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Surface & Coatings Technology 203 (2009) 35413548

Contents lists available at ScienceDirect

Surface & Coatings Technology

j o u r n a l h o m e p a g e : w w w. e l s ev i e r. c o m / l o c a t e / s u r f c o a t

Friction and wear properties of steel backed Al10Sn4Si1Cu metallic strips

prepared via spray atomizationdeposition-rolling route
Parikshit Munda, R.K. Dube, Bikramjit Basu , S.C. Koria
Department of Materials and Metallurgical Engineering, Indian Institute of Technology, Kanpur 208016, India

a r t i c l e

i n f o

Article history:
Received 16 February 2009
Accepted in revised form 12 May 2009
Available online 21 May 2009
Keywords:
Steel backed bearing strip
AlSnSiCu bearing strip
Fretting
Friction
Wear
Spray deposition
Rolling

a b s t r a c t
In various load bearing structural applications related to automotive industries, steel backed aluminum alloy
strips are considered. For such applications, it is desired to design appropriate alloy composition for metallic
strip so that good tribological properties can be achieved. In our ongoing efforts to accomplish this aim, we have
recently fabricated a steel backed Al10Sn4Si1Cu bearing strip, which is prepared by spray depositing the
molten bearing alloy on a steel substrate, followed by warm rolling of the resulting laminated strip to different
thickness reductions up to 80%. The tribological performance of the steel backed Al10Sn4Si1Cu strips is
evaluated against the bearing steel. While the recorded steady state coefcient of friction (COF) does not show
any noticeable difference (varying in the range of 0.60.7) with respect to difference in warm rolling
conditions, the fretting wear rate (1026 10 5 mm3 N 1m 1) of the steel backed and warm rolled strips
exhibits a systematic decrease in wear rate with increase in amount of warm rolling. SEM-EDS analyses reveal
the oxidative wear and the extensive cracking of alumina rich tribolayer as the dominant material removal
mechanisms. The tribological properties of the spray deposited and 80% rolled steel backed Al10Sn4Si1Cu
bearing strip is compared with those of a commercially available AlSn based sleeve bearing under identical
fretting conditions.
2009 Elsevier B.V. All rights reserved.

1. Introduction
Bimetallic strips are generally used for making bearings for the
crankshaft of an internal combustion engine. Such a bimetallic strip
consists of a bearing layer, which is metallurgically bonded to a
supporting steel strip. Two approaches are widely adopted for preparing such bimetallic strips. The rst and the original approach is
based on powder metallurgy. It consists of spreading a powder mass of
the chosen bearing alloy over a steel strip surface, which is subsequently heated to a suitable temperature in protective atmosphere
to bring about sintering between powder mass and supporting steel
strip. The sintered composite strip is subsequently rolled and heat
treated to produce a dense layer of the bearing alloy metallurgically
bonded with the supporting steel strip. The second approach consists
of preparing a thin strip of the chosen bearing alloy by casting or
powder metallurgy, and subsequently the strip is roll bonded to form
the bimetallic strip.
There has been a development in the above mentioned rst
approach for preparing bimetallic strip, wherein liquid or semi-liquid

Corresponding author. Fax: +91 512 2597505.

E-mail address: bikram@iitk.ac.in (B. Basu).
0257-8972/$ see front matter 2009 Elsevier B.V. All rights reserved.
doi:10.1016/j.surfcoat.2009.05.021

droplets of bearing alloys are deposited on the specially prepared

surface of the supporting steel strip. Subsequently, the laminated
composite, i.e. the deposited bearing alloy together with the steel
strip, is rolled and heat treated to form the bimetallic strip. A most
convenient way of preparing liquid or semi-liquid droplets of the
bearing alloy is by gas atomization of liquid metals. In principle, the
manufacturing route consists of gas atomization of the chosen liquid
bearing alloy in a closed chamber, and allowing the atomized droplets
to deposit on a steel strip substrate, kept at a suitable distance below
the geometric point (also known as gas impingement point) of the
atomizer in the atomization chamber. On cooling, a laminated
composite strip is obtained, in which the spray deposit of the bearing
layer is adhered with the supporting steel strip.
Prior to atomization, the surface of the steel strip substrate should be
shot blasted for better adherence of the spray deposit with the steel strip
surface. In a batch type operation, the thickness of the spray deposited
bearing layer could be controlled by the amount of the initial metal
taken for melting, whereas in a continuous type it is controlled by the
speed of the traversing steel strip substrate. Subsequently, the laminated
composite strip is rolled at a suitable temperature to obtain nearly full
density in the deposit, good metallurgical bonding between bearing
alloy layer and steel strip substrate and improved mechanical properties.
The above manufacturing route for making bimetallic strip can be
designated as spray atomizationdeposition-rolling route. It should be
noted that a similar manufacturing route, developed by Singer [1] has

