KS Schadensbroschüre Englisch PDF

TIPS & INFOS
SERVICE
Piston damage
recognising and rectifying
Piston damage recognising and rectifying | 1

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2nd edition 04.2010 Liability

Article No. 50 003 97302 All information in this brochure has been carefully researched and
ISBN 9783865221834 compiled. Nevertheless, it is possible that errors have occurred,
information has been translated incorrectly, information is missing or
the details provided have changed in the intervening time. As a result,
we are unable to provide any guarantee nor to accept any legal
Edited by: liability
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All content including pictures and diagrams is
subject to alteration. No liability accepted. The extent to which the technical methods and repair information
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Published by: predicted and must be verified in individual cases by the engineer
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Table of contents
Table of contents Page
1 | Introduction 4
2 | Quick diagnosis 5
3.1 | Seizure due to insufficient clearances 10
3.2 | Seizure due to lack of lubrication 16
3.3 | Seizures due to overheating 24
3.4 | Damage due to abnormal combustion 27
3.5 | Piston and piston ring fractures 46
3.6 | Piston pin fractures 52
3.7 | Damage to the piston pin circlips 54
3.8 | Seizures in the piston pin bores 58
3.9 | Piston noises 62
3.10 | Cylinders and cylinder liners 64
3.11 | Increased oil consumption 76
4 | Glossary 86

1 | Introduction
The issue Notes on using this brochure In some cases there are several different
The aim of this brochure is to provide the pictograms for the same damage. If for
interested reader with an overview of the example damage has occurred and left
different types of damage that can be behind characteristic traces on the piston
encountered in the innermost part of an and on the running surface of the liner,
internal combustion engine, as well as to then there may be two pictograms for this
provide a useful tool for specialists which damage with both of the relevant
will help to diagnose faults and determine components and their characteristic
their causes. The process of assessing Fig. 1 damage patterns.
engine damage is similar to a medical
assessment in that it requires an Recognising damage is not always a
straightforward task. In many cases the A glossary has been included as an
allencompassing approach to identify
damage can be hard to make out in the appendix with this brochure. This contains
the cause(s) of a problem, which may not
photographs, or it may not be immediately the key specialist terms used in the
always be clear and obvious. It is not at all
obvious that any damage is present. brochure, together with appropriate
a rare occurrence for repairs to be carried
This is why in addition to the photographs explanations.
out and then for the same damage to occur
again and the same components to fail showing the damage you will also see
again because, although the damaged damage pictograms like the one opposite
parts were replaced, nothing was done (Fig. 1). These will help you to recognise
to eliminate the cause of the problem. and identify the damage on the photo
For this reason a certain amount of graphs more easily. These pictograms
detective work is always needed to track do not show the damage on a 1:1 scale.
down the fault. In many cases the engineer The pictograms are merely intended to
is presented with just a faulty component, serve as examples, in some cases with
with no information about how long the useful additional information.
component was in service before it failed,
or what the extent of the damage is. The quick diagnosis pages also enable
Naturally this makes it difficult to retrace any damage to be located and assigned
how the fault happened, and the resulting quickly. Here you will also find the above-
diagnosis invariably offers a general, non mentioned damage pictograms which can
damage-specific conclusion. be used as the basis for assigning faults
to their causes, or for making at least a
All of the types of damage covered in this preliminary decision about what type of
new, fully revised edition have been put damage might be present.
together with the utmost care and brought
right up to date. It should provide you with
a comprehensive source of information
which will assist you in either your work
or your studies.
4 | Piston damage recognising and rectifying

Quick diagnosis Overview | 2
Seizure due to insuffi

cient clearances 10
Seizure on the piston skirt due to insufficient clearance 11
Seizure due to insufficient clearances next to the piston pin bores
(45 seizure marks) 12
Seizure due to insufficient clearances at the lower end of the skirt 14
Seizure due to lack of lubrication 16
Seizure due to lack of lubrication on the piston skirt 17
Piston skirt seizure on one side only without matching areas
on the counterpressure side 18
Dry running damage due to lack of lubrication caused by fuel flooding 20
Piston top land seizure on a piston from a diesel engine 21
Seizure due to lack of lubrication caused by scuffed piston rings 22
Seizures due to overheating 24
Seizure due to overheating centered around the piston top land 25
Seizure due to overheating centered around the piston skirt 26
Damage due to abnormal combustion 27
Removal of material by melting from the piston crown and ring zone
(gasoline/petrol engine) 31
Material removal/fusion due to melting on the piston crown
(diesel engine) 32
Cracks in the piston crown and piston combustion bowl (diesel engines) 34
Ring land fractures 36
Impact marks on the piston crown (diesel engine) 38
Hole in the piston crown (gasoline/petrol engine) 40
Piston top land seizure due to the use of incorrect pistons (diesel engine) 42
Erosion on the piston top land and on the piston crown
(gasoline/petrol engine) 44
Piston and piston ring fractures 46
Piston fracture in the piston pin boss 47
Piston fracture due to the mechanical contact between piston crown
and cylinder head 48
Material washout in the ring zone (ring fracture) 50
Piston pin fractures 52
Fractured piston pin 53
Damage to the piston pin circlips 54
Piston damage caused by broken piston pin circlips 55
Seizures in the piston pin bores 58
Seizure in the piston pin bore [floating-fit piston pin] 59
Seizure in the piston pin bore [shrink-fit connecting rod] 60
Seizure in the piston pin bore [with piston skirt seizure(s)] 61
Piston noises 62
Radial impact points on the piston top land 63
Cylinders and cylinder liners 64
Longitudinal cylinder liner cracks 65
Torn off flange on the cylinder liner 66
Cavitation on cylinder liners 68
Irregular sliding surface wear 70
Bright spots in upper sliding surface area 72
Cylinder liner fracture due to hydraulic lock 74
Increased oil consumption 76
Incorrectly installed oil scraper ring (after engine repairs) 77
Wear on pistons, piston rings and cylinder running surfaces
caused by the ingress of dirt 78
Wear on pistons, piston rings and cylinder running surfaces
caused by fuel flooding 80
Piston ring wear (soon after a major engine overhaul) 82
Asymmetric piston wear pattern 84

2 | Quick diagnosis Damage symptoms
Piston skirt damage

Seizure on the piston skirt 11 Seizure due to insufficient clearances 12
due to insufficient clearance next to the piston pin bores
(45 seizure marks)
Piston skirt seizure on one side 18 Seizure due to overheating centered 26

only without matching areas around the piston skirt
on the counterpressure side
Seizure due to lack of lubrication 17 Seizure due to insufficient clearances 14

on the piston skirt at the lower end of the skirt
Dry running damage due to lack of 20 Wear on pistons, piston rings 80

lubrication caused by fuel flooding and cylinder running surfaces
caused by fuel flooding
(increased oil consumption)
Piston head seizing

Piston top land seizure on a piston 21 Piston top land seizure due to the use 42
from a diesel engine of incorrect pistons (diesel engine)
Seizure due to overheating centered 25 Seizure due to lack of lubrication 22

around the piston top land caused by scuffed piston rings

Quick diagnosis Damage symptoms | 2
Piston ring damage

Seizure due to lack of lubrication 22 Wear on pistons, piston rings 78
caused by scuffed piston rings and cylinder running surfaces
caused by the ingress of dirt
Incorrectly installed oil scraper ring 77 Wear on pistons, piston rings 80

