BN and MoS2 based nanofluids, Cr2AlC based nanofluid exhibits better In this review study, recent and novel nano-lubricants in engines are
tribological and anti-wear characteristics [57] (n11). considered. Nano-engine oil, nano-gear oil and nano-compressor refrig-
erant oil were discussed about the viscosity improvement, thermal con-
ductivity improvements, BSFC and COF reduction, engines efficiencies,
4.6. Graphene etc. Following main points can be concluded:
Graphene had very interesting results in anti-wear, anti-friction, • TiO2 and Al2O3 nanoparticles were the most efficient nano-additives
emissions reduction, COF reduction, thermal conductivity and heat to SAE-40 engine oil with maximum 86% reduction in COF, 29% wear
transfer improvements for the energy saving purposes (Table 12). reduction, 51% reduction of frictional power losses as well as the
BSFC reduction and mechanical efficiency improvements.
4.7. Hybrid nanoparticles • Among the wear rate studies, the maximum reduction was observed
127% and 88% enhancement for 0.3% Al2O3-gear oil and 0.3% SiO2-
Based on this review, most of the papers used hybrid-nanoparticles for gear oil nanolubricant, respectively and up to 69% for the concentra-
nano-lubricant. In most of them MWCNs are used with an oxide nanopar- tion of 0.1% CNC for engine oil.
ticles to have better lubrication performance as presented in Table 13. For • Al2O3/TiO2 nanolubricant accelerated the warm-up phase by 24%, and
instance, Naddaf et al. [46] used hybrid MWCNT and GNP for the heat it had the maximum fuel consumption reduction approximately
transfer process of nano-oil. Zawawi et al. [47] used different types of 16–20%. Also, the total frictional power losses decreased by 5–7%
oxide nanoparticles as hybrid nano-lubricant and found the maximum using this hybrid nanolubricants and mechanical efficiency of
Table 12
Effects of Gr on engine lubrications.
Nanoparticles Shape Size Concentration Base Properties/effects Reference

oil number
Gr Sheet 5–10 μm 0.03–0.6 wt% 5W-30 Anti-friction and anti-wear properties improved in the range 29–35% and 22–29%, respectively. [64]
Energy saving
Emissions reduction
Gr Nanoflakes 21 nm 0.01 wt% 20W50 The addition of 0.01 wt% grapheme: 23% enhancement in thermal conductivity (k) at 80 °C, and [110]
21% reduction in the COF. Moreover, 70% enhancement in heat transfer rate
Table 13
Effects of hybrid nano-particles on engine lubrications.