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been investigated for preparing monolithic metal strip. However, not

enough research and development work has been carried out for
preparing steel backed bearing alloy strip by this route [2].
Aluminum alloys and copper alloys are two major materials used
for the bearing alloy layer. The most common alloying element in
aluminum alloys is tin or lead, which imparts the lubricating property
and compatibility. However, the environmental regulations restrict
the application of lead in bearing alloy layer. In an earlier paper the
experimental results of the preparation of the steel backed AnSn
strip via spray atomizationdeposition-rolling route have been described and discussed [3]. The tribological behavior of such bimetallic
strip has also been reported therein [4].
Although AlSn alloys have good bearing qualities, they are not
suitable for the application in high speed and load engines. Copper can
be added to AlSn alloys to increase the strength of the aluminum
matrix. It also enhances the fatigue property. Copper is added generally
in the range of 0.12 wt.%. The wear resistance and the seizure resistance of the bearing alloy layer can be improved by the addition of
silicon in the range of 34 wt.% [5]. On the basis of all these considerations, a typical aluminum alloy composition for the bearing
application could be Al10 wt.%Sn4 wt.%Si1 wt.% Cu (henceforth
abbreviated as Al10Sn4Si1Cu).
Friction and wear are of considerable importance in components
used for bearing applications. It is important to understand the
tribological behavior of steel backed Al10Sn4Si1Cu strip. Fretting,
as an important wear phenomenon, refers to any situation in which
the contacts between materials are subjected to a low amplitude
oscillatory sliding motion [6,7]. Fretting often takes place in hubs and
disks press tted to rotating shafts, in riveted and bolted joints,
between the strands of wire ropes, and between the rolling elements
and their tracks in stationary ball and roller faces [6]. The displacement amplitude (5300 m) encountered in fretting are smaller than
those of reciprocating sliding [7]. This means that contact is
maintained over most of the tribosurfaces during fretting. As a result,
much of the wear debris produced by fretting remains trapped at the
interface, which can cause seizure in components such as exible
couplings [8]. Another important aspect of fretting is the development
of fatigue cracks in the damaged region, which reduces the fatigue
strength of the cyclically loaded components.
In the present paper, fretting wear behavior of the rolled and heat
treated steel backed Al10Sn4Si1Cu via spray atomizationdepositionrolling route against bearing steel has been investigated and discussed.
An attempt is made to identify the dominant mechanisms responsible for
the wear during fretting. The tribological behavior of the present bimetallic strip is also compared with that of the rolled and heat treated
steel backed Al10Sn alloy strips, prepared via the same route [4]. More
importantly, a performance comparison is being made with commercial
AlSn bearing alloy, used as sleeve bearings in a premier Indian
automotive company, when tested under identical fretting conditions.
2. Experimental
2.1. Materials
A schematic view of the experimental set-up used for depositing
bearing alloy layer on the steel strip substrate is shown in Fig. 1(a). It
consists of a melting furnace, a combined spray atomization and
deposition chamber. A resistance heating furnace, using SiC heating
elements, was designed to melt the alloy.
The required amounts of Al4.4Si1.2Cu master alloy and Sn
corresponding to Al10Sn4Si1Cu were taken, and were melted in a
cylindrical stainless steel crucible. Tin pieces were added after the
master alloy has been melted. Molten alloy was delivered in the spray
atomization chamber through a 137 mm long graphite tube of 4 mm
diameter. A specially designed stopper was inserted in the hole of the
metal delivery tube to prevent the ow of liquid metal during melting.

