Tribology Transactions

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The Importance of Variable Speeds under Extreme

Pressure Loading in Molybdenum Disulfide
Greases Using Four-Ball Wear Tests

Gabi Nehme

To cite this article: Gabi Nehme (2013) The Importance of Variable Speeds under Extreme
Pressure Loading in Molybdenum Disulfide Greases Using Four-Ball Wear Tests, Tribology
Transactions, 56:6, 977-985, DOI: 10.1080/10402004.2013.816812

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Tribology Transactions, 56: 977-985, 2013
Copyright C Society of Tribologists and Lubrication Engineers
ISSN: 1040-2004 print / 1547-397X online
DOI: 10.1080/10402004.2013.816812
The Importance of Variable Speeds under Extreme
Pressure Loading in Molybdenum Disulfide Greases
Using Four-Ball Wear Tests
GABI NEHME
Mechanical Engineering
Balamand University, Lebanon North
Deir El-Balamand, Lebanon
There is recent concern regarding grease behavior in ex-
treme pressure applications. The research described here is
aimed at providing good friction and wear performance while
optimizing rotational speeds under extreme loading conditions.
A design of experiment (DOE) was used to analyze molybde-
num disulfide (MoS2 ) greases and their importance in reduc-
ing wear under extreme loading and various speeds conditions
(schedule 1 and schedule 2 speeds). The lamellar structure of
MoS2 provides very good weld protection by forming a layer
that can be easily sheared under the applications of extreme
pressures. An extreme load of 785 N was used in conjunction
with different schedules of various rotational speeds to exam-
ine lithium-based grease with and without MoS2 for an equal
number of revolutions. A four-ball wear tester was utilized to
run a large number of experiments randomly selected by the
DOE software. The grease was heated to 75◦ C and the wear
scar diameters were collected at the end of each test.
The results indicated that wear was largely dependent on
the speed condition under extreme pressure loading, and thus a
lower MoS2 concentration is needed to improve the wear resis-
tance of lithium-based greases. The response surface diagram
showed that the developed molybdenum disulfide greases ex-
hibited both extreme pressure as well as good wear properties
under various rotational speeds when compared to steady-state
speed. It is believed that MoS2 greases under schedule 1 speeds
perform better and provide an antiwear film that can resist ex-
treme pressure loadings.
KEY WORDS
Lithium-Based Grease; Wear; Extreme Load; Cyclic Frequen-
cies; Aircraft-Grade Bearing
INTRODUCTION
Lithium-based greases make up over 50% of the greases used
in the industry today. Grease are mixtures of fluid lubricant
Manuscript received February 5, 2013
Manuscript accepted June 14, 2013
Review led by Robert Errichello
977
(petroleum oil, synthetic or vegetable oils), thickener (soaps, or-
ganic or inorganic nonsoap thickeners), and additives to enhance
the performance and protect the grease and lubricant surfaces.
The additives in greases have been in use over the years to
achieve antiwear and load bearing capacity, to varying degrees of
success. Chief among them are MoS2 and graphite (Gansheimer
and Holinski (1); Misty and Bradbury (2); Tamashuasky (3)) for
extreme pressure applications.
In previous studies, different rotational speeds and extreme
pressure loading were studied by Nehme and Dib (4) and Nehme
(5), (6) using fully formulated oils and plain zinc dialkyldithio-
phosphate oils. It has been found that varying sliding speeds
and contact loads will affect the tribofilm formation and addi-
tive interactions. A substantial effort was devoted to understand-
ing these interactions by using a design of experiment (DOE)
software model. The model was used to optimize several factors
and responses for specific ranges of loads and rotational speeds.
Previous studies showed that bearing damage by electrical wear
has negative effects on deterioration of lubricating greases
(Komatsuzaki, et al. (7)). More recent studies reported that the
amount of MoS2 in a grease at low test loads and different vari-
able loading conditions resulted in increased wear scars, indicat-
ing that MoS2 may actually behave abrasively and at extreme
pressure conditions it helps increase the load wear index and the
weld load (Aswath, et al. (8); Patel, et al. (9); Fusaro (10); Nehme
(11)). The load wear index determines the load-bearing proper-
ties of lubricating greases according to the ASTM designation
D2596-97; one steel ball was rotated against three stationary steel
balls. The weld test, on the other hand, ascertains the lowest ap-
plied load at which the sliding surfaces seize and weld together.
Analysis of the performance of molybdenum compounds in mo-
tor vehicles and their reactions with water and sulfur were exten-
sively studied and were found to be of great importance in the
enhancement of antiwear resistance films (Norton and Cannon
(12); Scott, et al. (13); Braithwaite and Greene (14)).
According to Gow (15), some 90% of all lubricant additives
destroy the thickener structure of greases because they are of-
ten based on surface-active materials and this leads to what is
commonly called the mayonnaise effect (softening and discolor-
ing). He also mentions that of the remaining 10%, some 90%
do not work. He ascribes this to the fact that the thickener
978 G. NEHME

