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DIESEL ENGINE VALVE FAILURES

Conference Paper · April 2002

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 DIESEL ENGINE VALVE FAILURES

D. Morehouse* and J. Porter* and J. Hiltz*and M. Brauss**

*PO Box 1012, Dartmouth , Nova Scotia, Canada, B2Y 3Z7

Defence Research Development Canada Atlantic
**Proto Manufacturing Ltd., 2175 Solar Crescent, Oldcastle, Ontario, Canada,
N0R 1L0

Abstract: The use of diesel engines for propulsion and electrical power generation on
marine platforms is well established. Maintaining diesel robustness while delivering the
required output in as light and as small a package as possible is a challenging task. The
global economy supply lines, the reduction of the number of crew on these platforms, and
the reliance on electronic system monitoring have introduced factors that reduce the odds
of providing a long-lived and trouble-free power plant. Problems associated with system
integration, variations in lubricants and fuels, design oversights and varied maintenance
and operational environments all affect diesel reliability. Evaluation of failed components
can provide insight into operational conditions that existed prior to the failure of a
component. These conditions in turn can be used to make changes that will reduce the
chance of similar problems reoccurring.

This paper discusses the failures of diesel engine valves investigated over the years at
DRDC(A). In particular, conditions that led to their demise are discussed. Approaches
to reducing future problems are proposed.

Key Words: Diesel valves; Fuel dilution; Lubricant oxidation; Residual strains

Introduction: Defense Research Development Canada Atlantic’s Dockyard Laboratory

spends a large percentage of its time solving problems encountered by the Canadian
Navy. Expert scientific consulting aimed at determining why components have failed is
one of the services provided by the Dockyard Laboratory.

The Canadian Navy utilizes diesel power plants from a variety of suppliers. These are
used in a number of capacities including propulsion engines and electric generators,
which either supply electricity to ship systems or to electric propulsion drives. Engine
valves, due to their extreme operating conditions, tend to display the effects of abnormal
engine operation conditions. The consequences of a valve failure can vary from minor
repairs and replacement to the destruction of other components that can ultimately lead to
the destruction of the engine itself.
The investigations of valve problems have focused on material application/specification,
cracking, pitting, and combustion byproducts (deposits). In this paper, valve failures from
a General Motors model 149 V16 diesel electric generator, a Deutz MWM model
TBD602V16K diesel electric generator and a SEMT Pielstick model 20PA6 propulsion
diesel engine, used on the Canadian Forces ships, are discussed.

Engine Valve Failures - Causes

Reference A indicates that the most notable mechanisms for valve failure from exhaust
blow- by are a) inadequate tappet clearances or weak valve springs which prevent a valve
from seating properly and b) the formation of hard glazed deposits which when they
break away provide passages through which hot combustion gases can be forced.
Lubrication oil additives, rich fuel mixtures, and excessive idling are conditions that can
lead to deposit formation. Valve failures initiated from inadequate tappet clearance or
weak springs generally show up in short engine operating time periods. Valve failures
resulting from valve face deposits are generally associated with longer engine operating
times.

Case Histories

General Motors Model 149 V16 Diesel Electric Generator

The Laboratory was requested to determine the cause of the failure of three exhaust
valves from a GM 149 V16 diesel electric generator (1000 kilowatt). It was reported that
the valves had been in service for less than two thousand hours. The valves are shown in
Figures 1 and 2. It can be seen that two of the valves had lost significant amounts of head
material. This engine seemed to be experiencing combustion problems as a number of its
injectors sustained extensive heat damage. Engine temperatures were high enough to
melt the injector tips.

Figure 1 Figure 2

The valves had significant amounts of combustion deposit on their austenitic steel heads,
backs of heads and lower stem fillet areas (Figure 1) and combustion faces (Figure 2).
Close-ups of the valves that had suffered severe material loss are shown in Figures 3 and
4. Smaller areas showing less severe stages of material loss can also be seen on the
valves. A close-up of the valve head that had not experienced material loss is shown in
Figure 5. Hard glazed black deposits and pitting on the seat of the valve face can be seen.
The upper stems of these valves (valve guide regions) were relatively clean indicating no
excessive wear.
Areas where deposits are still adhering or where they have broken away are potential
channels for combustion gases to flow through. That is, the deposits can prevent a valve
from seating properly or they can cause deformation of the seating surface so that when
they break away a pit is left behind.