number
Al2O3–SiO2 Spherical 10–100 nm 0.02 to 0.1 wt Polyalkylene Maximum viscosity enhancement of 20.50% for Al2O3–TiO2/PAG [47]
Al2O3–TiO2 % glycol (PAG nanolubricant with 0.1% nanoparticle volume concentration.
TiO2–SiO2 46) The highest thermal conductivity improvement recorded for
Al2O3–SiO2/PAG nanolubricant with 2.41% improvement at 0.1%
nanoparticle.
WO3-MWCNTs Spherical-tube 20–60 nm 0–0.6 wt% 10W40 Increasing temperature, the dynamic viscosity of nanofluid [51]
engine oil decreases and increasing the nanoparticle concentration, increases
the viscosity.
Al2O3/TiO2 Spherical 8–12 nm 0.05% + 0.05% 5W-30 The improvement in the thermal conductivity of the [60,61]
nanolubricants was 7–11% compared to the reference oil
Al2O3/TiO2 Spherical 8–12 nm 0.1 wt% 5W-30 Increases the brake power, torque, and mechanical efficiency, [65]
while the brake specific fuel consumption (BSFC) reduced due to
the mechanical efficiency of the engine improved by 1.7–2.5%
Al2O3-MWCNT Spherical-tube 20 nm 0–1.0 wt% SAE40 Hybrid nanofluid had Newtonian behavior. Viscosity of the hybrid [67]
nano-fluid augmented with increasing nano-additives
concentration
ZnO-MWCNT Spherical-tube 100 nm, 0.005%, SAE 20W40 Enhancement of 2.2% for thermal conductivity. Enhancement of [68]
30 μm −0.02 wt%, 23.12% at 305 K and 20.07% at 373 K for viscosity
MWCNT (%10)-ZnO (%90) Spherical-tube OD: 0.05%–1% 10W40 For all temperatures and volume fractions, with a growth of shear [69]
5–15 nm, rate, the amount of sensitivity is increased
10–30 nm
Al2O3-Fe2O3 Spherical 20–40 nm 0–4 wt% 10w40 The highest increase in thermal conductivity (33%) was achieved [70]
at a mass fraction of 4% and a temperature of 65 °C
ZnO-MWCNT Spherical-tube 20–30 nm 0.05–0.8% SAE 10W40 A higher thermal conductivity is achieved for a higher volume [71]
fraction and temperature.
MWCNT-MgO Tube-spherical – 0.25–2 wt% SAE40 An increase in the volume fraction and decrease in temperature [72]
cause an increased in viscosity.
Nanofluids had a non-Newtonian behavior in terms of
shear–thinning
CuO-MWCNT Spherical-tube 5–15 nm, 0.05 to 1 wt% 10W-40 Maximum amount of dynamic viscosity enhancement in solid [74]
40 nm volume fraction of 1% is about 43.52%
MWCNTs/ZnO Tube-spherical 3–5 nm, 0–1 wt% SAE40 Maximum enhancement of viscosity of the nano-lubricant was [75]
10–30 nm 33.3%.
TiO2-MWCNT Spherical-tube 30 nm, 0–1 wt% 10w40 Nano-oil was a non-Newtonian fluid with shear thinning behavior [76]
5–20 nm
COOH-functionalized Spherical 35–70 nm 0.05–1 wt% SAE 40 The type of oxide nanoparticles had an insignificant effect on the [77]
MWCNTs (SiO2, Al2O3, MgO, dynamic viscosity of prepared hybrid nano-lubricant
and ZnO)
MWCNT/ZnO Tube, 30 nm 0.125%–1% 10W40 Increasing the temperature resulted in decreasing the dynamic [79]
spherical viscosity of the nanofluid by 85% while the dynamic viscosity
increased as the solid concentration increased by 45%
MWCNT and TiO2 Tube-spherical 30 nm 0.0625–1 wt% SAE40 Low solid volume fractions to heavy duty oils (like SAE40) will [82]
improve thermal properties of SAE40 and on the other hand will
not increase viscosity
MWCNT-CuO Spherical 40 nm 0.0625–1 wt% SAE40 Concentration 1 vol%, the viscosity of hybrid nano-lubricant was [84]
29.47% more than the viscosity of the base oil.
ZnO-MWCNT Spherical-tube 10–30 nm 0.05–1% 10W40 Hybrid oil-based nanofluid is a shear thinning non-Newtonian [86]
fluid.
Power law index and consistency index were respectively reduced
and increased by increment of concentration
SiO2-MWCNT Spherical-tube 20–30 nm 0.05–1%, 10W40 Nano-lubricant had non-Newtonian behavior at all temperatures, [87]
while 10w40 oil was non-Newtonian only at high temps.
ZrO2-MWCNT Spherical, tube 40 nm, 0.05–0.75 wt% 10w40 Behavior of the Nano-lubricant and pure oil was closer to [88]
3–5 nm Ostwald-de Waele model. Non-Newtonian pseudoplastic behavior
of the hybrid Nano-lubricant was evaluated by modeling using an
artificial neural network (ANN)
SiO2-MWCNTs Spherical, tube 20–30 nm, 0–1.0% SAE40 Maximum enhancement of viscosity of the hybrid nanofluid was [89]
5–15 nm 37.4%
MWCNT-TiO2 Tube, 5–15 nm, 0.25–1 wt% 10w40 80% reduction in the viscosity with increasing of the temperature, [90]
spherical 40 nm of which the used nanoparticle has no significant effect on this
value.
The nanofluids containing MWCNTs at the solid volume fraction of
0.75%, is faced with an increase of 100% in the viscosity
MWCNTs/SiO2 Tube-spherical 5–15 nm, 0–2.0% SAE40 Nano-lubricant exhibit Newtonian behavior at the solid volume [91]
20–30 nm fraction up to 1% and it is non-Newtonian for solid volume
fractions of 1.5% and 2%.
Maximum enhancement of viscosity of the nano-lubricant was
30.2%
MWCNTs-SiO2 Tube-spherical 5–20 nm, 0–1.0% SAE40 Optimal artificial neural network model was more accurate [92]
20–30 nm compared to empirical correlation
CuO-MWCNT Spherical-tube 5–15 nm 0.05–1% 10w40 Sensitivity of rheological behavior to temperature variations is [93]
greater than that to the volume fraction of mixed dopant in
composite nano-fluids
(continued on next page)

