TRIBOLOGY TRANSACTIONS

ISSN: 1040-2004 (Print) 1547-397X (Online) Journal homepage: https://www.tandfonline.com/loi/utrb20

Wear Mechanism Analysis of Engine Exhaust Valve

Seats with a Laboratory Simulator

R. Zhao , G. C. Barber , Y. S. Wang & J. E. Larson

To cite this article: R. Zhao , G. C. Barber , Y. S. Wang & J. E. Larson (1997) Wear
Mechanism Analysis of Engine Exhaust Valve Seats with a Laboratory Simulator, TRIBOLOGY
TRANSACTIONS, 40:2, 209-218, DOI: 10.1080/10402009708983647

To link to this article: https://doi.org/10.1080/10402009708983647

Published online: 25 Mar 2008.

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Wear Mechanism Analysis of Engine Exhaust Valve Seats
with a Laboratory Simulator@
R. ZHAO and G. C. BARBER (Member, STLE)
Oakland University
Dept. of Mechanical Engineering
Rochester, Michigan 48309
and
Y. S. WANG and J. E. LARSON
Eaton Engine Components Division
Engineering Center
Marshall, Michigan 49068
Engzne valve seat wear aflects engine perJmance. A common goal
for both valve and engine manuJacturers is to improve both valve
quality and lye. By p m j m i n g tests on a simulator which is va$ed
to be capable of simulating a n engane operating environment, the
wear resistance of various valve materials is ranked, and the wear
mechanisms are investigated.
Four commonly used exhaust valve ma&a'als,23-8N, 21-4N Mod,
Pyromet 31 and Stellite 6 (hardfacing), were tested with insert ma-
terial made of Sil X B at a n operating teinpernlure of 53S°C. 'Iksts
run Jor three million cycles shorued that Pyroinet 31 had the lowest
wear rate and 21-4N Mod had the highest. Y'hen, three valve ina-
ta'als, 23-SN, 21-4N Mod and Pyromet 31, 7uere tested ruith insert
matm'al made oJEatonite 6 at a n operating temperalure oJ 649°C.
These tests gave the same ranking as those tested with the Sil X B
inserts. However, all three valve materials i n the second "
eroub shorued
a
much less wear than those i n the ~ i r s group.
t head is subjected to cylinder pressure, the valve and insert are
The valve seat wear mechanisms'were Jound to be a complex com-
bination of abrasive wear, adhesive wear/matenal transjer, plastic
deformation and oxidation. Based on analysis oJ the test specimens
scanning electron mimoscop~ and energy dispersive lhe de-
gree to which these mechanisms appeared varied wilh diferent ma-
terials. Some ways to make valve materials more wear resistant to
these mechanisms would be to select more compatible valve and insert
materials and to improve the operating environment.
KEY WORDS
Engines, Wear, Materials, Properties and Tribology
INTRODUCTION
Engine valve wear is one of the most important factors which
affects engine performance. Valve manufacturers are contin-
Presented at the 50th Annual Meeting
in Chicago, Illinois
May 14-19, 1995
Final manuscript approved February 13, 1996
209
uously working with engine manufacturers in an effort to im-
prove valve quality and life. Many changes in material, design
and construction have greatly inlproved engine valve and en-
gine performance. However, these changes have difficulty
keeping pace with the high demands placed upon engine
valves due to the continual increase in requirements of engine
performance in a worldwide competitive environment.
Valve wear involves so many variables that it is impossible
to confirm precisely individual quantitative evaluations of all
of them in service situations. Sirnillation of valve wear is more
practical since it can isolate the critical operating conditions,
is cost effective and saves time.
Combustion events generate cyclic loads on the contact sur-
faces of the valve and insert. Each combustion event imposes
a contact stress o n the seating surfaces. In an ideal valve-insert
seating situation, in which uniform seating occurs as the valve
subjected to a relatively low contact stress. In reality, however,
the valve and insert often d o not seat uniformly. This situation
could create high pressure on the seating surfaces since the
seating pressure varies inversely with the amount of valve-insert
face contact. Other reasons for nonuniform seating " are ther-
ma1 distortion/expansion of components, poor valve dynamics
and adverse ignition events. Due to the uneven contact with
the valve seat, the valve tends to have side movement which
aggravates valve seat wear.
