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Today, wear and tear is a metaphor whose cost cannot be ignored by real sector. For this reason, many sectoral and academic studies are carried out to minimize the wear effect. This study aims to create a perspective against wear problems for the automotive industry as well.

The 16MnC5 material, which is used as the U-joint material in the powertrain of the automotive industry, was subjected to heat treatment such as normalization and carburization at certain temperatures and duration. By subjecting the resulting carbide thickness to the abrasion process, the maximum effective heat treatment parameters against wear were determined.

It has been determined that the ideal cementation condition for 16MnCr5 steel to be used in the wear system is carburized samples at 900 °C for 3.5 h with a hardness depth of 1.04 mm.

The variation in which the surface hardness thickness and surface roughness obtained by different heat treatment variations of the U-joint part, which is one of the cardan shaft components that provide power transmission of heavy commercial vehicles, show the best wear resistance, were investigated. As a result of this study, the study is to prevent the waste of limited materials in the world and to reduce the repair and maintenance costs of commercial vehicles.

The peer review history for this article is available at: https://publons.com/publon/10.1108/ILT-05-2024-0152/

This paper aims to determine the usage time of the test lubricant N0, prepared from base oils of Aliaga Plant, Izmir, in gasoline and diesel‐engines, and the investigations of high‐temperature oxidation, engine‐protective properties, and property changes of the lubricant in performance time.

Physical and chemical properties of the lubricating oil were initially established, and the oil was then subjected to Petter W‐1 gasoline and Petter AV‐1 diesel test engines. Dismantling of the engine parts was followed by the examination of pistons, piston rings and bearings, and analysis of the lubricant was also undertaken. The engine performance test results and the quality control of the lubricating oil assessments were evaluated according to the International Engine Lubricant Specifications.

The lubricating oil, under sluggish experimental conditions, appears to meet a 40‐hour test in gasoline engines and a 120‐hour test in diesel engines with the specifications. This means that under usual working conditions the lubricants keep the engine protective properties in 7,000 km distance for gasoline run‐vehicles, and in 5,000 km distance for diesel run‐vehicles, after which change of the oil is required.

The paper provides information of value to those involved with lubrication and engine performance.