TABLE 1—DESIGN OF EXPERIMENTAL DATA THAT REPRESENT SEVERAL VARIABLES

Factor 2: Factor 3: Response: Wear Response: Friction
Factor 1: MoS2 % Schedule 1 or 2 Scar Average Coefficient: Steady
Run Load (N) Concentration Rotational Speeds Diameter (mm) vs. Unsteady

1 785 0 Schedule 1 1.32 Fluctuations in friction

2 785 0 Schedule 1 1.35 Fluctuations in friction
3 785 3 Schedule 1 0.75 No fluctuations in friction
4 785 3 Schedule 1 0.73 No fluctuations in friction
5 785 0 Schedule 2 1.31 Fluctuations in friction
6 785 0 Schedule 2 1.34 Fluctuations in friction
7 785 3 Schedule 2 1.27 Fluctuations in friction
8 785 3 Schedule 2 1.21 Fluctuations in friction
9 392.5 0 Schedule 1 1.21 Fluctuations in friction
10 392.5 0 Schedule 1 1.18 Fluctuations in friction
11 392.5 3 Schedule 1 0.83 Minor fluctuations in friction
12 392.5 3 Schedule 1 0.87 Minor fluctuations in friction
13 392.5 0 Schedule 2 1.23 Fluctuations in friction
14 392.5 0 Schedule 2 1.16 Fluctuations in friction
15 392.5 3 Schedule 2 0.88 Minor fluctuations in friction
16 392.5 3 Schedule 2 0.85 Minor fluctuations in friction