(increased oil consumption after and cylinder running surfaces
engine repairs) caused by fuel flooding
Piston ring wear soon after 82

a major engine overhaul
Further damage in the ring and skirt panel

Ring land fractures 36 Material washout in the ring zone 50
(ring fracture)
Piston damage caused by broken 55 Radial impact points on the piston 63

piston pin circlips top land
Asymmetric piston wear pattern 84

Oil-consumption relevant damage

2 | Quick diagnosis Damage symptoms
Piston head damage

Removal of material by melting from 31 Material removal/fusion due 32
the piston crown and ring zone to melting on the piston crown
(gasoline/petrol engine) (diesel engine)
Hole in the piston crown 40 Erosion on the piston top land 44

(gasoline/petrol engine) and on the piston crown
(gasoline/petrol engine)
Piston fracture due to mechanical 48 Impact marks on the piston crown 38

contact between the piston crown (diesel engine)
and the cylinder head
Cracks in the piston crown and piston 34 Piston fracture in the piston pin boss 47
combustion bowl (diesel engines)
Piston pin seizing & piston pin fractures

Seizure in the piston pin bore 61 Seizure in the piston pin bore 59
(with piston skirt seizure) (floating-fit piston pin)
Seizure in the piston pin bore 60 Fractured piston pin 53

(shrink-fit connecting rod)

Quick diagnosis Damage symptoms | 2
Damage to cylinder liners and cylinder bores

Torn off flange on the cylinder liner 66 Torn off flange on the cylinder liner 66
Longitudinal cylinder liner cracks 65 Cylinder liner fracture due to 74

hydraulic lock
Cavitation on cylinder liners 68 Seizure due to insufficient clearances 14

at the lower end of the skirt
Uneven cylinder wear 70 Brightly polished areas 72

in the upper part of the cylinder
Oil-consumption relevant damage

3.1 | Seizure due to insufficient clearances
3.1.1 The thermal expansion of the piston is far heat. In the process, the piston presses
greater than the cylinder which encloses with increasing force against the cylinder
General information about it. In addition, the thermal expansion of wall and the oil film completely stops
seizures due to insufficient aluminium materials is approximately doing its job. The piston then starts to
twice that of grey cast iron, which needs rundry in the cylinder, resulting in the
clearances tobe taken into account accordingly at firstareas to show signs of wear due to
thedesign stage. rubbing, with dark discoloration on the
In engine operation, the clearance bet surface.
ween the piston and the cylinder may As the clearance between the piston and
become reduced beyond permissible the cylinder starts to decrease, mixed In summary, seizure due to insufficient
limits or even completely decimated as friction occurs as a result of the oil film clearances is typified by the following
aresult of incorrect dimensioning of the on the cylinder wall being forced away by main characteristics: highly polished
two sides, after cylinder distortion or after the expanding piston. The initial result of pressure points which change gradually
excessive thermal loads. In addition, the this is that the load-bearing surfaces on into darkly discoloured areas of wear due
piston reaches much higher temperatures the piston skirt are rubbed to a highly to rubbing. In the case of seizures due
than the cylinder during engine operation, polished finish. The temperatures of the to insufficient clearances, the seizure
resulting in different thermal expansion components increase further due to the points can be seen on both the pressure
behaviour of the piston and the cylinder. mixed friction and the resulting frictional side andon the counterpressure side.

Seizure due to insufficient clearances | 3.1
3.1.2
Seizure on the piston
skirtdue to insufficient
clearance
Description of the damage

Around the skirt of the piston there are
several different areas of seizure marks
which are all identical in nature.
The seizure marks can be found on both
the pressure side and on the counter
pressure side, i.e. there are corresponding
counterseizure marks on one side of the
piston to match the seizure marks on the
other. The surface of the seizures gradually
changes from highly polished pressure Fig. 1
areas to darkly discoloured areas of wear
caused by rubbing. The ring zone is
undamaged.
Damage assessment
The clearance between the piston skirt Important note:
and the running surface of the cylinder In contrast to seizure caused by lack of
was either too narrow by design, or it was lubrication, seizure due to insufficient
restricted beyond acceptable limits by clearances always occurs after a brief
distortion which possibly did not occur runningin period after an engine
until the engine was taken into normal overhaul.
operation.
Possible causes for the damage Dirty or distorted threads in the Cylinder head distortion caused by
Cylinder bore too small. threaded bores or on the cylinder uneven heating due to deposits, dirt or
Cylinder head overtightened or head bolts. other problems in the cooling system.
tightened unevenly (cylinder head Seized or insufficiently lubricated
distortion). bolt head contact surfaces.
Uneven sealing surface on the cylinder Use of incorrect or unsuitable
or on the cylinder head. cylinder head gaskets.

3.1.3
Seizure due to insufficient
clearances next to
the piston pin bores
(45 seizure marks)

Seizure marks at an offset of approximately
Fig. 1
45 to the piston pin axis which are found
both on the pressure side and on the
counterpressure side are characteristic
of this type of damage. The surface at the
seizures gradually changes from highly
polished pressure areas to relatively
smooth, darkly discoloured areas of wear
caused by rubbing. The piston pin displays
blue tempering colours; which indicates
in this case that the piston pin bed must
have become hot due to insufficient
clearances or a lack of oil.
Fig. 2
Fig. 3

Damage assessment restriction of the clearances between the However, at the transition to the more rigid
This damage is caused when the piston and the cylinder running surface. piston pin bore the material then comes
area around the piston pin heats up The piston skirt is relatively thin-walled tobear with greater force on the cylinder
excessively. As this area of the piston and therefore has a certain amount of wall, which ultimately causes the oil film
isquite stiff, this causes an increased flexibility which enables it to compensate to be forced out and the piston to rub.
thermal expansion in the area and a for the increased thermal expansion.
Possible causes for the damage Incorrect assembly during the process Seizure in the connecting rod small end
Excessive load on the engine before it of shrinking the piston pin (shrink-fit due to insufficient lubrication when the
reaches operating temperature. connecting rod). engine was first taken into operation.
The piston can reach its full operating During the process of shrinking the The piston pin was either given
temperature after 20 seconds, whereas piston pin into the connecting rod eye, insufficient lubrication or no lubrication
a cold cylinder can take a great deal care must be taken to ensure that at all when the engine was assembled.
longer. As a result of the different theabove-mentioned piston pin is Before the oil can reach the bearing
thermal expansion of the two lubricated, and that after the pin has when the engine is first taken into
components material, the piston been inserted, the piston pin bed is operation, there is not enough
expands faster and further than the notchecked for freedom of movement lubrication and the piston pin bore
cylinder. The piston clearance is then by tipping the piston back and forth. surface seizes, causing additional heat
significantly restricted and the damage The temperatures are equalized to be generated in the process.
described above occurs. immediately between the two
Excessively narrow fit of the piston pin components after the cool piston pin is
in the small end of the connecting rod inserted into the hot connecting rod.
(shrink-fit connecting rod). The piston pin can still become very hot
An excessively tight fit of the piston pin as a result. It will then expand, and can
in the connecting rod small end can become clamped in the piston pin bore,
cause the connecting rod small end and which in this stage is still cool. If the
therefore also the piston pin to become connection of the two components is
out-of-round. The reason for this is the moved in this state, then it can cause
different wall thicknesses on the initial rubbing marks or seizure marks
connecting rod small end. Whereas which will cause subsequent stiffness of
there is a lot more material and much the bearing (and thus increased friction
thicker wall thickness in the direction and heat generation) during operation.
ofthe big end rod, the wall thickness For this reason the assembled
ismuch less at the top of the small end. components should be allowed to cool
The clearance in the piston pin boss off before checking that the bearing
becomes restricted if the piston pin moves freely.
isdeformed. The resulting lack of
clearance between the piston pin and
the piston pin bore causes increased
frictional heat and therefore greater
thermal expansion in the affected area.