Valve seat wear is generally thought to occur by three types
of wear: abrasive, adhesive, and corrosive (1).
Abrasive wear is usually observed by gouging and scoring
o n the contact surfaces. During engine operation, relative
sliding of the mating surfaces enhances abrasive wear. In ad-
dition, trapped wear debris, combustion products, contami-
nant particles from oil, fuel, and air are also influencing
factors. Godfrey and Courtney ( 2 ) suggested that seat wear
is caused by two mechanisms: material transfer (adhesive
wear) and subsequent abrasion.
Adhesion is another cause of wear. Adhesive wear is char-
acterized as microwelding o r bonding between contact sur-
faces. T h e contact surface projections o r asperities are
plastically deformed and eventually welded together by high
Ioc;tl pressure. Scuffing ~ ~ s u a l lresults y from a d h e s i ~ ewear.
I-ligl~cont;\ct stress, poor seat lubrication, relative sliding and
i ~ l c o ~ n p ; ~ t i scat b l c materials are thought to be the primary
c;~ttscsof ;~cllicsivcwcar.
Corrosive wcar occurs due to the s~tuationof a chemical
cn\~ironmcntancl high temperature. Corrosive wear is distin-
g ~ ~ i s l ~from
c c l ;~brasivcwear in that corrosion is first assumed
to take pl;lcc at the surface Then, r ~ ~ b b ~ between
ng the slid-
Ing rl~rfilccsremoves the surface compounds. Corrosive wear
can result In v;~lvcguttering o r burning. At an early stage,
cl~:~nncling is ol~scrved.With further gas leakage, high tem-
p w ~ t u r coxitlation and erosion of the valve metal begins.
I:it~;tlly,v;~l\~c guttering and burning arc produced. Guttering
o r I~urningarc mostly observed in exhaust valves. Corrosive
constit~tcntsfrom combustion p r o d ~ ~ c w sulfated
, ash in oils
;~nclliigl~tcmpcratllrc contril>ute greatly to this kind of wear.
Ch;~uclhur~ ( 3 ) points out that material selection of the ex-
II;ILIS~ \1;1lvc should consider both oxidation and sulphidation
rcsist;tncc.
V;ln Dicscl c t al. ( 4 ) studied wear mechanisms of valve
c u m p o ~ ~ c n t s bcollecting y 76 worn engine valves which were
rtln i t 1 c i t l ~ c rg;lsolinc o r diesel engines. By using optical and
c l c c t ~ o nmicroscopy to observe the wcar patterns on these
v:~lvcs,they concl~tdcdthat valve seat recession occurs by re-
~~lov;rl of m;~tcrialby systematically gouging o r deforming the
sc;tt face. 'l'hcy bclievccl that material deformation could re-
h t ~ l t in ;I S C ~ I C Sof ridges and valleys on the seat Pace and
progrcssiivc pitting o r shearing of ridge peaks may occur with
con1inuccl v;tlvc ;~ctuation.
M;~l;ttcst;~ ct '11. (5) developed test parameters on a valve
sc:~t wc;u simr~lator.They found that lateral m~salignmentis
critic:~li l l cngcnclcr~ngvalve seat wear, and angular offset of
tllc valve to its insert promotes valve stick~ng.They believed
tliat s c v c ~ t lp;u;imctcrs are C I - ~ t ~ cfor a l valve seat wear, such
;IS gcomctry/pl;1ce111c11t, operatrng cnvlronnient, rnaterial
:~nclC ~ ~ I I ; I I I I I cC f i c t s .
. .
1111.; 1>;1pcr; i ~ i a l y ~worn e $ exhaust valves which were tested
O I I ;I s~m~rl;ttor. The simulator was designed with a lateral
ol'l'sct I>ct\vccn the valve and Insert centerl~nein order to
;~ccclcratcthe valve wcar. Several groups of exhaust valves
m:~clcof cliffcrcnt materials were run on the sin~ulatorunder
thc same conclitions of applied load, seating velocity, com-
bustion cIi:umbcr temperature and number of test cycles. Ex-
1i:rust valvcs f~lnctionas seals of combustion gas in gasoline
o r clicscl engines. Since they operate in a hostile environ-
ment, thc materials for exhaust valves should maintain suffi-
cient wcar rcsisrance, high fatigue strength and good
corrosion resistance at elevated temperatnres ( 6 ) , ( 7).
'l'l~c clifl'crcnt wcar patterns on the individual valves were
;~~i;~lyzccl using optical microscopy and scanning electron mi-
croscopy. Alicr the analysis of test results and wear mecha-
nisms, the V~IIVC materials tested are ranked and differences
in wc:ir performance explained on the basis of the wear
mcch;unisms produced in the various valve materials.
EXPERIMENTAL DETAILS
.I.he \~:~lvcscat wcar simulator is designed to simulate intake
; I I ~ C I ~ ~ I I ; I L I S L V:IIV~ seat wcar produced in internal combustion
engines in a time- and cost-effective manner. T h e simulator
does not simulate chemical wear that is seen on field-run