material is almost always very polar (metallic soaps) and that the
(also polar) extreme pressure (EP) additives will adhere to the
soap structure rather than to the metal surface (Gow (16)). This
is in contradiction to the results found by McClintock (17), who
tested lubricant life of a number of greases and found an increase
in life. Aswath, et al. (18) and Antony, et al. (19) show in an
evaluation of high-performance grease that fluorinated additives
and graphite have positive effects on EP pressure and antiwear
resistance in complex grease formulations. Although leakage of
grease when additives decrease viscosity can cause problems in
products or manufacturing equipment under extreme pressure
operations, few cases investigating the mechanisms and damage
involved have been reported, with the exception of some reports
on the behavior, distribution, or deterioration of grease in rolling
bearings (Cann, et al. (20); Lugt (21)). Therefore EP additives
could contribute greatly to the antiwear performance in roller
bearing applications.
As a rule of thumb, approximately 30% of the free volume
of the bearing should be initially filled with grease (Lugt (21)).
It is clear that this is much more than required to provide the
bearing with a (fully flooded) lubricant film. In the beginning,
excessive grease churning, or grease flow, takes place, which is
responsible for the high-temperature peak caused by the churn-
ing component of the friction torque (Lugt (21)). Kaneta, et al.
(22), using a scoop to ensure fully flooded conditions, have shown
that the film thickness is indeed higher than the fully flooded film
thickness.
The goal of this study was to examine the influences of two
different schedule speed conditions on the wear properties of
lithium-based grease under extreme load and compare them to
a steady speed of 1,200 rpm. Essentially, two different schedules
were selected after extensive studies with number of rotations
for each. In Schedule 1, the number of rotations at each rota-
tional speed is halved so that going through the schedule twice
gives a tribological exposure that is seemingly equivalent to go-
ing through schedule 2 once.
r Schedule 1: 2,400 rpm, 1.875 min; 1,800 rpm, 2.5 min;
1,200 rpm, 3.75 min; 600 rpm, 7.5 min; 2,400 rpm, 1.875 min;
1,800 rpm, 2.5 min; 1,200 rpm, 3.75 min; 600 rpm, 7.5 min.
Each rotational speed was conducted at equal number of rev-
olutions for a total run of 36,000 revolutions.
r Schedule 2: 2,400 rpm, 3.75 min; 1,800 rpm, 5 min; 1,200 rpm,
7.5 min; 600 rpm, 15 min. Each rotational speed was conducted
at equal number of revolutions for a total run of 36,000 revo-
lutions.
This research examined different loads testing using chrome-
plated steel balls (bearing quality) that simulate the conditions
of high-pressure contacts in real applications. The balls are air-
craft grade E52100. During landings, the aircraft bearings are sub-
jected to shock loads with very rapid acceleration. Most bearings
should be protected from excessive wear and heat by a grease or
lubricant. This research shows that at accelerating frequency and
speed, the use of MoS2 greases will enhance the superior resis-
tance to scuffing and scoring under an extreme load of 785 N as
indicated by the wear scar data presented in Table 1. Aerospace
ball bearings are not always easily accessible for routine mainte-
nance but must perform flawlessly at a variety of speeds. There-
fore, repeated frequencies and different speeds were used in
these experiments to check the importance of MoS2 greases in
preventing wear under EP conditions. Nehme (11) worked ex-
tensively on previous tests using different DOE combinations
to check the performance of the grease lubricants with respect
to variable and steady-state speeds. Different rotational speeds
were studied previously on several oil combinations and proved
effective in preventing wear depending on the process and appli-
cations (Nehme (11); Elsenbaumer, et al. (23)).
EXPERIMENTAL PROCEDURE
Greases were prepared by weight percentage in batches of
200 g using a Kitchen Aid blender (4.5 quart capacity with power
rating of 250 W). Lithium-based greases and technical fine-grade
 Pressure Loading in Molybdenum Disulfide Greases 979

TABLE 2—PROGRAM SETUP ADJUSTMENTS USING PLINT MACHINE SOFTWARE (TE92) FOR VARIOUS TESTING PROCEDURES
Step Data Specimen
Step Next Loop Time Mode Motor Load Temperature Clutch Counter Speed Drive
Comment No. Step Count (s) (s) Enable (N) (◦ C) Enable Reset (rpm) Enable Test Control Unit

Apply load 1 2 0 CStp+ Disabled 785 20 Disengaged Reset/on 0 Enabled Current time
Wait for 75◦ C 2 3 0 CStp+ Disabled OR 75 Disengaged 0 Enabled Elapsed time Per test
Reset PID 3 4 0 2 Disabled OR OR Engaged 0 Enabled Current step
Run test 4 5 0 900 10 Enable OR OR Engaged 2,400 Enabled Total time Per step
Decrease rpm 5 6 0 CStp+ Enable OR OR Engaged 1,800 Enabled Elapsed time Per step
Reset PID 6 7 0 2 Enable OR OR Engaged 1,800 Enabled Residual time Per step
Run test 7 8 0 450 10 Enable OR OR Engaged 1,800 Enabled Test status
Decrease rpm 8 9 0 CStp+ Enable OR OR Engaged 1,200 Enabled Test file
Reset PID 9 10 0 2 Enable OR OR Engaged 1,200 Enabled Data file
Run test 10 11 0 300 10 Enable OR OR Engaged 1,200 Enabled Data points In step
Decrease rpm 11 12 0 CStp+ Enable OR OR Engaged 600 Enabled Total data
Reset PID 12 13 0 2 Enable OR OR Engaged 600 Enabled
Run test 13 14 0 225 10 Enable OR OR Engaged 600 Enabled Start
Stop motor 14 15 0 10 Disabled OR 0 Disengaged 0 Enabled Stop

CStp+ = continuous step, PID = proportional integrator derivative, OR = operational relative