3.1.4
Seizure due to insufficient
clearances at the lower
end of the skirt

The piston displays typical seizure marks
caused by insufficient clearances at the
bottom end of the skirt, with pressure
marks and counterpressure marks.
The marks change from highly polished
pressure points to smooth, darkly
discoloured areas of wear caused by Fig. 1
rubbing (Fig. 1). There is nothing unusual
about any of the remaining parts of the
piston. The matching wet cylinder liner
(Fig. 2) displays seizure marks of exactly
the same nature in the lower part where
the outer diameter is sealed with several
sealing rings against water and oil in the
crankcase.
Fig. 2

Damage assessment in the lower area between the piston and

As the seizure areas on both the piston the cylinder must have been restricted to
and the cylinder liner display the such an extent by the distortion of the
characteristics of seizure caused by cylinder that the oil film was forced out
insufficient clearances, the clearances due to a lack of clearance.
Possible causes for the damage There were possibly leftovers from
Incorrectly dimensioned or unsuitable theold oil seals in the grooves for
liner sealing ring can distort a cylinder thesealing rings in the housing
liner to the point of completely (see above).
eliminating piston clearances. In order Sealing rings cannot offer a perfect
to ensure that there is enough space sealif they twist the cylinder liner is
forthe sealing rings to swell into, they inserted. Therefore they must always
should only take up approx. 70% of becoated with a sliding lubricant prior
theliner groove volume. to installation of the cylinder liner.
Use of additional sealant with liner
sealing ring.
One of the characteristics of the oil
seals used for this purpose is that they
swell up in operation following exposure
to oil. This is an intended feature which
is designed to ensure durable leak-
tightness over longer periods of time.
For this reason, no additional sealant
must be used. This would cause the free
space in the liner groove to become
completely filled, and it would not be
possible for the liner sealing ring to
expand in operation.

3.2 | Seizure due to lack of lubrication
3.2.1 clearance between the cylinder and the severely worn surface. A similar situation
piston. In the process the oil film breaks arises if there is a lack of oil, i.e. if there is
General information down (often only locally) because of the no longer any lubricating film at all
aboutseizure due to high temperatures or because of flooding between the piston and the cylinder.
with fuel. In the areas affected in this way
lackof lubrication the surfaces of the piston, piston rings and
cylinder running surface then run against
Seizure due to lack of lubrication can occur each other without any lubrication, which
generally, i.e. even if there is sufficient in just a short time causes seizure with a
In summary, seizure due to lack

oflubrication is typified by the
following main characteristics:
a) If the oil film is destroyed altogether:

seamless areas of narrow seizure marks
mainly on the piston skirt, showing a
severely worn and darkly discoloured
surface. In the early stages there are
oftenno matching seizure marks on the
opposite side of the piston.
b) If there is a lack of oil:

identical to the seizure marks due to lack
of lubrication described above, apart
fromthe discoloration of the surface.
Thesurface of the seizure areas almost
has a pure metallic finish, with no dark
discoloration. As the lack of oil affects the
entire surface of the cylinder, there are
often seizure marks on both the pressure
side and the counterpressure side, even
inthe early stages.

Trockenlauffresser | 3.2
3.2.2
Seizure due to lack
of lubrication on
the piston skirt

Seizure marks which in some cases extend
into the ring zone are present in the running
surface area where normally the wear
pattern develops. Slight counterseizure
areas have occurred on the opposite side
of the skirt. The surface ofthe seizure
areas has no dark discoloration and
Fig. 1
almost has a pure metallic finish.
Damage assessment Due to the limited extent of the damage,

There has been an acute lack of lubricant this may be evidence of a temporary lack Important note:
between the piston and the cylinder of oil or the early stages of damage. The With this type of seizure due to lack of
running surface. The fact that the surface damage would have undoubtedly been lubrication, the damage area on the piston
of the seizure areas almost has a pure even more serious if operation of the is always located at the loadbearing
metallic finish indicates that the oil engine had continued with insufficient points between the piston skirt and the
film was still present but significantly lubrication. cylinder, i.e. the points at which the
weakened at the time of the seizure. normal wear pattern would have formed
on an undamaged piston after running in.
Possible causes for the damage This means that not enough lubricating
Lack of lubrication caused by lack oil is supplied to the running surfaces
of engine oil. of the cylinder, which are primarily
Oil pressure in the engine too low lubricated with splash oil and
(oil pump, pressure relief valve etc.). centrifugal oil from the crankshaft.
As a result, not enough oil is available
for lubrication. Not enough oil emerges
at the crankshaft bearings.

3.2.3
Piston skirt seizure on
one side only without
matching areas on the
counterpressure side

Darkly discoloured seizure areas with
a severely worn surface are present on
oneside of the piston skirt. Due to the
high temperatures on the piston (Fig. 1), Fig. 1
large areas of piston material have been
torn out from the surface of the piston
skirt panel in the area of the seizure.
The broken edge at the same height as
the piston pin shows this clearly. In this
scenario, it is completely typical for the
side of the piston skirt opposite the
seizure area to be completely free of
damage, and the same applies in the early
stages at least to the ring zone as well.
Fig. 2

Seizure due to lack of lubrication | 3.2
Damage assessment of lubrication within a locally confined

This is a typical example of seizure due to area or by overheating of the affected side
lack of lubrication. This type of damage of the cylinder. Lack of clearance can be
occurs when the lubricating film breaks excluded as the potential cause here as,
down on just one half of the cylinder. The despite the severity of theseizure marks,
damage usually occurs on the pressure there are no marks onthe opposing
side and is less common on the counter- counterpressure side.
pressure side. It is caused either by a lack
Possible causes for the damage Defective, missing or incorrectly Oil dilution or oil grades that are not
Partial collapse of the cooling installed air baffles on air-cooled suited to the intended purpose can
mechanism due to lack of coolant, engines. initially lead to a lack of lubrication
airbubbles, dirt deposits or other On engines with a design in which ofthe cylinder-pressure side.
malfunction of the cooling circuit. oilisadditionally splashed onto the
On ribbed cylinders, dirt deposits on cylinder pressure side under greater
theoutside of the cylinder can lead to load by means of spray jets in the
local overheating of the cylinder and connecting rod, this type of damage
therefore to a breakdown of the canalso be caused by a blocked spray
lubricating film. jet or insufficient oil pressure.

3.2.4
Dry running damage
due to lack of lubrication
caused by fuel flooding

Instead of where you would normally find
the piston wear pattern, there are narrow,
sharply defined longitudinal friction marks
on the running surface of the piston skirt. Fig. 1
Damage assessment This results in long, narrow friction marks.

Unburned fuel which is wetting at the With this type of damage the ring zone Important note:
cylinder running surface has diluted or remains undamaged, as here mostly just In the case of damage caused by unburned
washed off the load-bearing oil film. As a the piston rings are in contact with the fuel, the damage always occurs at the areas
result, the piston and cylinder run dry cylinder running surface. on the skirt where the skirt bears against
against each other. the cylinder. These are the points at which
the normal wear pattern would have formed
on an undamaged piston after running in.
Possible causes for the damage Defective coldstarting device

Overrich operation of the engine and or excessive use of the choke
combustion problems caused by faults (carburettor engines).
in the intake system, a blocked air filter, Oil dilution caused by frequent
faults in the mixture preparation or in shortdistance driving or an overly
the ignition system. rich mixture.
Insufficient compression and, as a
result, incomplete combustion.