For each spray atomization run, the mass of melt was 250 gm. The
molten Al10Sn4Si1Cu alloy was atomized, using air jets at a
plenum pressure of 18 kg cm 2 in a free fall atomizer. The steel strip
substrate of size 380 mm 80 mm 1 mm was kept at a distance of
450 mm below the bottom of the melting furnace. Prior to deposition,
the surface of the steel strip substrate was shot blasted with SiC
particles. The centre of the substrate coincided with the central axis of
the melt delivery tube. The substrate was held rmly by placing heavy
weight at both the ends. A sample of size 20 mm 75 mm was taken
from both ends of the spray deposited steel backed Al10Sn4Si1Cu
strip for rolling. This had a thickness of the deposit as 1 0.2 mm. The
steel backed spray deposited Al10Sn4Si1Cu strip samples were
rolled at 200 C on a single strand, non-reversing type two-high
rolling mill having 135 mm diameter rolls. Such a rolling process has
been referred to warm rolling (WR) in the present paper. Before
rolling, samples were heated at 200 C for 45 min in nitrogen
atmosphere. The reheating furnace and warm rolling furnace were
interconnected in such a manner that the strips were in the nitrogen
atmosphere right up to the nip of the rolls. The laminated composite
Al10Sn4Si1Cu strips were rolled to 20, 40, 60, and 80% reduction
in total thickness and annealed at 200 C for 45 min. Prior to the wear
test, the microstructure of the steel backed spray deposited Al10Sn
4Si1Cu bearing strip was investigated by X-ray diffraction (SEIFERT
ISO DEBYEFLIEX 2002 X-ray diffraction machine) using Cu K radiation ( = 0.154059 nm) and optical microscope (ZEISS, Axioskop 2
MAT).

2.2. Wear test and characterization

The fretting experiments were performed using a computer controlled fretting machine, (DUCOM TR281-M, Bangalore, India), which
produces a linear relative oscillating motion with ball-on-at conguration. By a stepper motor, the at sample was made to oscillate with
a relative linear displacement of constant stroke and frequency. The
displacement of the at sample was monitored by an inductive displacement transducer. A piezoelectric transducer was used to measure
the friction force. The variation in tangential force was recorded and
the corresponding coefcient of friction was calculated online with the
help of a computer based data acquisition system.
Warm rolled Al10Sn4Si1Cu strip samples having dimensions
10 10 mm were used as ats samples for wear testing. Bearing grade
steel balls were used as counterbodies, which were kept stationary while
the at samples were subjected to reciprocating motion. For comparison,
fretting tests were also conducted on commercial steel backed AlSn
sleeve bearing alloy under identical conditions. The commercial sample
was procured from a leading Indian automotive industry and this alloy
contains around 14%Sn.This bearing material is used widely in an Indian
car and the material has been designed as Ind-C.
Before the fretting tests, both at and ball were ultrasonically
cleaned in acetone. The fretting experiments were performed at 4 Hz
oscillating frequency with 100 m linear strokes for 20,000 cycles
duration under 1N load. Also, the combination of testing parameters
results in the gross slip fretting contacts. All experiments were
conducted in air at room temperature (30 2 C) with relative
humidity (RH) of 45 5%. The schematic of the fretting wear test setup is shown in Fig. 1(b).
After each test, the worn surfaces of both the at and the ball were
observed using an optical microscope. Further detailed characterization
of the worn surfaces was observed using a scanning electron microscope
(FEI QUANTA 2000 HV SEM) equipped with energy dispersion spectroscopy (EDS). The wear volume of both at and ball were calculated from
the measured wear scar diameters using the equation given by Klaffke
[9]. The use of this equation is reported to be justied for the present
fretting conditions (providing error of 5%),when the wear scar diameter
is larger than twice the Herzian contact diameter, as was the case in the

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Fig. 1. Schematic diagram of spray atomization and deposition set-up (a) and fretting wear test set-up (b).

present experiments. From the estimated wear volume, the specic

wear rates [(wear volume)/(load distance)] are calculated.
3. Results and discussion
3.1. Porosity and phases present in the spray deposited and warm rolled
steel backed Al10Sn4Si1Cu strip
The porosity in the bearing layer of the steel backed Al10Sn4Si
1Cu strip after different amount of thickness reduction by warm

rolling is given in Table 1. It can be seen that the porosity in the bearing
layer is decreased with increased percentage of warm rolling. The
porosity after 80% warm rolling is ~ 0.5%. A representative optical
microscopy image of 80% rolled is provided in Fig. 2(a).
In order to illustrate the phase assemblage of the thin bearing strip, a
representative XRD plot of the 80% rolled sample is provided in Fig. 2(b).
While the strong peaks of Al matrix and Sn precipitates are recorded, the
minor peaks from the second phases, e.g. Si and Al2O3 are also observed.
The formation of any reaction phases is not observed within the
detectable limit of the XRD unit under the present condition.