MoS2 were mixed together. Lithium-based greases have a higher
melting point than calcium-based greases and are very common.
The sequence of adding MoS2 to the grease and mixing is im-
portant for the final preparation. The mixture was mechanically
mixed in the blender for 1 h. Two compositions of this grease with
3% MoS2 and without MoS2 were developed.
Tests were carried out at the University of Texas at Arling-
ton using a Plint four-ball wear tester (model TE92) according to
the testing procedure D2266 that is implemented by ASTM stan-
dard. Four chromium steel balls of bearing quality and aircraft
grade E52100 were used (Fig. 1). Three steel balls with a 1/2-in.
diameter were clamped together and covered with grease, and the
fourth was clamped in a ball chuck and the load was applied. The
temperature of the grease was maintained at 75◦ C. A program
was written for each specific condition to adjust for the speed and
load according to the specific schedule. The setup of the program
is provided by the Plint machine software where the operator can
adjust the components and variables base on the test conditions
shown in Table 2. The wear scar diameters were measured for
the four balls and the average diameters were used in the DOE
analysis using the response surface diagram software.
Tests for the different factors considered in the analysis and
the measured wear scar averages are presented in Table 1. The
coefficient of friction and surface temperature of the cylinder as
a function of the number of revolutions or time were measured
directly using the Plint machine Compend software setup where
the data are converted into an Excel file. Some of the data were
graphed and compared at a later stage and some were used to
compare friction fluctuations for different grease combinations
(see Table 1). Posttest analysis such as wear scar diameters of
the rotating and fixed balls were measured and examined using
a JEOL JSM 845 scanning electron microscope (SEM) at the
end of each test providing that the test balls are cleaned with
hexane–acetone mixture to remove the debris and grease from
the surface. The average wear diameter was calculated and input
into the DOE matrix for analysis. The DOE methodology spans
a wide range of analytical approaches developed for different sit-
uations or final targets (Barrentine (24)). A DOE is used when
multi-objective optimization is sought; all responses and factors
used in the analyses should be converted into corresponding de-
sirability functions. The desirability is high when the target values
are approached simultaneously. Each target value is linked to its
own desirability function. Therefore, the evaluation of the factors
and responses base on the percentage probability vs. effects and
analysis of variance were investigated. The optimized conditions
were calculated using the desirability value.
RESULTS AND DISCUSSION
Frictional Events and SEM Analysis of Greases with
MoS2 Additives
Figure 2 shows the frictional events that occur during typical
MoS2 grease tests at extreme loads and the scanning electron im-
ages for the repeated various speed schedule tests. It presents the
consistency of two repeated tests at different schedules by pre-
senting the friction coefficients as a function of the number of
revolutions. The stable antiwear film formed in schedule 1 at an
extreme load of 785 N is responsible for the low friction coeffi-
cient. The dominance of the beneficial effects of the tribofilm for
protection of the surface is very significant in schedule 1 and is
reflected in the SEM images in Figs. 3c and 3d. The increase in
friction and some inconsistencies in the repeated tests can be eas-
ily identified when using schedule 2, possibly due to the repeated
breakdown of the protective antiwear film, which corresponds
to the abrasive action of the debris present in the wear track
(Figs. 3a and 3b). The breakdown region of the tribofilm shows
a rapid increase in the friction coefficient and abrasive wear
(Fig. 3). The fluctuations of friction coefficients under different
speeds and loading regimes are summarized in Table 1 and clearly
indicate the importance of schedule 1 speeds under extreme con-
ditions because minor fluctuations were observed. The abrasive
wear and protective antiwear film depend greatly on the various
speed conditions under an extreme load of 785 N, whereas un-
der a load of 392.5 N, the different variable speeds did not vary
significantly the wearing conditions, as indicated in the average
wear scar data in Table 1. The wear scar diameter did not vary
and was approximately the same, especially when using 3% MoS2
additives. On the other hand, the variation was very clear under
980
Fig. 1—Schematic of the four-ball wear test apparatus showing the continuously rotating ball and the three fixed balls covered with grease in the Plint
model TE92 four-ball wear tester (color figure available online).
an extreme load of 785 N with and without MoS2 additives (Ta-
ble 1). Therefore, the analysis was focused on various schedule
speeds under an extreme load of 785 N.
The overall variation in the repeated tests was less than 12%,
which is insignificant considering the number of deterministic and
nondeterministic variables in a tribological test. The wear scar
diameters on the balls were measured and the average was used
to optimize the data using DOE analysis.