3.2.5
Piston top land seizure
on a piston from a
diesel engine

The piston crown has localised seizures
which mainly focus on the piston top land.
The surface of the seizure areas is rough
and worn, in some cases larger pieces of
material have already been torn out.
Fig. 2
Damage assessment point where the piston was running dry has been virtually welded to the cylinder
Due to a fault on the injector, fuel which without any lubrication at all. In this area wall, causing smaller and larger chunks to
had not been atomized was able to reach on the piston top land, the piston material be torn out of the piston top land.
the cylinder wall, where it diluted and has seized so much as a result of running
reduced the strength of the oil film to the with no lubrication that the piston material
Possible causes for the damage

Injectors which are leaking, dripping
after injection, clogged or of the wrong
type.
Blocked nozzle needle due to bent
injector body (incorrect tightening
torque).
Incorrect injection timing (start of
delivery).

3.2.6
Seizure due to lack of
lubrication caused by
scuffed piston rings
Fig. 1

Scratches caused by seizure and burned
spots are present on the ring running
surfaces. The cylinder bores (not shown
in the picture) have longitudinal scratches.
The first signs of wear due to rubbing can
be seen on the lefthand piston (Fig. 3) at
the top right on the piston top land. In a
more advanced state (Fig. 4) the damaged Fig. 2
areas have spread over the entire piston.
Fig. 3 Fig. 4

Damage assessment and the cylinder wall excessively and Initially this causes the piston rings to run
This type of damage primarily occurs cause the lubrication between the piston dry without lubrication. This is responsible
during the runningin phase under heavy rings and the cylinder wall to break down. for the socalled burn spots. The piston
loads, when the piston rings are not yet However, faults in the combustion process also has to slide over the nonlubricated
run in and have hence not yet reached and increased temperatures or insufficient parts of the cylinder, which initially causes
their full sealing capability (mostly on cooling of the piston and cylinder wall can wear due to rubbing on the piston top land
diesel pistons). The combustion gases also affect or even destroy the lubricating and subsequently leads to seizures on the
which flow past the rings heat up the rings film. entire piston skirt (Fig. 4).
Possible causes for the damage Unsuitable choice of lubricating oil Insufficient oil supply to the cylinder
Excessive engine loads during the (incorrect grade and viscosity). running surfaces due to insufficient
runningin phase. The temperature on the cylinder running quantities of splash oil and centrifugal
The structure of the honed cylinder surfaces was too high (malfunction in oil from the connecting rod bearings and
surface was not perfect for good the cooling system or deposits in the crankshaft bearings.
adhesion of the engine oil (squashing cooling ducts surrounding the cylinder).
of the graphite veins, peak folding, Abnormal combustion and the resulting
insufficient roughness and/or incorrect increased temperatures during
honing angle). combustion (lean mixture, glow ignition,
injectors leaking or dripping after
injection).

3.3 | Seizures due to overheating
3.3.1
General information
on seizures due to
overheating
In the case of seizures due to overheating,
the lubricating film breaks down as a
result of excessively high temperatures.
Initially this causes mixed friction with
individual friction marks. As the damage
progresses, the material heats up further
and the piston loses all lubrication in the
cylinder. The seizure areas have a dark
discoloration and are badly broken up.
Depending on the cause for the damage,
seizure due to overheating will either start
on the piston skirt or on the piston top land.
Fig. 1

Seizures due to overheating | 3.3
3.3.2
Seizure due to overheating
centered around the
piston top land

Severe seizure has occurred starting from
the piston top land which lessens more
and more towards the end of the skirt.
The surface of the seizure areas has a
dark discoloration with severe scoring
marks, and has broken up in places. The
seizure marks are distributed around the
entire circumference of the piston. The
piston rings also show signs of seizure
all around, whereby the seizure marks Fig. 2
decrease in intensity toward the oil
scraper ring.
Damage assessment to an increasing extent. Ultimately this can be excluded as the possible cause,
The piston crown has been heated up caused a combination of seizure marks because in this case the damage would
so much as a result of extreme thermal due to insufficient clearances and seizure start in the skirt area (see also point
overload coming from the combustion marks due to insufficient lubrication all 3.1.1 Seizure on the piston skirt due
chamber that, on the one hand, it has around the circumference of the piston top to insufficient clearance).
bridged the running clearances and, on land. A general lack of clearance due to
the other hand, has destroyed the oil film insufficient piston installation clearance
Possible causes for the damage Faults in the oil supply, i.e. pistons with Use of wrong sealing rings on liner
Extended high loads on the engine oil cooling (jet nozzle type) with or flange (wet cylinder liners), see also
before it has been fully run in. without oil cooling gallery. 3.10.3 Cavitation on cylinder liners.
Overheating due to faults in the Bent or blocked oil splash nozzles which
combustion process. provide the piston with not enough or no
Faults in the engine cooling system. cooling at all from underneath.

3.3 | Seizures due to overheating
3.3.3
Seizure due to overheating
centered around the
piston skirt

The piston skirt has seized nearly all the
way round. The surface of the seizure
marks has a dark discoloration and is
rough and severely broken up. The ring
zone has only suffered slight damage due
to worn piston material which has been Fig. 1
rubbed upwards.
Damage assessment broken up surface. As there are no seizure

Severe overheating of the entire engine marks on the piston top land and the
has caused the lubrication in the cylinder damage is centered on the skirt area it
to completely break down. This has caused is possible to exclude a motive overload
the characteristic seizure marks due to caused by abnormal combustion.
insufficient lubrication with a heavily
Possible causes for the damage On aircooled engines: Overheating due

Overheating of the engine due to faults to dirt deposits on the exteriors of the
in the cooling system (lack of coolant, cylinders, broken cooling ribs or failed
dirt, faulty water pump, faulty or compromised cooling air ventilation.
thermostat, torn or slipping Vbelt,
inadequate or faulty breather systems
for the cooling system).

Damage due to abnormal combustions | 3.4
3.4.1 dead centre (TDC). The flame spreads from completely different cases of combustion
the spark plug with a circular flame front faults:
General information about and crosses the combustion chamber with 1. Glow ignition:
piston damage due to a steadily increasing combustion speed of causes a thermal overload of the piston
530 m/s. The pressure in the combustion 2. Knocking combustion:
abnormal combustion chamber rises steeply as a result and causes erosion of material and
reaches a maximum shortly after TDC. mechanical overloads on the piston
Abnormal combustion on In order to protect the engine components, and the crankshaft drive.
gasoline/petrol engines the pressure increase per degree of the 3. Fuel fl ooding:
The normal combustion of the airfuel crankshaft must not exceed 35 bar. causes wear in conjunction with oil
mixture in the cylinder follows a precisely However, this normal combustion process consumption and even piston seizure.
defined process. It is started by the spark can be disturbed by various factors
from the spark plug shortly before top which essentially can be reduced to three
Normal combustion Knocking combustion Glow ignition
The gure shows the dierences between a normal combustion process, a knocking combustion and glow ignition.