valves since it uses a natural gas flame for heating. T h e sim-
ulator consists of three major parts: the hydraulic system, the
electronic control system and the mechanical equipment, as
shown in Fig. l ( a ) . T h e hydraulic actuator is used to apply
the load to the valve head to simulate engine combustion
pressure. T h e control system is an electronic unit to control
and monitor all the test parameters which include load ap-
plied o n the valve head, spring load, temperatures of the
valve and insert and displacement of the valve and insert.
T h e valve and insert geometries and dimensions are shown
in Fig. l ( b ) . T h e tested valves were supplied with the seat
premachined to a 45" angle. Production valves' seat angles
are typically machined to 30". T h e 45" seat angle creates more
radial sliding during valve closing and, thus, was chosen as
the preferred seat angle for accelerated wear testing of valve
seats. T h e seat of the insert was machined to a 0.51 m m width
and a 47" seat angle as specified in the baseline test param-
eters. T h e simulator was designed to have a lateral offset of
0.76 mm. A profilometer was used to measure the seat wear
of both the valve and insert at Positions 1, 2, 3 and 4 at 90"
apart. T h e maximum wear should always be at Position 3,
which has the maximum contact stress.
T h e test matrix was divided into two stages. In the first
stage, four types of valve materials (23-8N, 21-4N Mod, Py-
romet 31 and Stellite 6 ) were run with inserts made of Sil XB
at an operating temperature of 538°C. In the second stage,
- FRAME
CUlOE
COOLING CHANNELS
RETAINER PLATE
HEAT CHAMBER
& BURNER ASSY
INSERT CORE
& INSERT
VALVE THERMOCOUPL
2 PLCS 180 OEC. A
VALVE
PUSH ROO
HYDRAULIC ACTUATOR
(PISTON)
Fig. l(a)-The simulator.
 Wear Mechanism Analysis of Engine Exhaust Valve Seats with a Laboratory Simulator
Val ' geometry
Insert geometry
Fig. l(b)-The valve and insert geometries and dimensions.
Sil XB 1.50 0.40 2.15
Eatonite 6 1.75 0.80 1.30
three types of valve material (238N, 21-4N Mod and Pyromet
31) were run with inserts made of Eatonite 6 at an operating
temperature of 649°C. Table 1 shows the nominal composi-
tion of these valve and insert materials.
RESULTS AND DISCUSSION
T h e wear performance of the valves was analyzed by pro-
cedures which include wear depth measurements, wear sur-
face photographs, chemical composition and microstructure
analyses. Figures 2(a)-2(d) show wear measurements o n
valves at Position 3 tested with Sil XB inserts.
Ranking Wear Resistance of the Valve Materials
Table 2 and Fig. 2(e) give the wear results for four valve
materials (23-8N, 21-4N Mod, Pyromet 31 and Stellite 6) run
with inserts made of Sil XB at an operating temperature of
538°C. It can be seen that Pyromet 31 has the lowest average
wear rate of 0.0099 m m / l ~ % ~ c l eand 21-4N Mod has the
highest average wear rate of 0.0211 mm/106 cycle. Table 2
also shows insert wear which is determined by measuring the
increase in seat width due to wear.
all dimensions in millimeters
20.0 1.25 0.00 0.00 0.00 Bal.
28.0 1.65 5.00 0.00 0.10 Bal. 0.025P + 0.02s
Table 3 and Fig. 2(Q give the results of different valve ma-
terials-23-SN, 21-4N Mod and Pyromet 31-after running
with inserts made of Eatonite 6 at an operating telnperatilre
of 649°C. T h e results show that the wear resistances of these
three materials were improved even though the operating
temperature was raised. For these three materials, the wear
rates ranked the same as in Table 2: Pyromet 31 had the
lowest average wear rate and 21-4N Mod had the highest a\.
erage wear rate. T h e wear rates for the valves made of 23-SN,
21-4N Mod and Pyromet 31 tested with inserts made of Sil
XB are almost double the wear rates produced for valves
tested with inserts made of Eatonite 6.
Wear Mechanisms Analysis
After the wear depth measurements were completed Tor
each valve, the valve was sectioned in order to photograph
and perform chemical composition analysis of the worn sur-
face. SEM photographs of the worn seat area were taken rc-
spectively at magnifications of 20, 50, 150 and 300X so that
the topology of the worn surface area could be determined.
Each tested valve was also examined with energy dispersive
X-ray (EDX) both in the worn area and in the base material.
 0.08
Insert: Sil XB
0.07 - Temperature: 538OC 21-4N mod Temperature: 649°C
E

