Over the past few decades, polyetheretherketone (PEEK) artificial bone joint materials faced problems of poor wear resistance and easy infection, which are not suitable for the growing demand of bone joints. The tribological behavior and wear mechanism of polyetheretherketone (PEEK)/polytetrafluoroethylene (PTFE) with black phosphorus (BP) nanosheets have been investigated under dry sliding friction. Compared with pure PEEK, the COF of PEEK/10 wt% PTFE/0.5 wt% BP was reduced by about 73% (from 0.369 to 0.097) and the wear rate decreased by approximately 95% (from 1.0 × 10⁻⁴ mm³/(N m) to 5.1 × 10⁻⁶ mm³/(N m)) owing to the lubrication of the BP transfer film. Moreover, BP can endow the PEEK composites with excellent biological wettability and antibacterial properties. The antibacterial rate of PEEK/PTFE/BP was assessed to be over 99.9%, which might help to solve the problem of PEEK implant inflammation. After comprehensive evaluation in this research, 0.5 wt% BP nanosheet-filled PEEK/PTFE material displayed the optimum lubrication and antibacterial properties, and thus could be considered as a potential candidate for its application in biomedical materials.

Two 10W30 mineral‐base phosphorus containing (commercial) and phosphorus‐free (P‐Free) crankcase oils were tested in the engine dynamometer for the poisoning effects on a catalytic converter and emission‐engine’s performance. The emission results of the two oils were compared with and without a catalytic converter, including the light‐off temperature of the catalyst. Surface characterisation was used to determine accumulated catalyst poisoning from the oil additives. The performance analysis shows that the catalytic converter lowers the torque and power for the commercial and P‐Free oils, whereas the specific fuel consumption increases for both oils in the presence of the catalytic converter. In both cases of the presence and the absence of catalytic converter the torque, power and specific fuel consumption remain the same for phosphorus containing and P‐Free oils. The presence of the catalytic converter shows lower HC and CO and higher CO₂ emissions for both P‐Free and commercial oils. Surface characterisation using x‐ray microanalysis techniques of Scanning Electron Microscopy and indicated residual amounts of poisons, predominantly P, Ca, S and Zn deposited on the catalyst.

We investigated the tribological behavior of commercialized, fully synthetic engine oil upon the incorporation of reduced graphene oxide in seven different concentrations between 0.01 and 0.2 wt %. Stability of the prepared samples was assessed by turbidimetry and dynamic light scattering measurements, and their tribological properties through a reciprocating tribometer, using a steel ball on special cut steel blocks. The addition of 0.02 wt % of reduced graphene oxide led to an improvement of the tribological behavior compared to the pristine engine oil, by significantly lowering the friction coefficient by 5% in the boundary lubrication regime. Both the surfaces and the reduced graphene oxide additive were thoroughly characterized by microscopic and optical spectroscopy techniques. We also verified that a protective layer was formed between the worn surfaces, due to the presence of reduced graphene oxide. Carbon accumulation and various additive elements such as Ca, Zn, S and P were detected on the rubbing surfaces of both the ball and the block through energy-dispersive X-ray spectroscopy. Finally, it was shown that the wear scar diameter on the surface of the steel ball was lower by 3%, upon testing the engine oil sample containing reduced graphene oxide at concentration 0.02 wt %, compared to the control sample.

The more frequently an engine oil is changed, the more the overhaul life of the engine is extended but with an increase in the cost both of the oil and of the oil drain services. If engine oil is changed less frequently the associated costs will decrease. In order to find the optimum drain interval, it is necessary to establish the relationship between the cost of the oil and oil drain services and the cost of more frequent overhauls. Presents an investigation into the degradation of a proprietary lubricant marketed in Turkey, and the wear rate of a petrol engine driven in urban traffic. Lubricant samples were examined approximately every 2,000km for deterioration of the lubricant and evidence of wear of the engine components. From the experimental results, determines the optimum oil drain period of the engine.