Figure 4 presents the variation in the friction coefficient for
two repeated tests at steady-state speed of 1,200 rpm and load
of 785 N. The repeated frictional events were not as consistent
as the schedule 1 tests; the friction coefficients and SEM images
(Fig. 5) indicated the importance of schedule speeds when used
with MoS2 greases in specialty applications such as aircraft bear-
Fig. 2—Frictional events of lithium-based grease with 3% MoS2 at 785 N
load and schedule 1 and 2 speeds for 36,000 revolutions (color
figure available online).
G. NEHME
ings. It shows that schedules 1 and 2 performed better when com-
pared to steady-state speed with more improvement indicated in
schedule 1 because the scanning electron images show wider wear
track diameters and more abrasive particles in the steady-state
speed tests. A careful examination of the wear surfaces shown in
Fig. 5 indicates that an unstable tribofilm is formed with more
asperity protrusions on the surfaces. These large deformations
in the contact region of the steady-state and schedule 2 speed
tests cause small cracks on the surface, where wear particles are
formed and an adhesive transfer layer is formed on all balls. In
abrasive wear the track is rougher and small metal scraps or de-
bris can be seen. Abrasive wear will occur when the protective
tribofilm breaks down and the two surfaces are under direct con-
tact. As a result, a certain volume of surface material is removed
and abrasive scratches are formed on the weaker surface; in this
case, the tribofilms on the steel surfaces are wearing out. This
corresponds to extreme conditions. Friction events in variable-
speed schedule 1 tests were observed to be smoother and the
plateau region lasted longer when compared to the same events
at 1,200 rpm and schedule 2. It was also clear that schedule 1 ro-
tational speeds played an important role in reducing friction and
wear when compared to all other testing conditions. The stable
antiwear film formed during schedule 1 frequencies is responsible
for the steady-state friction behavior where it is reflected in the
SEM images of the MoS2 grease. The wear scar diameter is very
small compared to schedule 2 frequencies and steady-state fre-
quency under the same loading conditions. The secondary elec-
tron image of the tribofilm is very smooth. In regions where a
stable tribofilm is present the surface roughness is very low; the
images indicate a featureless wear track with minimum abrasive
wear and the presence of a wear-resistant film protecting the sur-
faces. It is more likely that the activation energy resulted from
mechanical rubbing and the increase in temperature observed un-
der extreme contact were responsible for the self-healing of the
 Pressure Loading in Molybdenum Disulfide Greases
Fig. 3—Scanning electron microscopy (SEM) images of lithium-based grease with 3% MoS2 at 785 N load and schedule 1 and 2 speeds for 36,000
revolutions (color figure available online).
tribofilm, which can be concluded from Fig. 3 and the secondary
electron image in Fig. 5. Extreme contacts and thermal activa-
tion energy where tribofilms could results from surface interac-
tions were studied extensively in oils under boundary lubrication
(Gansheimer and Holinski (1); Nehme and Dib (4); Nehme (5);
Aswath, et al. (8)) and similarities could be deduced under these
conditions, because variable speeds and extreme load also suggest
the formation of wear-protective films in particular cases (Nehme
and Dib (4); Nehme (5)). The data shown for each condition in-
Fig. 4—Frictional events of lithium-based grease with 3% MoS2 at 785 N
load and 1,200 rpm for 36,000 revolutions (color figure available
online).
981
dicated a very high degree of repeatability of the tests. Therefore,
the DOE analysis would be very significant when running analysis
on the MoS2 grease samples.
SEM Analysis of Greases without MoS2 Additives
The effects of 3% MoS2 greases on reducing wear under dif-
ferent speeds and different loads are clearly indicated in Table 1.
There were large increases in wear scar diameter when greases
without MoS2 additives were used. The breakdown of the protec-
tive film in the majority of these tests was due to abrasive wear,
resulting in a rapid increase in friction coefficient and eventual
increase in the wear scars. In most cases the wear scar indicated
that abrasive wear is the mechanism of material removal as ev-
idenced by the deep scratch marks on the surface shown in the
SEM images in Fig. 6. There were also some indications of adhe-
sive wear caused by plastic deformation introduced in the contact
region. At this stage, large deformations caused small cracks on
the surface, where wear particles are shown and adhesive transfer
layers are formed on the balls as reflected in the lower and higher
magnifications images for schedule 1 and 2 speeds.
MoS2 is an extreme pressure additive that is used extensively
in grease. Strong covalent bonding holds the Mo and S together
(Fusaro (10)). Van der Waals bonding and multiple layers can
be sheared easily along the S-S bond, providing physical lubrica-
tion. The particles of MoS2 are sheared and thus prevent the con-
tacting layers from seizing together (Fusaro (10); Nehme (11)).
The severity of the wear and material transfer at extreme load
without MoS2 suggest that no lubrication film protected the
metal surfaces and more metal-to-metal contact resulted where
982 G. NEHME

