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rubbing surfaces and thus generate load-carrying capacity. The Symposium will attempt to identify new load- carrying mechanisms. Further, third bodies can accelerate surface destruc- tion and such instances will also be taken up.

The effect of boundary conditions (adhesion between third-bodies and surfaces, auto-adhesion between particles) on load-carrying mechanisms will be discussed. Further, the 'no-slip at the wall' is a very convenient boundary condition in lubrication. The Symposium will investigate what can be written in its place in dry friction for either two or three body contacts.

Interface modeling will also be discussed with the exception of Newtonian and non-Newtonian films which were taken up during the 13th Leeds-Lyon Symposium on Tribology.

Maurice Godet or Daniel Berthe, Laboratoire de M6canique des Contacts, I.N.S.A., B~timent 113, 20, avenue Albert Einstein, 69621 Villeurbanne C6dex, France

A bearing material compatible with advanced crankshaft materials Turbo-charging and design advances have improved engine performance and consequently increased the loads that must be borne by engine bearing,. The trend towards nodular cast iron crankshafts and reduced bearing sizes to minimise friction further increases shaft/bearing interaction and acts to reduce the vital oil film thickness between journal and bearing.

This new environment is often too harsh for traditional crankshaft bearing materials. To meet these demands, the AE Group's bearing specialist Glacier Metal has developed Glacier RB77E, which has enhanced durability and seizure resistance com- bined with high strength and good corrosion resistance properties.

RB77E is an aluminium-tin-silicon- copper alloy roll-bonded to a steel backing. After bonding, the hi-metal is heat treated further to strengthen the

bond and to achieve the required physical properties. The microstructure of the alloy contains a reticular (continuous) tin phase interspersed with discrete silicon particles. This structure obviates the need for overlay plating. Hence the overlay wear problems associated with cast iron crankshafts are eliminated.

The material is currently being evaluated by engine manufacturers in extensive high performance development trials, especially where bearing sizes have been reduced to lower frictional losses.

AE plc, Cawston House, Rugby, Warwickshire CV22 7SB, UK

The most expensive lubricant in the world? A lubricating grease capable of with- standing temperatures of up to 300°C is being marketed by a British company at £286 a kilo, making it one of the most expensive lubricants in the world.

Fluortec F2 is a product based on a perfluorinated polyether from Lubrichem Limited of Manchester.

In addition to its high temperature resistance, Fluortec F2 is resistant to a wide range of substances. These include hot water (up to IO0°C), live steam, solvents, oils and light fractions, acids, alkalis, chlorinated solvents, chemicals and oxygen.

It is compatible with all metals, glass, plastics and the majority of elastomers. It has a normal operating temperature range of-20°C up to 250°C and will work up to 300°C for 2 to 3 hours.

The main applications for this product are where a long life lubricant is demanded in extreme operating and environmental conditions. Such appli- cations include electric motor bearings, roller bearings on furnace slides, vacuum units and handling and pump- ing of solvents.

It is an NLGI No. 2 lubricating grease with high shear stability and is usable from -25°C max to 310°C max.

Lubrichem Limited, Crown Oil Works, Worsley Road, Patricroft, Eccles, Manchester, UK.

Lubrichem " s chie] executive Colin Robson making a personal delivery o f Fluortec F2, possibly the most expensive lubricant in the world

T R IBO LOGY international 161