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Table 1
Percent porosity and specic wear rate of spray deposited Al10Sn4Si1Cu strip as a
function of percent warm rolling (WR).
S. no.

Sample

% Porosity

COF

Specic wear rate,

(10 5 mm3 N 1 m 1)

1
2
3
4
5.

Al10Sn4Si1Cu,20%WR
Al10Sn4Si1Cu,40%WR
Al10Sn4Si1Cu,60%WR
Al10Sn4Si1Cu,80%WR
Ind-C (Al14Sn),as received

10.5
3.7
1.2
0.5

0.66
0.68
0.61
0.63
0.75

26
22
16
10
18

3.2. Friction and wear properties

In order to assess the inuence of the processing conditions on
the frictional properties, the fretting wear tests were carried out on
Al10Sn4Si1Cu strip, warm rolled with variation in the thickness
reduction of 2080%. The continuously recorded coefcient of friction
is plotted in Fig. 3. During the initial 1000 cycles, the COF rises to a very
high value of 0.70.9 and thereafter, it attains a steady state value. The
steady state COF varies in the narrow window of 0.60.7, independent
of warm rolling thickness reduction. Therefore, it can be said that the
warm rolling conditions, as used in the present work do not have any

signicant inuence on frictional properties of steel backed Al10Sn

4Si1Cu strip against bearing steel ball. It can be pointed out here that
all the investigated strips, after different amount of warm rolling,
contain porosity in the range of 0.510.5%.
In an earlier work, the steady state COF of steel backed Al10Sn
bearing strip after similar level of warm rolling exhibited steady state
COF between 0.75 and 1.2 against steel counterbody under identical
fretting condition. Those bearing strips, however, had different level of
porosity, and were in the range of 931% [4].
The specic wear rate of the spray deposited and warm rolled steel
backed Al10Sn4Si1Cu strips were calculated from measured wear
scar diameter of the worn surfaces of the respective samples after
fretting under investigated conditions. The wear rate decreases in a
systematic linear manner with percent warm rolling which can be
seen in Fig. 4(a). At the highest warm rolling conditions (80%), the
wear loss of Al10Sn4Si1Cu is the lowest. In an effort to analyze the
inuence of the porosity on wear resistance, Fig. 4(b) plots the wear
rate versus percent porosity. It is clear that wear rate increases with %
porosity and the strip with 0.5% porosity exhibited highest wear
resistance.

3.3. Worn surface topography of the spray deposited warm rolled steel
backed Al10Sn4Si1Cu strip
Detailed microstructural investigation using SEM-EDS was carried
out on the worn surfaces of warm rolled steel backed Al10Sn4Si
1Cu spray deposit to understand the mechanism governing the
fretting wear. Fig. 5(a) displays the overall topographical features of
the worn scar formed on the surface of the 20% warm rolled Al10Sn
4Si1Cu spray deposit strip after 20,000 cycles under 1N load for
100 m linear amplitude and 4 Hz frequency against bearing grade
steel ball. It is clear from Fig. 5(a) that the entire surface is covered
with the tribochemical layer with different topographical contrast.
The details of such layer can be seen with more clarity in Fig. 5(b). The
extensive cracking can be seen both along the fretting direction as well
as perpendicular to the fretting direction. Also the cracking has been
found to be more severe near the central region of the worn surface.
No evidence of abrasion or plastic ow can be seen. EDS compositional
analysis of multiple areas of the worn surface reveals that the
tribochemical layer is essentially alumina rich. Also the intensity of the
Fe-peak appears to be very weak essentially indicating insignicant

Fig. 2. Optical micrograph of steel backed and 80% warm rolled Al10Sn4Si1Cu strip
(a) and XRD plot of steel backed and 80% warm rolled Al10Sn4Si1Cu strip.

Fig. 3. Coefcient of friction of spray deposited (SD) steel backed 80% thickness reduction,
and commercial sleeve bearing Ind-C, as a function of number of cycles.