Flg. 2-The worn track measurement on the valve seat tested with insert Sil XB.
(a) 23-8N (d) Stellite 6
(b) 21-4N Mod (e) valve seat wear against Sil XB insert
(c) Pyromet 31 (1) valve seat wear agalnst Eatonlte 6 Insert

13y cotnp~u'ing the EDX results, any chemical composition
changes occurring during the test can be determined. Then,
the vnlvc section was mounted so that worn surface layer
could be photographed and the chemical composition both
in the worn surface layer and in the base material were ex-
>umined. T h e valve material microstructure was also deter-
mined from ~nicrophotographsof the sections.
V ~ l v r23-8N
! 7 b k d ruilli Insert St1 XI1 al 538OC
'The topology o r the worn valve surface is shown in Fig. 3.
As can I,c sccn in Fig. 3(a), the wear pattern has a different
~ the minor diameter area as compared to the
; I I ~ ~ C ; W ; I I I Ca1
m:!jor diameter area. T h e worn surface at the major diameter
:irc;i is rougher than at the minor diameter area. There are
rclativcly larger peaks and valleys which appear irregularly in
the major diameter area which could result from severe ad-
hcsivc wear, as Fig. 3(b) shows. Plastic deformation of the
matcrial and Iiigh local pressure are the primary reasons to
dcvclop ;~dhcsivcwear. These conditions exist from the be-
ginning of the sliding to the end. Furthermore, the local con-
tact stress at the major diameter area is higher than that at
the minor diameter area since the load profile is triangular,
i.e., the load increases to the maximum valve in 0.05 seconds
and comes down to zero in 0.05 seconds.
Figure 3(c) shows visible plastic flow toward the outer di-
ameter in the worn surface after radial sectioning the valve
seat. The microstructure underneath the worn surface layer
was severely deformed. This implies that severe plastic defor-
rnation occurred before the material was worn away. In Fig.
3(d), the EDX of the worn surface on the spot arrowed in Fig.
3(c) shows a lower percentage of Ni and a higher percentage
of Si after running. T h e chemical composition of the worn
spot is similar to the insert Sil XB and indicates that material
transfer from insert to valve occurred during the test.
Valve 21-4N Mod Tested with Insert Sil XB al 538OC
Figure 4 shows the topography and the EDX results of the
wear pattern of valve 21-4N Mod. As can be seen in Fig. 4(a),
the wear in the major diameter area is rougher than that of
the minor diameter area. his characteristic is the same as
 Wear Mechanism Analysis of Engine Exhaust Valve Seats with a Laboratory Simulator

2-SUMMARY OF VALVEAN11 INSERT WFAR AT POSITIONNO. THREE

TABLE

Cycles VALVEM 1 m INSERT .WEAR WFAR RATE,

VAI~VE
MATERIAL TESTNO. loti DEPTH,rnm WIDTH,rnm MILLION CYCLES

23-8N 1 3.40 0.0473 1.5008 0.0139

2 3.47 0.0512 1.3091 0.0148
3 3.00 0.053 1 1.5103 0.01 77
4 3.00 0.0330 1.3683 0.01 10