Fig. 5—Scanning electron microscopy (SEM) images of lithium-based grease with 3% MoS2 at 785 N load and 1,200 rpm for 36,000 revolutions: (a) re-
presents test 1 of lithium-based grease mix; (b) represents test 2 of lithium-based grease mix under the same conditions (color figure available
online).

extensive adhesive and abrasive phenomenon were dominant
during the test, leading to both higher friction and wear. It ap-
pears that tribofilms were unstable under extreme loads and were
unable to provide protection and were replaced by wear debris
and excessive abrasive wear. This indicates that the wear debris
formed because of pulling of asperities diminished the presence
of the tribofilm in the absence of MoS2 in that specific lubrication
regime.
Design of Experiment and Optimization Analysis
and Discussion
Design of experiment is the simultaneous study of several
variables. Table 1 shows the wear scar diameters data for the
grease blends used in the experiments with and without MoS2
under two different loads (392.5 N, 785 N) and different sched-
uled speed regimes. The data indicated an improvement in wear
in schedule 1 compared to the schedule 2 test regime. The desir-
ability, which is based on what is targeted in the model when the
responses are evaluated before optimization, supports these find-
ings. The desirability established by the model presents a clear
improvement when schedule 1 is used under an extreme load of
785 N as reflected in Fig. 7. A concentration of MoS2 less than 3%
or between 2.35 and 3% under schedule 1 variable speeds was suf-
ficient to establish a good desirability of over 88% and the wear
scar diameter was less than 0.9 mm (Figs. 7a and 7b). The 3D de-
sirability study (Fig. 7b) suggests that 2.35% MoS2 is suitable and
performs the same functions as the 3% MoS2 ; a saddle point in
the 3D desirability study (Fig. 7b) of schedule 1 variable speed
can be seen with a value of 0.881. The presence of MoS2 was
crucial for all grease tests and its optimum concentration can be

Fig. 6—Scanning electron microscopy (SEM) images of lithium-based grease without MoS2 at different scheduled speeds and 785 N load: (a), (c) schedule
1 speeds at lower and higher magnifications (50 and 2000 ×); (b), (d) schedule 2 speeds at lower and higher magnifications (color figure available
online).
 Pressure Loading in Molybdenum Disulfide Greases 983

Fig. 7—(a) Optimization for schedule 1 and 2 variable speeds regarding desirability with respect to MoS2 percentage concentration and variations in load;
(b) 3D desirability study for schedule 1 and 2 variable speeds with respect to MoS2 percentage concentration and variations in load (color figure
available online).