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with Fig. 6(b) however conrms that the severity of fretting induced
damage is noticeably reduced as the percent warm rolling increased
from 40 to 60%.
Fig. 8(a) and (b) show typical SEM images, showing overall
topography of worm surfaces of the metallic strip with the highest
percent warm rolling (80%). The worn surface exhibits even much less
cracking induced damage mechanism [see brighter contrast area in
Fig. 8(a)]. The major part of the worn surface is however covered with
tribolayer. Also, signicant amount of ner and agglomerated debris
particles are observed in the regions, adjacent to the edges of wear
scar. Like in other cases, the amount of Fe transfer to worn surface is
minimum.
From the above observations, it should be clear that oxidative
wear and cracking of the tribochemical layer are the major wear

Fig. 4. Specic wear rate of Al10Sn4Si1Cu as function of percent warm rolling (a)
and percent porosity (b).

transfer of materials from mating counterbody (steel ball). One

representative EDS spectrum is provided in the inset of Fig. 5(b).
When the same metallic strip, after 40% warm rolling is fretted
under identical conditions, we observed much extensive cracking of
the tribochemical layer throughout the worn surface. Also, a large
amount of wear debris particles (both ner in size as well as
agglomerated) are found around the periphery of the worn surface.
The details of the wear debris particles in terms of size and shape can
be seen in the inset of Fig. 6(a). Largely, the wear debris particles are of
submicron size with few agglomerated irregular shaped debris
particles appearing in sizes of less than 10 m. Again, EDS compositional analysis conrms [inset of Fig. 6(b)] the presence of alumina rich
tribochemical layer. The fragmentation of the tribochemical layers can
be clearly seen in Fig. 6(b). It is easy to realize that during continuous
fretting process, a number of fragmented parts of tribochemical layer
with sizes in the range of 50100 m can be easily spalled and this will
lead to the subsequent wear of the underlying material.
In case of the same Al10Sn4Si1Cu based metallic strip after 60%
warm rolling, similar topographical features are clearly observed [see
Fig. 7(a)]. The detailed topographical observations, as shown in Fig. 7(b)
reveal the extensive occurrence of cracking. A comparison of Fig. 7(b)

Fig. 5. Typical SEM images at different magnications showing overall topography of

worn surfaces of spray deposited and 20% warm rolled Al10Sn4Si1Cu strip: fretting
conditions-20,000 cycles, 4 Hz frequency, 100 m stroke length; counter body: bearing
steel; arrows indicate fretting direction.

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mechanisms. During the initial stage, Al is oxidized to form Al2O3 layer.

During repeated fretting stroke, Al2O3 rich tribolayer cracks and a
number of cracked islands of wear fragments are formed. The observation of large amount of wear debris particles around the wear scar
periphery indicates that such debris particles are formed due to repeated fracturing of such wear fragments and subsequently ejected out
from the tribological interface.
3.4. Comparison of the tribological behavior of the present material with
that of other materials
The tribological behavior of the spray deposited and warm rolled
steel backed Al10Sn4Si1Cu strip was compared with that of sleeve
bearing material (designated as Ind-C), used widely in an Indian car.

Fig. 7. Typical SEM images at different magnications showing overall topography of

worn surfaces of spray deposited and 60% warm rolled Al10Sn4Si1Cu strip: fretting
conditions-20,000 cycles, 4 Hz frequency, 100 m stroke length; counter body: bearing
steel; arrows indicate fretting direction.

Fig. 6. Typical SEM images at different magnications showing overall topography of

worn surfaces of spray deposited and 40% warm rolled Al10Sn4Si1Cu strip: fretting
conditions-20,000 cycles, 4 Hz frequency, 100 m stroke length; counter body: bearing
steel; arrows indicate fretting direction.

The EDS analysis of the bearing layer showed that it was basically
aluminum-based, having approximately 1415 wt.% tin as the major
alloying element. Fig. 3 also plots the continuously recorded
coefcient of friction of the Ind-C material. During the initial
1000 cycles, the COF rises to a high value of 0.8, and thereafter, it
attains a steady state value. The steady state COF varies in the narrow
range of 0.70.8, having an average value of 0.75. The specic wear
rate of the Ind-C material was found to be 18 10 5 mm3 N 1m 1. It
can be seen that the COF value and the specic wear rate of the Ind-C
material is greater than that of the spray deposited and 80% warm
rolled steel backed Al10Sn4Si1Cu strip (containing 0.5% porosity)
used in the present study. The corresponding value of average COF and
specic wear rate were 0.63 and 10 10 5 mm3 N 1m 1 respectively
(Table 1).
Fig. 9(a) shows representative SEM image of the overall topography
of the worn surface formed on the Ind-C material after 20,000 cycles