Average 3.22 0.0462 1.4221 0.01 44

21-4N Mod 5 3.00 0.061 1 2.4504 0.0203

6 3.00 0.0716 2.0475 0.0239
7 3.00 0.0572 1.7366 0.0191

Average 3.00 0.0633 2.0782 0.021 1

Pyromet 31 8 3.00 0.0344 1.6183 0.01 15

9 3.00 0.0364 1.1529 0.0121
10 3.00 0.0183 1.3219 0.0061

Average 3.00 0.0297 1.3644 0.0099

Stellite 6 hardfacing 12 3.00 0.0751 1.9794 0.0238

13 3.00 0.0266 1.6321 0.0089
14 3.00 0.0538 1.9621 0.0179

Average 3.00 0.0506 1.8579 0.0 169

Insert: Sil XB. Temperature: 5.78'

TABLE .?SULIMAKY O F VALVE AND INSEKT M1m~

,VI. POSITION NO. T H R E E (CONTINUEII)
CICLES \'I\LVE M'MR IXSERT WMR VALVEM'FAR Rv~E.
MIVI'EKIAI. TESI.NO. loti DEPTH, lnln WIDTH, mm mm/MILl.ION C17:LES

2MN 16 3.00 0.004 1 0.5580 0.00 14

17 4.20 0.0551 0.6589 0.0131
18 3.00 0.01 17 0.6655 0.0039

Average 3.40 0.0236 0.6268 0.0061

214N Mod 19 3.00 0.0331 0.5648 0.01 102

20 4.20 0.0360 0.5917 0.0086
21 2.60 0.0359 0.5313 0.0 138

Average 3.27 0.0350 0.5626 0.01 114

Pyrolncr 31 22 3.00 0.0043 0.5522 0.0014

23 3.00 0.0126 0.7151 0.0042
24 3.00 0.0175 0.8485 0.0058

Average 3.00 0.01 15 0.7019 0.0038

Insert: Ea~onire6. Temperature: 64g°C

valve 23-8N. However, the appearance of the wear surface is
smoother than that of 23-8N. The peaks and valleys at the
major diameter area are small and shallow. The EDX results
indicate the percentage of Nb and Mn slightly decreased and
additional Si appeared in the worn area of the valve after
running.
The worn valve surface layer as shown in ~ i g 4(b)
. shows
some plastic deformation in the sliding direction. This is sim-
ilar to the behavior displayed by valve 23-8N. The oxide layer
covered the worn surface with an uneven thickness.
Figure 4(c) shows the photograph of the worn insert sur-
face. It has a different appearance than the valve 23-8N.
There are large plateaus and valleys irregularly clistributccl
on the surface. The EDX result at the spot arrowcd in Fig.
4(c) indicates additional Mn and W appeared arter running,
which likely came from the valve, as Fig. 4(d) de~nonstratcs.
Valve Pyrornet 31 7'ested'with Insert Sil XI3 at 538OC
The wear pattern of Pyromet 31, which is a nickel-based
alloy, shows a different appearance when comparccl with the
iron-based materials (23-8N and 21-4N Mod), as Fig. 5 shows.
There is no significant difference in appearance bet\vccn the
major diameter area and the minor diameter area. As can be
seen in Fig. 5(a), the wear is uniform through the entire

Fig. 3--The topology of the worn valve 23-8N surface.
(a) SEM photograph of valve 23-EN worn surface (c) SEM photograph of valve 23-EN worn seat cross section
(b) SEM photograph of valve 23-EN worn surface (d) EDX analysis of valve 23-EN worn seat cross section at spot arrowed
sliding area. The entire worn surface appeared to be slightly
pitted and grooved. The EDX results of the worn surface area
and base material indicate a higher percentage of Fe, a lower
percentage of Ni and a higher percentage of Cr after run-
ning. In addition, Si appeared and A1 and Ti disappeared
after running.
Fig. 5(b) shows the worn surface layer. A slight amount of
plastic deformation toward the outer diameter can be seen.
It seems that the material did not undergo severe plastic de-
formation before wear occurred. An oxide layer can be seen
in Fig. 5 (b).
Value Stellite 6 (Hardfacing) Tested with Insert Sil XB
This type of valve is hardfaced with Stellite 6, which is a
Co-based alloy. Figure 6(a) shows the wear pattern of the
valve with a rougher worn surface at the major diameter area.
Unlike either of the last three materials, the wear pattern
looks like beach marks and displays uniformly directed lines
rather than spots. The whole sliding zone appears rough but
shows no evident peaks and valleys at the major diameter
-- --
SERT R I G SRMPLE 4 2 VRLVE SERT R TO 1959 Preset- Ftf
Vcrt- 5000 c o u n t s D l r p . 1 Elapserl. 6'5 s e e ,
area. There is a visible edge between the worn area and un-
worn area at the major diameter. Figure 6(b) shows the EDX
analysis of the worn surface. A lower percentage of Co and
Cr and a higher percentage of Fe are present in the worn
spot arrowed in Fig. 6(a) after running. In a manner similar
to the other materials, additional Si appeared.
Valve 23-8N Tested with Insert Eatonite 6 at 649OC
Figure 7 shows the worn seat surface and the EDX results
of the valve (23-8N) when tested with an insert made of Ea-
tonite 6. The wear band is much narrower than when it was
tested with the insert made of Sil XB. From Fig. 7(a), it can
be seen that the wear track looks like additional material cov-
ered the worn surface, rather than the seat material being
worn away. There are ridges at the outer diameter, which
seem to be the result of the seat material piling up. The EDX
results are shown in Fig. 7(b). The spot arrowed in Fig. 7(a)
has a lower percentage of Cr, slightly increased Ni and Si,
and additional S and C1 after running.
Figure 7(c) is a photograph of the worn valve (238N) sur-
 Wear Mechanism Analysis of Engine Exhaust Valve Seats with a Laboratory Simulator 215