3.4 | Damage due to abnormal combustions
Additional information for On engines with a for the most part Remarks:
1. Glow ignition: hemispherical combustion chamber this The term quenching area describes the
In the case of glow ignition, a part which causes holes in the piston crown which area on the piston crown which lies closest
isglowing in the combustion chamber usually occur on an extension of the spark to the cylinder head when the piston is at
triggers combustion before the actual plug axis. TDC. On the upward stroke of the piston
ignition point. Potential candidates are the On combustion chambers with larger towards TDC the fresh gases are squashed
hot exhaust valve, the spark plug, sealing quenching areas between the piston crown from this narrow gap towards the centre
parts and deposits on these parts and the and the cylinder head, the piston top land ofthe combustion chamber, swirling the
surfaces which enclose the combustion usually starts to melt at the point in the gases and hence improving combustion
chamber. In the case of glow ignition, quenching area which is subjected to the inthe process.
theflame acts completely uncontrolled on greatest load. This often continues down Knocking combustion, which causes high
the components, causing the temperature to the oil scraper ring and into the interior surface temperatures on individual parts
in the piston crown to increase sharply of the piston. of the combustion chamber, can also lead
andreach the melting point of the piston to glow ignition.
material after just few seconds of
uninterrupted glow ignition.

Additional information for unmistakeable indication of combustion Fig. 1 shows a graphical representation
2. Knocking combustion: knocking. ofthe pressure curve in the combustion
When the combustion is knocking the Slight knocking with interruptions can chamber. The blue curve shows the
ignition is triggered in the normal manner betolerated by most engines for longer pressure curve for normal combustion.
via the spark from the spark plug. The periods of time without sustaining any Thered curve shows a pressure curve
flame front expanding from the spark plug damage. More severe and longer lasting foraknocking combustion with overlaid
generates pressure waves which trigger knocking causes piston material being to pressure peaks.
critical reactions in the unburned gas. be eroded from the piston top land and
As a result, self-ignition takes place thepiston crown. The cylinder head and Additional information for
simultaneously at many points in the thecylinder head gasket can also sustain 3. Fuel flooding:
residual gas mixture. This in turn causes damage in a similar way. Parts in the An excessively rich mixture, gradual
the combustion speed to increase by a combustion chamber (e.g. the spark plug) lossofcompression pressure and ignition
factor of 10-15, and the pressure increase can heat up so much in the process that faultswill generate an incomplete
per degree of the crankshaft and the glow ignition (pre-ignition) can take place combustion with concurrent fuel flooding.
peakpressure also rise substantially. in conjunction with thermal overload of The lubrication of the pistons, piston rings
Inaddition, very high frequency pressure thepiston (i.e. material is melted on or and cylinder running surfaces becomes
oscillations are set up in the expansion removed by melting). Severe continuous lessand less effective as a result.
stroke. Furthermore, the temperature of knocking will cause fractures of the ring Theconsequence is mixed friction with
thesurfaces enclosing the combustion land and the skirt after just a short time. wear and consumption of oil and seizure
chamber increases a great deal. This usually occurs without any material marks (please refer to the Oil consumption
Combustion chambers which have been being melted on or removed by melting andPiston seizure sections as well).
burned clean of any residue are an andwithout seizure marks.
TDC
pressure
crank angle
Fig. 1

Abnormal combustion on diesel engines thatthe compression temperature present Additional information to
In addition to the basic requirement that at the start of injection is not sufficient 3. Injectors dripping after injection
the engine is mechanically in perfect toimmediately ignite the injected fuel. To prevent the injectors from opening
working order, it is essential that a diesel Therequired ignition temperature is not again and post-injecting as a result of
engine has an injector with extremely fine reached until the compression reaches thepressure fluctuations in the system
fuel atomisation and precise delivery and amore advanced stage, at which point between the pressure valve of the fuel-
correct start of injection in order to ensure thefuel injected so far ignites suddenly. injection pump, the fuel-injection lines
that the combustion process is optimised. Thiscauses a steep, explosive pressure and the injectors themselves, the pressure
This is the only way to ensure that the increase which generates a noise in the system is reduced by a certain
injected fuel can ignite with a minimum andcauses a sharp increase in the amount by the pressure valve of the fuel-
ignition delay and, under normal pressure temperature of the piston crown. This can injection pump at the end of injection.
conditions, burn completely. However, result in fractures in the power unit, for Ifthe injection pressure of the injectors
various influences can disturb this normal example in the ring land and the piston, isset too low or if it cannot be reliably
combustion procedure. Fundamentally, aswell as heat stress cracks on the piston maintained by the nozzle (mechanical
there are three serious types of abnormal crown. nozzles), then it is possible that, despite
combustion: this pressure reduction, the injectors
Additional information for could still open several times in sequence
1. Ignition delay 2. Incomplete combustion: after the end of injection as a result of
2. Incomplete combustion If the fuel does not reach the combustion pressure fluctuations in the fuel-injection
3. Injectors dripping after injection chamber at the right time, or if it is not line. Nozzles which leak or drip after
properly atomised, then the short period injection also cause an uncontrolled
Additional information for of time available is not enough to ensure delivery of fuel into the combustion
1. Ignition delay: complete combustion. The same happens chamber. In both cases the injected fuel
The fuel injected at the start of delivery if there is not enough oxygen (i.e. intake remains unburned due to the lack of
will ignite with a certain delay (ignition air) in the cylinder. The causes for this oxygen and ends up unburned on the
delay) if it is not atomised finely enough could be a blocked air filter, intake valves piston crown. There the fuel glows away
and if it does not reach the combustion not opening correctly, turbocharger faults under quite high temperatures and heats
chamber at the right time, or if the or wear on the piston rings and the valves. local areas of the piston material so much
compression pressure is not yet Fuel which has been burned either in- that parts of the piston can be torn away
highenough at the start of injection. completely or not at all will at least partly from the surface under the effects of
Thedegree of atomisation depends on wettens on the cylinder walls, where it will gravity and erosion. This results in
thecondition of the injector. For example, adversely affect or even destroy the film of substantial amounts of material being
an injector which demonstrates perfect lubricant. Within a very short space of time carried away or washed away erosively
fuel delivery during testing with an this will result in severe wear or seizure on onthe piston crown.
injector testing device can be jammed the running surfaces and edges of the
in such a way during installation that piston rings, theedges of the piston
it no longer atomises the fuel properly. grooves, the cylinder running surface
The compression temperature depends and, finally, also the piston skirt surfaces.
onthe compression pressure and This means that the engine will start to
therefore on the mechanical condition consume more oil and lose power (exemplary
ofthe engine. On a cold engine there damage symptoms are available in the
isalways a certain ignition delay. chapters 3.2 Seizure due to lack of
Duringcompression, the cold cylinder lubrication and3.11 Increased oil
walls absorb so much heat from the consumption).
intakeair which is colder anyway

3.4.2
Removal of material by
melting from the piston
crown and ring zone

The material has melted away on the
piston crown behind the piston rings.
The piston skirt has not seized, instead
piston material has been worn away off
the damaged area to the piston skirt. Fig. 1
Damage assessment temperature of the air-gas mixture. reach values which make the piston
The removal of material by melting from These are essentially the spark plug, material go soft. Material is carried
piston crowns on petrol engines is the the exhaust valve and any residue away as far as the oil scraper ring due
result of glow ignition on pistons with adhering to the combustion chamber to the combined effects of gravity
mostly flat crowns and larger quenching walls. and combustion gases entering
areas. Glow ignition is triggered by In the quenching area, the piston crown is the damage site.
glowing parts in the combustion chamber heated up significantly due to the glow
which are hotter than the selfignition ignition. In the process, the temperatures
Possible causes for the damage Glowing combustion residue on the High quantities of oil in the combustion
Heat range of the spark plugs too low. piston crowns, the cylinder head, chamber caused by high oil transfer rate
Mixture too lean, resulting in higher the valves and the spark plugs. on the piston rings or the valve guide.
combustion temperatures. Unsuitable fuel with an octane rating High engine or intake temperatures
Damaged or leaking valves, or which is too low. The fuel quality must caused by inadequate ventilation
insufficient valve clearance, causing correspond to the compression ratio of the engine compartment.
the valves to not close correctly. of the engine, i.e. the octane rating General overheating.
The combustion gases flowing past of the fuel must cover the octane
significantly increase the temperature requirements of the engine under
of the valves, and the valves start to all operating conditions.
glow. This primarily affects the exhaust Diesel fuel in the petrol, which lowers
valves, as the intake valves are cooled the octane rating of the fuel.
by the fresh gases.