Figure 3 Figure 4

Once the seal between the seating faces

of a valve and the valve seat insert is
breached the highly pressurized hot
combustion gases flow through, burning
and eroding away the seating surfaces.
The end result over an extended period of
time is the destruction of the head of the
valve.

Figure 5

It was concluded that the buildup of hard glazed combustion deposits on the seating faces
of these valves had led to hot combustion gas blow-by. This resulted in localized burning
and erosion of the valve heads. Although the formation of hard glazed deposits is
associated with a long-term process, other factors most likely contributed to the valve
failure. Corrosion pitting of valve injector springs from similar engines had been
observed (Reference B). This would weaken the springs and initiate metal fatigue
induced failures. The malfunctioning injectors due to weakened or broken valve injector
springs would result in improper combustion and deposit formation.

SEMT Pielstick Model 20PA6 Propulsion Diesel Engine.

The Laboratory was requested to determine the cause of failure of an intake valve and its
seat from SEMT Pielstick 20PA6 propulsion diesel engine (PDE). The valve, #2 in
Figure 6, failed after approximately four thousand hours of operation. The companion
intake valve, #1 in Figure 6, was received for comparison. Service engineers indicated
that none of the valve and valve inserts failures were the result of faulty installation.
It can be seen in Figure 6a that the damaged valve had lost a portion of its head.
Significant amounts of combustion deposits were found on the lower stem and back of
head areas of these valves (Figures 6 and 6a). The combustion faces of the heads of these
steel (ferritic or martensitic) alloy valves were clean.

The clad seat (similar to an Inconel alloy) of the failed valve shown in Figure 7.

Figure 6a

This seat and that of the companion valve were

roughened and pitted. This roughened condition was
associated with a tightly adhering black glazing
which, when it broke away, left a damaged surface
(Figure 8a and 8b).

A cross section taken from the failed valve seat is

shown in Figure 9. This indicated that corrosion of
Figure 6 the surface was occurring. Pitting on the surface of
the valve seat was also occurring and was attributed
to debris trapped between the valve seat and the valve insert seat. Figure 10 shows
evidence that foreign debris was being trapped and was displacing the valve seat material
(ridge along edge of one of the pits, shown by arrow). Similar damage was noted on other
engine valves.

The failed valve’s associated valve seat insert had

prominent radial cracks. One crack had traversed the
cross section of the seat (“a” in Figure 11) and a
second crack extended part way through the cross
section (“b” in Figure 11). Close ups of these cracks
are shown in Figures 11a and 11b respectively.

Figure 7
Figure 8a Figure 8b

Figure 9

Figure 10

Figure 11a

Figure 11 Figure 11b

Four other shallower radial cracks were observed and arrow heads in Figure 11 marks
their locations. The surface of the seat is shown in Figure 12. It had a mottled, glazed
and discolored appearance that is indicative of scaling due to high temperatures.
Figure 12 Figure 13

Blow-by was not apparent at all the cracks. Evidence of exhaust gas blow-by (for
instance, the scaling of the surface of the seat) was most noticeable at the crack shown in
Figure 13
.
A cross section of the valve seat insert containing two of the radial cracks, shown in
Figure 13, was prepared at midspan of the width of the seat. Figure 14 shows the seat
surface initiation area for one of these cracks. Surface attack and the presence of an
adjacent crack can be seen. Figure 15a shows
a view of the etched microstructure of the valve
seat insert. The light grey layer along the top
(arrow) is the oxidized surface layer. The
microstructure consists of a martensitic matrix
(dark gray areas) with iron chromium carbides
(white phase). A micrograph of unetched valve
seat insert material is shown in Figure 15b and
indicates that corrosion of the seat's surface is
Figure 14 preferentially occurring in the matrix. The
chromium carbides, that appears as depressions in these micrographs, were for the most
part not affected as they remained intact within the corrosion layer. The attack on the
matrix material is likely due to the influence of chromium concentrations.

