Series 60

Failure Analysis Valves

Rev. Date 2-16-03

This information is intended to provide training on proper identification of failure

modes associated with valves and the valve train on S60 engines. In addition,
this information will outline Warrantable vs. Non-warrantable failures that are
currently being reviewed through return material inspections. DDC is committed
to providing a continuously improved product, and through proper component
diagnosis, DDC will continue to provide product improvements for the future.

Valve Combustion Face Identification

Exhaust Valves

23506350
S60
.026"

8929590
S60
.020"

"I" - Intake
"E" - Exhaust

U1

23519093
50G & 60G
.036"
Green

23525179
23524521
60 Marine
60 On-Highway
.028"
0.026"
Pink
Only valves used on Off-Highway engines
have the numbers stamped into the combustion face.
All valves have the tip identification.

23529596
S50, 2002-60
0.020"

Intake Valves

J1

23518745
50G & 60G
.011"
White

23529004
S50 & 60 Marine
.008"
Blue

8929589
60 On-Highway
0.008"

23529629
2002-60
0.008"
DePentu
29 Jan 03

23529596
E8

Valve Tip Identification

Fillet Blend

Head

Stem
Weld

Valve failures may look like the primary cause of the engine failure, however in
most cases the valves are in fact secondary failures. To perform a proper
analysis it is necessary to pay close attention to all other components of the
valvetrain during disassembly. Camshaft timing, overhead adjustment, engine
brake setting, and worn parts are the greatest contributors to valve failure.

Events that cause valve failures

Piston to valve contact in a single cylinder
A single cylinder with piston to valve contact is usually an indicator of
misadjusted overhead or some other failed component causing the valve to be
held open. Valves will never touch the piston under normal conditions.
Possible causes
Broken overhead parts
Broken injector spring
Valve material defect
Negative lash
Malfunctioning engine brake components
Broken Overhead
Spring

Example of a broken injector spring that lodged

into a valve spring and caused considerable
collateral damage.

These types of failures are usually warrantable unless the failure is associated
with a prior repair within ninety days, and then the failure would be considered to
be workmanship related.

Piston to valve contact in all cylinders

If the piston to valve contact failure is caused by a camshaft timing issue then
evidence of valve contact should show on several pistons. This situation has
been found most frequently after some other repair has been done to the engine
that required disturbing the camshaft to cam gear hub joint, and the reassembly
procedures were not performed correctly.
Possible causes:
Improper cam gear timing
Improper cam bolt torque
Misalignment of cam dowel pin
Reuse of cam bolt

Loss of cam timing due to improper cam bolt torque that

resulted in valve to piston contact on several pistons and
valve drop in one cylinder. Cam seals were recently
changed prior to this failure.

Note:
Repair facilities with the best success at performing cam and hub assemblies
without errors have adopted the two person verification of the gear timing and
cam bolt torque. This would require the shop supervisor to confirm the gears are
marked and locked prior to disassembling, returned to the same marks during
assembling, and witnessing the new cam bolt being properly torqued.
This type of failure is most often considered non-warrantable unless there has
been a minimum of ninety days from any associated prior repairs.

Valve Stem Fatigue

Valve stem fatigue could occur without
any impact damage, and usually the
straightest valve stem was the first
valve to fail. The other valves in the
same cylinder will have bent stems
from impacting the head of the prior
valves that failed and got trapped
between the piston and cylinder head.
Possible causes:
Poor seating imparts bending load
Worn guides
Temperature induced wear
Mechanical induced wear
Lack of lubrication
Valve deflection

First to Fail

Valve Head Failure

Valve head failure is usually due to excessive wear or the
improper valve to valve seat relationship. Excessive lash
will lead to valve pounding, while lack of lash may cause
torching. Worn guides may cause turned edges of the
valve from contact with the liner.
Possible causes:
Pounding
Excessive lash
Excessive seat runout
Excessive guide runout or worn guide
Debris between valve and seat
Overspeed high closing velocities
Rocker shaft bushing wear (increases lash and closing velocity)

Torching

Caused by worn guides

allowing contact with liner

Stem fatigue and valve head failures are may or may not be warrantable base
on general wear condition and age of the components.