reduced by more than 20% in machinery running at high variable
speeds and extreme pressure without compromising the forma-
tion of a wear-resistant film. Reducing the MoS2 concentration
is not sufficient when using schedule 2 because the desirability
will be reduced significantly. Thus, setting longer time at specific
frequency as in schedule 2 will involve a higher concentration of
Molybdenum Disulfide grease, and 3% MoS2 will be necessary to
establish a minimum desirability of 42% under an extreme load
condition, as indicated in Figs. 7a and 7b.
The reduction of MoS2 to 2.35% in lithium-based grease did
not significantly affect the wear protection in schedule 1. Perhaps
most notable is the great similarity between the 2.35% and the
3% concentrations when using schedule 1, as evidenced by the
disappearance of the large frictional events after a short time
984 G. NEHME
Fig. 8—Frictional events of lithium-based grease with 2.35% MoS2 at
785 N load and schedule 1 and 2 speeds for 36,000 revolutions
(color figure available online).
through different tests, which is reflected in Figs. 2 and 8. This
self-healing process is not evident from schedule 2 tests (Figs. 2
and 8). Even more dramatic effects are seen clearly in the high-
magnification SEM images of Fig. 9 where abrasive wear is more
dominant in schedule 2 speeds using 2.35% MoS2 . The secondary
Fig. 9—Response surface diagram and scanning electron micrographs of the wear scar variations for 2.3% MoS2 greases under schedules 1 and 2 at an
extreme load of 785 N (color figure available online).
electron images of the tribofilm surface from a region within the
wear track show that the tribofilms are not uniform, and more
scratches are observed at schedule 2 speeds where the film has
been removed by interaction with wear debris. The scratches are
caused by the sliding of wear debris generated during the test,
resulting in some trenching.
The response surface 3D plots in Fig. 9 explore two factors
interactions (load and MoS2 concentration in grease) for various
average wear diameter calculations. The central theme of these
plots indicates that MoS2 concentrations are important when in-
creasing the contact load under schedule 1 and 2 speeds, with a
significant decrease in wear. The response surface diagram 3D
plots greatly coincide with the targeted value plots shown in Fig. 7
where the friction coefficient under reduced MoS2 concentration
was tested and the results are reflected in Fig. 8. The improve-
ments in schedule 1 tests were clearly identified when compared
to schedule 2 under the same loading conditions (Figs. 8 and 9).
The results indicated that MoS2 is a good extreme pressure
additive and is responsible for reduced wear under variable speed
conditions. The higher magnification scanning electron images of
the wear scar variations for 2.3% MoS2 greases under schedule 1
speeds indicated significant improvement. Wear debris was min-
imal and a very smooth surface resulted when compared to the
schedule 2 SEM image.
 Pressure Loading in Molybdenum Disulfide Greases
CONCLUSION
The friction and wear performance of MoS2 greases improves
greatly under variable scheduled speeds along with extreme load-
ing conditions. The friction coefficient stabilizes during schedule
1 variable speeds under an extreme load of 785 N. Lithium-based
grease occupies over 50% of the currently used greases and there-
fore it was chosen as the reference grease.
In this study, a DOE method was used to compare the wear
performance of greases with MoS2 as an EP additive under dif-
ferent scheduled speeds and extreme contact loads. It is quite ev-
ident that the MoS2 concentration determines the reduction in
wear associated with variable speeds, where the wear scars with
MoS2 greases are much smaller than without MoS2 , as reflected
in Table 1. The extent of wear is related to the variation in the
friction coefficient during the tests. Flat, eventless regions of the
friction coefficient associated with schedule 1 resulted in mini-
mal wear, whereas regions with large frictional events related to
schedule 2 and to steady-state speeds of 1,200 rpm resulted in in-
creased wear.
In this study, schedule 1 favored lower friction and thus a sta-
ble tribofilm formed and small amounts of abrasive wear were
clearly reflected in the scanning electron images. The results indi-
cated that grease with a blend of 3% MoS2 consistently exhibited
superior wear performance than greases without MoS2 . Sched-
uled speeds played an important role in the analysis, resulting in
reduced wear in several tests and enhancing the formation of an
antiwear film when MoS2 is used in combination with lithium-
based greases. Schedule 1 speeds also showed a significant reduc-
tion in MoS2 additive without affecting the antiwear performance
when using schedule 1 under extreme load.
ACKNOWLEDGEMENTS
This research was supported by the University of Texas at Ar-
lington and the University of Balamand at Lebanon. Testing as-
sistance provided by the lab staff at the University of Texas and
Dr. Pranesh Aswath is gratefully acknowledged.
REFERENCES
(1) Gansheimer, J. and Holinski, R. (1972), “Study of Solid Lubricants in Oils
and Greases under Boundary Lubrication,” Wear, 19(4), pp 439–449.
(2) Misty, A. and Bradbury, R. (2002), “Investigation into the Effect of
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