Figure 15a Figure 15b

That is, the areas of the surface with higher chromium concentration are more resistance
to corrosion and oxidation processes. The type of finger attack shown in Figure 15b
(arrow) is detrimental as it provides stress concentration sites where cracking or metal
fatigue can initiate.
 Evidence of melting of the valve seat material
and material removal by exhaust gas blow-by
can be seen in Figure 11a. The most notable
areas of material loss were near the largest
cracks ("a" and "b" in Figure 11). These
cracks, which exhibited different growth
patterns, are shown in Figure 16. The crack
“a”, associated with the burnt hole in the valve,
displayed an almost straight front while crack
Figure 16 “b” displayed a thumb nail shape characteristic
of metal fatigue by physical and/ or thermal
cyclic loads. The initiation areas for both cracks were at the surface of the seat (arrows in
Figure 16).

Scanning electron microscopy of the cracks did not provide conclusive morphological
evidence of metal fatigue on the fracture surfaces due to the surface oxidation by the high
temperatures.

Chemical analysis by energy dispersive x-ray spectrometry and X-ray diffraction of the
black glazing observed on the seat of the valves, the black and white deposits found on
the surfaces of the valve heads, the dark gray deposits found in the pits on the seat of
valves (Figure 9), and the corroded layer on the valve seat insert (Figures 15a and 15b)
all indicated the presence of calcium and sulfur along with other combustion residuals.
A possible source of the calcium/sulfur - based deposit were additives in the lubricating
oil used in the engine (Military Specification MIL-L- 9000H Lubricating Oil, Shipboard
Internal Combustion Engine, High Output Diesel) and from the fuel used in the engine.

Hardness measurements of the valve seat insert material below the surface (513 HV), the
valve seat insert material at the surface (460 HV) and the clad valve seat area (302 HV)
indicated a considerable difference in hardnesses. The difference in hardness between
the face of the valve seat and valve seat insert explained why entrapped debris damaged
the valve seat and not the valve seat insert. The lower surface hardness of the valve seat
insert suggests that the surface area has suffered high temperature degradation.

Black hard glazing was found on the seating and is shown in Figures 8a and 8b. The
buildup of these deposits can prevent a valve from seating properly or can cause
deformation of the seating surface. As deposits break away pits or channels are left on
the seat surface. Once the seal between the valve face seat and valve seat was breeched
highly pressurized hot combustion gases flowed past the seat, burning and eroding away
the seating surface. This led to the destruction of the valve and valve seat insert observed
in this instance. Although the deposits on the valves were not as heavy as those depicted
in reference A, the evidence suggested that the deposits were responsible for the observed
failures.

It was concluded that physical and corrosive deterioration of the seats of the valves and
valve seat inserts was occurring. The linear or finger like corrosion pitting on the seats of
the valve seat inserts acted as stress risers and helped the initiate fatigue cracking. The
presence of sulfur associated with the glazing deposit and surface pits of both
components suggested hot corrosion (sulfate induced) was occurring.
The operational settings of a bypass valve had been modified that would subject these
valves to higher than normal operational temperatures. High operating temperatures were
indicated by the difference in the valve insert material hardness at the surface and below
the surface. The glazing deposit could also act as a thermal insulator and increase valve
operational temperatures.

The pitting due to deformation of the seat surfaces of these inlet valves resulted from
debris trapped between the seat surfaces and the harder valve seat insert surfaces. Valve
rotators would alleviate this problem.

CRACKING OF MWM EXHAUST VALVES

A number of MWM Diesel Electric Generators were experiencing cracking of exhaust

valves. The radial cracking, shown in Figures 17 and 18, was occurring in manufacturer
supplied replacement valves for these motors but had not been observed for either an
earlier lot of replacement valves or the original engine valves. The valve seats also
showed the black glazing and physical damage noted on the GM149 and SEMPT
Pielstick valves discussed in the previous examples.

Both the new and old series of valve heads were manufactured from a material similar to
austenitic stainless steel. It was noted that the plane of the seat on the original valves
protruded above the surface contour of the heads while on the replacement series of
valves it blended or met flush with the surface contour of the head.