3.4.3
Material removal/fusion
due to melting on the
piston crown
(diesel engine)

The crown area and the piston top land
area have been completely destroyed
(Fig. 1). The piston top land has melted
away as far as the ring carrier. Melted
away piston material has been worn Fig. 1
down on the piston skirt where it has
also caused damage and seizure marks.
The ring carrier of the first compression
ring is now only partially intact on the
lefthand side of the piston. The rest of
the ring carrier has become detached
from the piston during operation and
caused further damage in the combustion
chamber. The force of the parts flying
around has transported them through the
intake valve into the intake manifold and
from there into the neighbouring cylinder,
where they have caused further damage
(impact marks).
Additional information for Fig. 2:

Erosivetype removal of material due to
melting has occurred on the piston crown
and the edge of the piston top land in the
injection direction of one or more nozzle
jets. There are no seizure marks on the
piston skirt or the piston ring zone.
Fig. 2

Damage assessment injection line can cause the nozzle needle awayunder a shortage of oxygen,
This type of damage occurs particularly to lift again, causing fuel to be injected generating quite a lot of heat in the
ondirect-injection diesel engines. into the combustion chamber again after process. The material in the localised
Prechamber engines are only affected the end of the injection process areabecomes soft in the process.
ifaprechamber is damaged and the (mechanical nozzles). If the oxygen in Theforce of gravity and the erosion due
prechamber engine therefore effectively thecombustion chamber has been used tothe combustion gases speeding past
becomes a direct-injection engine. If the up, then the individual fuel droplets will will tear out individual particles from the
injector of the affected cylinder cannot bedistributed throughout the entire surface (Fig.2) or carry away the entire
maintain its injection pressure after the combustion chamber and end up further piston crown, ultimately leading to the
end of the injection process and the outside on the piston crown on its type ofdamage seen in Fig. 1.
pressure drops, oscillations in the fuel- downward stroke. There they glow
Possible causes for the damage Ignition delay due to insufficient

Leaking injector nozzles or stiff or compression caused by excessive
jammed nozzle needles. gapdimensions (piston protrusion/
Broken or worn nozzle springs. overlap too low), incorrect valve
Faulty pressure relief valves timingor leaking valves.
inthefuelinjection pump. Excessive ignition delay caused by
Injected fuel quantity and injection theuse of diesel with a cetane rating
timing not set in accordance with the which is too low (reluctant to ignite).
engine manufacturers specifications.
On prechamber engines: Prechamber
defect, but only in conjunction with
oneof the above possible causes.

3.4.4
Cracks in the piston crown
and combustion bowl
recess (diesel engines)

The piston crown displays a stress crack
which extends on one side from the piston
crown to the piston pin boss (Figs. 1 and
2). The hot combustion gases which have
flown through the crack have burned a
channel into the piston material which
runs outward from the bowl to the cast
bowl below the oil scraper ring.
Fig. 1
Fig. 2

Damage assessment Exactly the opposite happens when

As a result of the high thermal over it then cools down again. In the areas
load, the piston material is heated up where before the material was buckled
significantly in localised areas where and forced away, there is now suddenly
the prechamber jets reach the piston a shortage of material. This results
(prechamber engine) or on the edge in tensile stresses in this area which
of the bowl (directinjection engines). ultimately cause stress cracks (see Figs.
In the heated up areas the material 3 and 4). If in addition to the stresses
expands much more than elsewhere. resulting from the thermal overload there
As the overheated areas are not are also superimposed stresses caused
surrounded by any cold surrounding by warping of the piston pin, then in some
materials, the material at the hot, cases the stress cracks can turn into a
thermally overloaded area is permanently much larger major crack which causes
deformed beyond its limit of elasticity. complete breakage and failure of the Fig. 3
piston.
Fig. 4
Possible causes for the damage Temperature fluctuations in engines Installation of pistons with an
Faults in mixture preparation caused by with frequently changing loads such incorrectly shaped piston bowl for
faulty or wrong injector nozzles, faults as,for example city buses, earthmoving the engine. See also point 3.4.8
in the injection pump, damage to the machines etc. can become particularly Piston seizure due to the use of
prechamber. critical for the factors mentioned. incorrect pistons.
High temperatures as a result of defects Use of pistons with an incorrect
in the cooling system. specification, e.g. installation of pistons
Faults on the engine brake, or excessive without a cooling oil gallery on an
use of the engine brake. This results in engine where the specifications require
overheating. pistons with a cooling oil gallery,
Improved engine performance through installation of pistons made by third
interventions in control unit software. party manufacturers without fibre-
Insufficient piston cooling on pistons reinforcement of the edge of the bowl.
with a cooling oil gallery, caused for
example by blocked or bent cooling
oil nozzles.

3.4.5
Ring land fractures

A ring land fracture is evident on one side
of the piston between the first and second
compression ring (Fig. 1). The fracture
starts at the upper edge of the ring land
in the base of the groove and runs at a Fig. 1
diagonal angle into the piston material.
Near the lower edge of the ring land the
fracture then changes direction back
outwards and emerges at the lower edge
of the ring land or slightly underneath in
the base of the groove. The longitudinal
cracks in the ring lands which limit the
lateral expansion of the fracture are
extended downwards. There are no piston
seizure marks or evidence of overheating.
Fig. 2 Cross section of ring land
Damage assessment Knocking combustion: Ring land fractures caused by knocking

Material faults are not the reason for This means that the octane rating of combustion usually occur on the pressure
ring land fractures, even though they are the fuel was not capable of covering side. On a diesel engine, knocking can
often the suspected cause. This type of the engines needs under all operating only be caused by ignition delay.
fracture always results from overstressing and load conditions (see also point 3.4.1
the material. A distinction can be made General information about piston damage
between 3 different causes for these due to abnormal combustion).
symptoms of overstressing:

Hydraulic locks: Installation errors:

Liquid (water, coolant, oil or fuel) During installation, the piston was
inadvertently enters the combustion knocked in rather than being slid in,
chamber when the engine is stationary because the piston rings were not
orrunning. As the liquid is incompressible, correctly compressed or unsuitable tools
the piston and crankshaft drive are were used. In this case the ring lands
subjected to enormous stresses during fracture in the reverse direction as
thecompression stroke. The unavoidable thepressure comes from below (Fig. 4),
outcome is ring land fractures, hub not from above as in the above case.
fractures or connecting rod/crankshaft
damage. Fig. 3
Fig. 3 shows an example of the develop
ment of a fracture which occurs in
response to knocking combustion and
hydraulic locks. The fracture surfaces
extend further down as well, as the force
which causes the fracture acts from above
on the ring land.
Fig. 4
Possible causes for the damage Intake air temperatures too high, Improper or excessive use of starting
Knocking combustion on gasoline/petrol causedby inadequate ventilation of aids (e.g. starting spray) during cold
engines theengine compartment or exhaust starts.
Use of a fuel without suitable antiknock gasbackpressure. However, failure
properties. The fuel quality must toswitch over the intake air flap to Hydraulic locks
correspond to the compression ratio of summer operation or a faulty automatic Accidental intake of water while driving
the engine, i.e. the octane rating of the switchover mechanism will lead also through high water, puddles or low
fuel must cover the octane requirements toa substantial increase in the intake rivers/waters, or as a result of larger
of the engine under all operating airtemperature (particularly on older quantities of water being splashed up
conditions. carburettor engines). bypassing vehicles or vehicles in front.
Diesel fuel in the petrol, which lowers Cylinder filling up with water while the
the octane rating of the fuel. Knocking combustion on diesel engines engine is stationary due to leaks in the
Oil in the combustion chamber as a Injectors with poor atomisation or cylinder head gasket or due to cracks
result of high oil consumption at the leaking injectors. incomponents.
piston rings or valve guides lowers the Injection pressure of the injectors is Cylinder filling up with fuel while the
antiknock properties of the fuel. toolow. engine is stationary due to leaking
Excessively high compression ratio Compression pressure too low due to injectors (only applies to gasoline/
caused by combustion residue on the the use of an incorrect cylinder head petrol engines with fuel-injection).
piston crowns and cylinder head or gasket, insufficient piston protrusion, Theresidual pressure in the fuel
excessive machining of the cylinder leaking valves or broken/worn piston injection system is dissipated through
block surface and cylinder head surface rings. the leaking nozzle into the cylinder.
for engine overhaul or tuning purposes. Defective cylinder head gasket. Inthis case and the one above the
Ignition timing too advanced. Damage to the prechamber. described damage will occur when
Mixture too lean, resulting in higher theengine is started.
combustion temperatures.

3.4.6
Impact marks on
the piston crown
(diesel engine)

Severe impact marks can be seen on the
piston crown (Fig. 1). Nearly all of the oil
carbon deposits have been removed from
this area due to metallic contact between
the piston and the cylinder head. The
oil carbon deposits have been pressed
into the piston crown as a result of the Fig. 1
impacts, leaving scarring in the process.
The piston rings indicate signs of severe
wear. The wear is evident even to the
naked eye on the oil scraper ring in
particular.
On the piston shown in Fig. 2, an imprint

of the swirl chamber can be seen on the
front edge of the crown, and a strong
imprint of the valve can be seen on the
righthand side of the crown. This means
that, as well as the swirl chamber, a valve
has also made contact with the piston
crown during operation, and the valve has
gradually dug itself into the piston crown
(see Fig 3). First indicators of rubbing
marks due to a lack of lubrication are Fig. 2
evident on the piston skirt (see Fig. 4).
Fig. 3 Fig. 4

Damage assessment This in turn damage the oil film, which pistons start to become more and more
The pistons have struck against the initially leads to a higher level of mixed mixed with the lubricating oil and the
cylinder head/swirl chamber and one of friction and therefore increased wear lubricating oil starts to lose its load-
the valves during operation. There have inthe piston ring area. Oil consumption bearing ability as a result of oil dilution,
been no fractures or breakages yet as a increases as a consequence. the wear will spread to all of the moving
result of these violent impacts. However, Thecharacteristic damage caused by parts in the engine.
the nature of the wear on the piston rings unburned fuel does not arise until the
and the piston skirt indicates that one oil film is destroyed by the fuel to such
consequence of these impacts has been an extent that the piston is running with-
abnormal combustion due to fuel flooding. out lubrication (see also point 3.2.4
Mechanical contact between the piston Dryrunning damage due to lack of
crown and the cylinder head has resulted lubrication caused by fuel flooding).
in vibration, with associated vibration In the initial stages the piston skirt is
being transfered through to the injector. affected to a lesser degree, as it is
As a consequence, the injector has been continuously supplied with new oil from
unable to hold the pressure when closed. the crankshaft drive which is still capable
The increased injection of fuel into the of providing lubrication. Once the abraded
cylinder causes fuel flooding. particles from the moving area of the
Possible causes for the damage Excessive reworking of the cylinder Excessive clearances in the connecting
Incorrect piston protrusion/over lap. head sealing surface and the resulting rod bearings or a worn out connecting
Thepiston protrusion/over lap was not shift in the valve timing. (The distance rod bearing, particularly in conjunction
checked or corrected during an engine between the driving pinion/sprocket with over-revving during a hill descent.
overhaul. and the driven pinion/sprocket changes.
Connecting rod small-end bush bored Depending on the design of the chain
eccentrically during replacement of the orbelt adjustment mechanism, it may
small-end bushes. not be possible to correct this.
Eccentric regrinding of the crankshaft. New valve seat rings have been
Eccentric reworking of the bearing installed, but care was not taken
counter bore (when resinking the toensure that they are correctly
crankshaft bearing caps). positioned. If the valve recess is
Installation of a cylinder head gasket notpositioned deeply enough in
with insufficient thickness. thecylinder head during machining,
Oil carbon deposits on the piston crown thevalves will not be recessed enough
and resulting restriction or bridging of into the cylinder head and will protrude
the gap. too far as a result.
Incorrect valve timing caused by Over-revving the engine. The valves no
incorrect adjustment, chain stretching longer close in time due to the increased
or a slipped belt. inertia forces and strike against the
piston.

3.4.7
Hole in the piston crown
(petrol sparkignition
gasoline engine)

The piston crown has a hole which
penetrates all the way through. The
surface of the piston crown is covered by
the solidified molten material. The skirt
area has also been damaged as a result of
the enormous intensity of the heat and the
piston material which has been ground
down and displays seizure marks.
Fig. 1
Damage assessment Within a short space of time the piston

This type of damage is caused by glow crown heats up so much that the material Important note:
ignition. Here, the selfignition there becomes soft. The softened material Such rapid heating of a localised area
temperature of the air-gas mixture is is then carried away as a result of the on the piston crown is only possible
exceeded by glowing parts in the combination of the effects of gravity on as a result of glow ignition.
combustion chamber. These are the reciprocal movements of the piston
essentially the spark plug, the exhaust and the fast-flowing combustion gases.
valve and any combustion residue present Due to the lack of material strength no
in the combustion chamber. As a result, left in this area after the material has
the mixture ignites before it is due to be been softened and molten aluminium
ignited by the spark plug. Combustion has migrated away from the piston crown,
takes place so far in advance of the actual the combustion pressure can then force
ignition point that the flame has much a hole in through the much weaker piston
more time to act on the piston crown crown. In many cases there will not even
than in the normal combustion process. be any seizure marks.

Possible causes for the damage Glowing combustion residue on the High quantities of oil in the combustion
Heat range of the spark plugs too low. piston crowns, the cylinder head, chamber caused by high oil transfer rate
Mixture too lean, resulting in higher thevalves and the spark plugs. due to worn or damaged piston rings or
combustion temperatures. Unsuitable fuel with an octane rating valve guides, or a combination of both.
Damaged or leaking valves, or which is too low. The fuel quality must High engine or intake temperatures
insufficient valve clearance, causing correspond to the compression ratio of caused by inadequate ventilation of
thevalves to not close correctly. the engine, i.e. the octane rating of the theengine compartment.
Thecombustion gases flowing past fuel must cover the octane requirements General overheating.
significantly increase the temperature of the engine under all operating
ofthe valves, and the valves start to conditions.
glow. This primarily affects the exhaust Gasoline contaminated by Diesel, which
valves, as the intake valves are cooled lowers the octane rating of the fuel.
by the fresh gases.