Fig. 4-The topography and EDX results of valve 21-4N Mod.

(a) SEM photograph of valve (21-4N Mod) worn seat surface and (c) SEM photograph of insert (SII XB) worn seat surface
cross section (d) EDX analysis of insert (Sil XB) worn seat surface at spot arrowed
(b) SEM photograph of valve (21-4N Mod) worn seat surface and in (c)
cross section

Fig. 5-Wear pattern of Pyromet 31.

(a) SEM photograph of valve (Pyromet 31) worn Seat surface
(b) worn seat cross section
 VRLYE S E f l l # I 3 SPOT B TO 1715 Preset- Off
Vet-t- 5000 c o u n t s Dlsp- 1 Elapsed- 19 SCCS

4- B.FJ00 Range. 2U.460 k e V

Intesral B - 10. I 0 0
10836B

Fig. 6-Wear pattern of Stellite 6.

(a) SEM photograph of valve (Stellite 6) worn seat surface and cross section
(b) EDX analysis of valve (Stellite 6) worn seat surface at spot arrowed in (a)

i-Scp-1993 08:26:02
TEST 116 VRLVE SEOT C TO 1877 Preset- Off
Vert- 5000 c o u n t s Dlsp- 1 Elapsed. 78 becs

Fe

- Ll.000 Range- 28.468 k c V

Integral 0 - 1 0 . 1 0 0 -)
100238

Fig. 7-The topography and EDV results of valve 23-8N worn surface.
(a) SEM photograph of valve (23-8N) worn surface and cross section (c) SEM photograph of valve (23-8N) worn surface and cross section
(b) EDX analysis of valve (23-8N) worn seat surface at spot arrowed (d) SEM photograph of insert (Eatonite 6) worn surface
in (a)
 Wear Mechanism Analysis of Engine Exhaust Valve Seats with a Laboratory Simulator
'YFILYE $;€FIT lt19 R TO 7 2 6 Preset- Off
t 51380 c o u n t s IIlsp= 1 Elapsed. 63 stcr
Ft
Fig. &Wear pattern of 21-4N Mod.
(a) SEM photograph of valve (21-4N Mod) worn seat surface
(b) EDX analysis of valve (21-4N Mod) worn seat surface at spot
arrowed in (a)
face layer. From Fig. 7(c), an oxide layer, which covered the
rough surface with an uneven thickness, can be seen. Figure
7(d) shows the worn insert (Eatonite 6) seat surface. The
appearance of the worn surface on the insert seat looks like
"ocean waves." The grooves are visible on the surface. This
may result from abrasion.
Valve 21-4N Mod Tested with Insert Eatonite 6 at 649OC
Figure 8(a) shows the wear pattern on the valve (214N
Mod) seat. The worn surface looks smooth and no pits are
apparent. There are some ridges on the outer diameter of
the valve seat. It appears that the material was severely
pushed toward the outer diameter and piled up. The EDX
results are shown in Fig. 8(b). The spot arrowed in Fig. 8(a)
has a lower percentage of Cr and additional S and Mo after
running. Nb disappeared after running.
Value Pyromet 31 Tested with Insert Eatonite 6 at 649OC
Figure 9 shows the worn seat surface and the EDX results
of the valve (Pyromet 31) when tested with an insert made
217
ll-lan--19ql13:19:09
'?F,I.'.'F ~ E M T# 2 ? n T(j 2 i l C ! PI-eret:. Of<
':ert - 5080 , : o , , n ~r li~sp. I Elaerecl: Ell3 ,, e t i
F i.
Fig. +Results of valve Pyromet 31 tested with insert Eatonite 6 at 649°C.
(a) SEM photograph of valve (Pyromet 31) worn seat surface
(b) EDX analysis of valve (Pyromet 31) worn seat surface at the
spot arrowed in (a)
of Eatonite 6 at 649°C. As can be seen in Fig. 9(a), the wear
band is very narrow. There is no difference in appearance