Figure 17 Figure 18

The arrow in Figure 17 shows this location.

Some manufacturers of austenitic steel valves roll the valve seats to impart increased
hardness and to impose compressive residual strains. This improves wear resistance and
deters valve cracking. The seat to head contour differences implied that different
manufacturing processes were used for the original and replacement valves.
X-ray diffraction techniques were utilized to determine residual stress magnitudes. The
results of hoop residual stress measurements for two replacement valves and two original
valves are shown in Table 1. Hoop residual stresses were measured at the surface of the
seat and then incrementally to a depth 0.021 inches. Stress measurements at various
depths were made by etching material away. The results in Table 1 show that at a depth
of 0.005 inches the replacement valves transitioned from an average 131 ksi compressive
residual stress to 42 ksi tensile residual strain while the original valves transitioned from
40 ksi tensile residual stress to 31 ksi tensile residual stress. This confirmed that different
manufacturing processes were used. The steep compressive to tensile stress gradient in
the replacement valves would significantly influence crack initiation and growth.

Table I
X-ray Diffraction of Subsurface Residual Hoop Stresses

(tensile stress “ + ” & compressive stress “- “)

_

+
+

A cross section of a cracked valve is shown in

Figure 19. This view is typical of the
deterioration (attack) that these valves were
suffering on the faces and circumferential lips of
their heads. The attack was occurring along grain
boundaries. Calcium and sulfur (combustion by-
products) were found in the black sooty deposits
on the failed valves along with more tightly
adhering black glazy deposits. These were
similar to the deposits found on valves from the
GM and Pielstick engines. Figure 19

The intergranular nature of attack suggested that the degradation of the valve material
might be related to hot corrosion (sulfate induced). Figure 20 shows an energy dispersive
X-ray spectrometry elemental map of a cracked replacement valve cross section for
calcium, sulfur, iron, chromium and manganese. Calcium and sulfur are concentrated
along the sample surface, but sulfur was also detected at some subsurface grain boundary
locations. Chromium and manganese were also concentrated at grain boundaries
Coking problems for these diesels has been a continuing problem. The electrical loads
slightly exceed the output of a single diesel generator. This requires running two diesels
and as they are being run at low loads inefficient combustion occurs. To rid the engines
of carbon buildup, these motors were periodically run at maximum load to burn off
(decoke) the deposit buildup. Engines that were decoked more often had fewer problems.
Modifications such as changing fuel injector sizes, cooling system temperature, charge
air temperature and turbo boost lessened but did not eliminate the carbon build up
problem.

Accumulated deposits appear to be generating higher valve surface temperatures. These

deposits/films act to insulate the seat of a valve from the seat of the cylinder head and
prevent heat transfer from the valve to the cylinder head. They also provide passages for
exhaust gases to flow through which eventually leads to a breach in the seat and blow-by.
Also, the dimpling of the valve seats, from crushing carbonaceous deposits between them
and the seats of the heads, reduces the contact area and thus the cooling efficiency. This
dimpling, if severe enough, will also alter the residual surface strains and provide
avenues for exhaust gases to breach the seat and promote exhaust gas blow-by. The hot
exhaust gases produce localized heating of the surface of a valve seat, which can initiate
cracking and eventual metal erosion of the head of the valve.

Ca Cr Mn

Fe S Image

Figure 20
Common Theme Surrounding The Valve Problems

One of the causes of the formation of hard glazed valve deposits is the burning of fuel
rich mixtures. Incomplete combustion leads to the formation of carbonaceous deposits
and can also lead to severe fuel dilution of engine lubricating oils. This was observed for
the MWM Deutz auxiliary diesels. The results of a 1992 study of fuel dilution in an
auxiliary diesel generator are shown in Table II (Reference C). The results indicate that
fuel dilution increased from 1.5% to greater than 5% in less than 90 operating hours.
This led to a modification of the fuel injector size.