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The present work demonstrates that suitable alloy design approach can enable us to develop better metallic strip of Al10Sn4Si
1Cu composition having a lower of COF of 0.63. From the aspect of real
applications, any tribological material experiencing lower friction is
always preferred. This is due to the fact that the dissipated energy will
be lower in case of material combinations with lower COF and as a
result, lower energy needs to be supplied from external source to
maintain relative motion at the tribological interface. On the basis of
the present study, it should be clear that the WR-80 sample should be
preferred over commercial sleeve bearing alloy (Ind-C sample) for
given automotive applications. This will ensure longer durability coupled with energy savings as well as from economic aspect (less frequent replacement).
The advantage for the use of Al10Sn4Si1Cu alloy over the Al10Sn
alloy produced via the same processing route can also be mentioned

Fig. 8. Typical SEM images at different magnications showing overall topography of

worn surfaces of spray deposited and 20% warm rolled Al10Sn4Si1Cu strip: fretting
conditions20,000 cycles, 4 Hz frequency, 100 m stroke length; counter body: bearing
steel; arrows indicate fretting direction.

under 1N load for 100 m linear amplitude and 4 Hz frequency against

bearing grade steel ball. It is clear that the commercial bearing material
experiences extensive tribochemical wear. More signicantly, large
amount of coarse sheet like wear debris particles are found to disperse
around wear scar edge. Also, ner wear debris particles are also
observed. The details of the tribological layer formed on the surface can
be seen more clearly in Fig. 9(b). Extensive cracking of the
tribochemical layer along with severe fragmentation of tribochemical
layer are evident. EDS analysis conrms that tribochemical layer is
essentially oxide rich. The amount of steel transfer to at is negligible.
The implication of the present work is important. In our earlier
work, we reported the tribological properties of Al10Sn metallic strip
under identical fretting conditions. One of the important results was
that Al10Sn alloy, when warm rolled 75%thickness reduction,
exhibits high COF of 0.9.This material was prepared using the same
approach as used for steel backed Al10Sn4Si1Cu bearing strip [4].

Fig. 9. Typical SEM images at different magnications showing overall topography of

worn surfaces of AlSn commercial sleeve bearing (Ind-C): fretting conditions
20,000 cycles, 4 Hz frequency, 100 m stroke length; counter body: bearing steel;
arrows indicate fretting direction.

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from the processing aspect. From the manufacturing aspect, the addition
of Si enhances the uidity of the melt and thereby ensures a more dense
spray deposit of the bearing layer on the steel substrate. As a result, steel
backed Al10Sn4Si1Cu bearing alloy strip will require less amount of
warm rolling for achieving near full density in the bearing layer as
compared to steel backed Al10Sn bearing alloy strip produced under
identical condition of spray deposition and rolling.
4. Conclusions
In the present work, the steel backed and warm rolled Al10Sn
4Si1Cu metallic strips were fretted against bearing steel. Based on
our experimental observations, the following conclusions are drawn:
a. No signicant difference in terms of the frictional behavior was
observed, when the metallic strips, warm rolled to varying thickness reductions of up to 80%, were subjected to fretting wear
against steel. Independent of warm rolling conditions, the steady
state COF varies in the narrow window of 0.60.7.
b. The specic wear rate decreases in a systematic linear manner
with percentage warm rolling of spray atomized layer. The wear
rate of 80% warm rolled steel backed Al10Sn4Si1Cu strip was
found to be 10 10 5 mm3.N 1.m 1.
c. The tribooxidation is the dominant wear mechanism and the
formation of alumina rich tribolayer is observed irrespective of
warm rolling conditions. The cracking of tribolayer and signicant

wear debris (both submicron and agglomerated) formation are

found to be additional mechanisms.
d. The COF of the spray deposited and 80% warm rolled steel backed
Al10Sn4Si1Cu strips has been found to be lower than that of the
spray deposited Al10Sn composition subjected to similar amount
of warm rolling.
e. The COF value and the specic wear rate of the present material
warm rolled to 80% has been found to be lower than that of a typical
steel backed AlSn bearing alloy strip used in a commercially produced Indian passenger car.
References
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deposition-rolling route, MTech dissertation, Indian Institute of Technology, Kanpur,
India, 2005.
[3] M.R. Tripathy, R.K. Dube, S.C. Koria, J. Mater. Process. Technol. 190 (2007) 342.
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