between the major and minor diameter areas. This is similar
to the wear pattern when it was tested with the insert made
of Sil XB at 538°C. The EDX results are shown in Fig. 9(b).
The spot arrowed in Fig. 9(a) has a higher percentage of Fe
and a lower percentage of Cr, Ni and Ti. A1 and Mo disap
peared after running. Additional Si and S appeared after run-
ning. The chemical composition of the spot is similar to the
insert material except for a lower percentage of Cr.
CONCLUSIONS
Four different diesel engine exhaust valve materials
(23-8N, 21-4N Mod, Pyromet 31 and Stellite 6) were tested
in a valve seat wear simulator with insert material Sil XB at
538°C; then, valve materials (23-8N, 21-4N Mod and Pyromet
31) were tested with insert material Eatonite 6 at 64g°C. The
results showed that Pyromet 31 has the lower wear rate of all
218 R. ZHAO, G. C. BARBER,
v:~lvcmatcrii~lstested either with Sil XB at 538°C o r Eatonite
ti ;IL 649OC. When the insert material was changed from Sil
XI3 lo Eatonite 6, the wear resistance of valves improved sig-
~~ilic;~ntly, which suggests that making the valve and insert
nl;~tct.i;~l tiiorc compatible is an effective way to reduce valve
sc;11 wc;lr.
r.
I lie wear meclianistns were observed to be a combination
of ;ll)l.;~bi\~c wear, adhcsivc wear/material transfer, plastic de-
li)rm;ition and oxitlation. Abrasive wear likely occurs d u e to
LIIC misalignment between the valve and the insert a t lower
1111ntl)crof cycles and will continue as more wear debris is
procluccd. Adhesive wear depends on the compatibility of the
\~;~lvc and insert materials. Plastic deformation is related to
tii;~ccrialproperties such as microhardness and hot hardness.
O x i d ; ~ r ~ oexists
n on the worn valve and insert seat surface.
I-lowcvcr, tlie exact fitnction of the oxide layer still remains
r~tiknown.
ACKNOWLEDGMENTS
'I'hc :u~~hot-swould like to thank J . M. Larson and S. L.
N;~l.;~simli;~n
of Eaton Engit2e Components Division for their
Y. S. WANG, ANDJ. E. LARSON
comments and making this project possible. T h e technical
assistance from R. Clark, E. Hurlbert, J. Collins and V. Beck
of EECD is appreciated.
REFERENCES
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( 2 ) Godfrey, D. and Courtney. R. L., "Investigation of the Mechanism of Ex-
haust Valve Seat Wear in Engines Run on Unleaded Gasoline." SAE Paper
No. 710356, SAE, Warrendale, PA, ( 1971).
( 3 ) Chaudhuri, A.. "Hot Corrosion of Diesel Engine Exhaust Valves." SAE
Paper No. 730679, SAE, Warrendale, PA, (1973).
( 4 ) Van Diesel. R., Barber, G. C.. Larson, J. M. and Narasimhan, S. L., "En-
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dale. PA, (1989).
(5) Malatesta. M. J.. Barber, G. C.. Larson, J. M. and Narasimhan. S. L., "De-
velopment of a Lahoratory Bench Test to Simulate Seat Wear of Engine
Poppet Valves." Trib. Trans., 36, 4, p 627, (1993).
( 6 ) Johnson, V. A. and Galen. C. W., "Diesel Exhaust Valves." SAE Paper No.
660034, SAE, Warrendale, PA, ( 1966).
( 7 ) Jenkins. L. F. and Larson. J. M.. "The Development of a New Austenitic
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