Table 13 (continued)
number
ZnO-MWCNT Spherical-tube – 0.05–1% 5W50 Minimized cold start damages and more energy saving [94]
Mg(OH)2/MWCNT – 10–30 nm 0.25–2% 5W50 Nano-lubricant showed Newtonian behavior in all the studied [96]
temperatures and solid concentrations. The minimum and
maximum thermal conductivity enhancements were about 13%
and 50%, respectively.
MWCNT-ZrO2 Tube, >233 nm 0.05% to 1% 5w50 20% decrease in nano-oil viscosity (at solid volume fraction of [97]
spherical 0.05%)
MWCNT-ZnO Tube-spherical 10–30 nm 0.05%–0.1% 5W50 Viscosity reduction after nano-additive [99]
MWCNT Tube, 10–30 nm, 0.0625–1%, SAE50 Increasing in volume fraction of solid, increases the viscosity [100]
(COOH-functionalized)/MgO spherical 40 nm
Al2O3-MWCNT Spherical-tube 50 nm, 0–1 wt% 5W50 Increasing of solid volume fraction aggravates non-Newtonian [101]
5–15 nm behavior of the nano-lubricant; while, temperature increment had
the reverse effect.
MWCNT-SiO2 Tube, 20–30 nm 0.05–1% SAE 20W50 At highest solid volume fraction and temperature, nano-lubricant [104]
spherical viscosity was 171% greater compared to pure 20W50
MWCNT (%40)-SiO2 (%60) Tube-spherical 5–15 nm, 0–1 wt% 5W50 Nanofluid has non-Newtonian behavior [106]
20–30 nm
Al2O3-MWCNT – – – 5W50 Artificial neural network can predict the relative viscosity of the [107]
nanofluid
MWCNT/MgO 30 nm 0.25% to 2% SAE50 Nano-lubricant showed Newtonian behavior. The maximum [108]
increase in dynamic viscosity took place at the solid concentration
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Journal of Molecular Liquids 319 (2020) 114156

Contents lists available at ScienceDirect

Journal of Molecular Liquids

journal homepage: www.elsevier.com/locate/molliq

Recent developments of nanoparticles additives to the consumables

M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156

þ3:1 10−4 T þ 0:129−5:77 10−6 knp

(continued on next page)

are reviewed and discussed as follows.

2.1.1. SAE 30 engine oil

anti-wear (29%) and anti-friction (35%) performance. Sgroi et al. [55]

nano-additives to zinc-free 5W30 multi-grade engine oil to improve

the observed increase in measured friction at micro-scale.

lubricants to SAE 5W-30 and reduced COF by approximately 48–50%

nanoparticles was the best sample of the nano-lubricants considered, as

engine oil (5W-30) without nanoparticles [58].

2.1.2. SAE 40 engine oil

Single and multi-grade oil of SAE 40 including nano-particles addi-

the hybrid Al2O3 –MWCNT-SAE 40 nano-lubricant increased by increas-

in different temperatures and volume fractions of MWCNT-ZnO-

10W40 nano-lubricant, then concluded that the studied ﬂuid is non-

nanoparticles such as [78] used Cellulose nanocrystals (CNC), a unique

and natural material extracted from native cellulose. This nanocrystals

the concentration of 0.1% CNC was applied at condition test at low

that the nano-lubricant of CNC particles at 0.1 wt% concentration was

Table 3 presented the proposed correlations for thermal conductiv-

ity and viscosity by the researchers which the constant coefﬁcients in

SAE40 Al2O3-MWCNT 20 nm, μ nf

M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156

M. Hatami et al. / Journal of Molecular Liquids 319 (2020) 114156

5W50 ZnO-MWCNT 0.05–1%, 5–55 °C μ nf [94]

SAE MWCNT-SiO2 0.05–1%, 40 to 100 °C μ nf 2 [104]

are presented and discussed. Based on Table 7, BSFC reduction, emis-

3.1. Tribological performance

Nano-particles play an important role in the contact surfaces which

Engine type Nano-lubricant Main effects References

3.2. Cold start damage or warm-up phase

Fig. 7. BSFC and fuel consumption reduction by Al2O3/TiO2 nano-lubricant [65].

Fig. 8. Convection coefﬁcient improvement of CNT-GNP nano-oils [46].

ZnO-10W40 is used by Hemmat Esfe et al. [85] and they revealed

Fig. 11. Gr nano-lubricant effect on engine emissions [64].

Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

MWCNT Tube – 0.05–0.5 wt% Diesel oil ! [46]

Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

TiO2 Spherical 128–267 nm 0.1–1 wt%, SAE10 η−η0 1 [40]

Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

4.4. Cu/CuO viscosity enhancement of 20.50% for Al2O3–TiO2/PAG nanolubricant

Nanoparticles Shape Size Concentration Base Properties/effects Reference

Nanoparticles Shape Size Concentration Base oil Properties/effects Reference

(continued on next page)

improved in the range 1.7–2.5%. References

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