Table II

Fuel Dilution of a Diesel Generator Oil

Sample Date Total Run Viscosity Fuel Dilution

Hours (cSt) (%)Volume
New MIL-9000H 13.7
2% fuel dilution 12.8
4% fuel dilution 12.1
6% fuel dilution 11.4
8% fuel dilution 10.8
#1 Diesel Generator 24/10/92 3947.4 13.0 1.5
27/10/92 3971.9 12.3 3.3
28/10/92 3997.2 12.2 3.6
2/11/92 4028.8 12.8 2.0
3/11/92 4036.0 11.7 5.1
4/11/92 4057.9 11.6 5.4
5/11/92 4070.3 11.5 5.7
7/11/92 4111.5 11.5 5.7
12/12/92 4194.5 11.4 6.0

Observations in past failure analysis investigations of valves and deposit formation raised
questions about whether the oxidative stability of the specified engine lubricating oil
(MIL-L-9000H) was a significant contributor to the engine deposit buildup. A high
pressure differential scanning calorimeter was utilized to evaluate the oxidative stability
of three batches of MIL-L-9000H diesel lubricating oil and three commercial SAE 40
diesel lubricating oils. The results are shown in Figure 21. These samples were exposed
to 500 pounds per square inch oxygen at 185 degrees Centigrade and the time taken for
the oxidation to start, OIT (oxidation induction time) was measured. The results
indicated that a number of SAE 40 diesel lubricating oils had superior oxidative stability,
as indicated by their oxidative induction times, compared to the Military Specification oil
(MIL-L-9000H).
60
 –––––– MIL-L-9000 BATCH 991751
––– MIL-L-9000 BATCH 983486 
 –––– · MIL-L-9000 BATCH 981781
 –– – –
 –– –––
Irving Oil
Rotella T

 Commercial

40  –––– – Petro Canada SAE 40
 



Heat Flow (W/g)


 



20
MIL-L-9000H  

 



 
  

 
 
  

   
   
0    

 

  


 

 
  
  
  

-20
Exo Up
0 20 40 60 80 100 120
Universal V2.5H T
Time (min)
Figure 21

A trial of a commercial SAE40 diesel lubricating oil in four auxiliary diesel engines did
not indicate that the MIL-L-9000H lubricating oil had been a significant contributor to
the build up of deposits in these engines (Reference D). Carboneceous deposits (as
indicated by increase in oil viscosity) were still observed in the engines. Fuel dilution of
the new oil was still taking place, although at a slower rate, and this suggests the
generation of deposits is the result of fuel dilution affects on the oil from incomplete
combustion processes.

The manufacturer is presently

committing to replace these MWM 602
valves with Nimonic alloy material
valves, which will better resist the types
of deterioration noted above. However,
a recent inspection of new valves,
which had been installed on an MWM
diesel generator, showed that physical/
corrosive damage is still occurring due
to engine deposits, Figure 22. Figure 22
Conclusions:

The valve failures discussed in this paper can be attributed to the deposits forming on
them. The control of lubrication oil dilution by uncombusted and partially combusted fuel
is more critical to valve deposit formation than the oxidative stability of the lubrication
oil. The maintenance (lubrication oil contamination), operation (adjustments of air intake,
fuel supply and coolant flow), component supply (manufacturing processes detrimental
effects), and design (prime mover correctly sized for the task to ensure its runs in its
efficiency envelope), are critical to maintaining problem free equipment.

References:

A. Motor Oils and Engine Lubrication, Carl W. Georgi, Reinhold

Publishing Corporation, 1950.

B. Fuel Injector Spring Failures of a GM 149 Diesel Engine,

DREA/DL(A) 3715D-PR1AL-2-2.59, 25 March 1996

C. Viscosity/Fuel Dilution Analysis of MIL-L-9000H Diesel Lubricating Oil

from the Diesel Generators of CF Ships, DREA/DL-3715D-PR1AL-3-3.1011,
24 December, 1992.

D. Oxidative Stability of Shell Rimula X Marine Diesel Lubricating Oil, Proceedings of

the 9th CF/DRDC Meeting on NAVAL APPLICATIONS OF MATERIALS
TECHNOLOGY, DREA SR 2001-094, John A. Hiltz, Irvin A. Keough, and Randall
Haggett, October 2001.
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