3.4.8
Piston top land seizure
due to the use of incorrect
pistons (diesel engine)

Clear localised scoring marks can be seen
on the piston top land. These seizure
marks go all around the circumference
ofthe piston. The scoring marks are
centered around the piston top land.
Theystart at the edge of the piston crown
and end at the second compression ring.
Fig. 1
Damage assessment One example not to be followed is: If the pistons which are used are not
Due to the nature of the symptoms, this A piston for the Euro 1 emissions standard, prescribed for the relevant engine type
damage has been clearly caused by an which has a bowl diameter of 77 mm, has and the relevant emission standards, this
abnormal combustion. However, the fault been replaced during engine repairs can result in serious abnormal combustion
lies in the use of an incorrect piston, not withapiston for the Euro 2 emissions during operation with completely
with the fuel-injection system asmight standard with a bowl diameter of 75 mm. unpredictable consequences. Apart from
initially be suspected. This caused increased heating at the edge damage of the kind described above,
Within the framework of the legislation for of the bowl as, because of the smaller failure to comply with the exhaust
reducing levels of pollutants in exhaust diameter of the bowl, the injector was emission regulations would be just the
emissions, engines are now designed and spraying onto the edge of the bowl rather start of the problems. Lack of engine
built in accordance with the latest exhaust than the centre of the bowl. This caused performance, increased fuel consumption
emission standards. Often the pistons for localised overheating of the piston and subsequent installation of the correct
the different emission standards are barely material where the fuel jets from the pistons lead to significant follow-up costs.
any different to look at. In this example, injector were reaching the piston,
pistons with different bowl diameters are andtherefore also increased thermal
used on the same range of engines to meet expansion which led to the localised
different exhaust emission standards. seizure marks.

Possible causes for the damage Use of the incorrect style of piston. Use of the correct pistons, but use of
Use of pistons with an incorrectly Forexample, a piston with no cooling other components which are unsuitable
shaped bowl or an incorrect bowl oil gallery must not be used if the for the particular application (injectors,
depthor diameter. engine manufacturer specifies a cooling cylinder head gaskets, fuel-injection
Use of pistons which do not comply oil gallery the particular application pumps or other components which affect
withthe dimension specifications (e.g.for reaching a certain power the mixture formation or combustion
(compression height). output). process).

3.4.9
Erosion on the piston
top land and on the
piston crown

The piston top land shows areas where
material has been carried away in an
erosiontype process (see Fig. 2). This
removal of material often continues on the
surface of the piston crown (see Fig. 3).
There are not necessarily any seizure
marks or other damage to the piston. Fig. 1
Fig. 2 Fig. 3

Damage assessment spread in the combustion chamber and which material is carried away expands,
Erosiontype removal of material from run down between the piston top land particularly if glow ignition also occurs
the piston top land and from the piston and the cylinder wall as far as the first as a result of the knocking combustion.
crown always occurs as a result of compression ring. At the reversal point Material is often carried away in the
extended periods of knocking combustion of the pressure wave, the kinetic energy damaged area behind the rings as far
(medium severity). In the process, tears out tiniest particles from the surface as the oil scraper ring.
pressure waves are generated which of the piston. Gradually the area from
Possible causes for the damage Large quantities of oil in the combustion Intake air temperatures too high,
Use of a fuel without suitable antiknock chamber caused for example by worn caused by inadequate ventilation of
properties. The fuel quality must piston rings, valve guides or the turbo the engine compartment or exhaust
correspond to the compression ratio of charger (or other similar components) gas backpressure. However, failure
the engine, i.e. the octane rating of the will reduce the antiknock properties to switch over the intake air flap to
fuel must cover the octane requirements of the fuel. summer operation or a faulty automatic
of the engine under all operating Excessively high compression ratio switchover mechanism will lead also
conditions. caused by combustion residue on the to a substantial increase in the intake
The gasoline/petrol has been piston crowns and cylinder head or air temperature (particularly on older
contaminated with diesel. Accidental excessive machining of the cylinder carburettor engines).
refuelling with the wrong type of fuel block surface and cylinder head surface
or shared use of tanks or canisters for engine overhaul or tuning purposes.
for both types of fuel can lead to this Ignition timing too advanced.
kind of contamination. Very small Mixture too lean, resulting in higher
amounts of diesel are already enough combustion temperatures.
to significantly lower the octane rating
of the petrol.

3.5 | Piston and piston ring fractures
3.5.1
General information
about piston fractures
During operation of the engine,

pistons can break as a result of an
overload breakage or can su er
a fatigue fracture.
An overload breakage (Fig. 1) is always They are not worn down and they display
caused by a foreign body which collides no nodal line markings. The piston
with the piston while the engine is suddenly breaks without any fracture
running. This could be parts of the development.
connecting rod, crankshaft or valves etc.
which have been torn off. An overload
breakage of the piston can also occur
if water or fuel gets into the cylinder.
The broken surfaces of an overload
breakage appear grey.
Fig. 1
In the case of a fatigue fracture (Fig. 2), Excessive deformation of the piston pin
nodal line markings form on the fracture due to overstressing (warping and oval
surface which reveal the starting point and deformation) cause cracks in the pin boss.
the gradual progress of the fracture. The Furthermore, fatigue fractures can also
fracture surfaces are often worn to the stem from heat stress cracks on the piston
point of being shiny. The cause for a crowns.
fatigue fracture is overstressing of the
piston material. Overstressing can occur
during knocking combustion, severe shock
vibrations of the piston, for example if the
piston crown has mechanical contact with
the cylinder head or excessive skirt
clearance.
Fig. 2

Piston and piston ring fractures | 3.5
3.5.2
Piston fracture in
the piston pin boss

The early stages of a typical pin boss
fatigue crack are evident in the centre
axis of the piston pin bore (Fig. 4). The
crack has spread in a semicircle around
its starting point. A socalled cleavage
fracture forms from the initial crack, which
splits the piston up to the piston crown
into two parts as can be seen in Fig. 3
(the piston has been sawed open from the
bottom for the purposes of investigation;
the original crack extended from the
piston pin bore to the piston crown).
Fig. 3 Fig. 4 Cross section of the piston pin boss
Damage assessment pin boss formed due to excessive loads

Boss fractures arise as a consequence will then spread even under normal loads,
of excessive loads. This process can be and will ultimately cause the entire piston
accelerated if there is not a sufficient oil to split or break.
supply. An incipient crack in the piston
Possible causes for the damage The cylinder has filled up with water, Use of incorrect or weightreduced
Abnormal combustion, in particular fuel or oil whilst stationary, resulting piston pins. The piston pin is deformed
spontaneous combustion caused in a hydraulic lock. to an oval shape, placing excessive
by ignition delay. Performance enhancements (e.g. chip loads on the bearings in the process.
Excessive or inappropriate use of tuning) with continued use of the
starting aids during cold starts. standard production piston.

3.5.3
Piston fracture due
to mechanical contact
between the piston crown
and the cylinder head

Impact marks can be seen on the piston
crown in Fig. 1. The piston crown has
mechanical contact damage, causing
vibration. As a result of the shock
vibrations and the effects of the violent
impact during the pistons cyclic operation,
a fracture has occured in the direction
of the piston pin. Fig. 1
On the piston in Fig. 2 the piston skirt

has broken off in the lower oil scraper
ring groove. The surfaces at the fracture
display the characteristics of a fatigue
fracture.
Fig. 2

Damage assessment of the lower oil scraper ring groove. After

Due to the exceptionally fast sequence of striking the cylinder head, the piston no
hard impacts as the piston crown strikes longer runs straight in the cylinder and
the cylinder head, the piston is subjected subsequently strikes the cylinder wall with
to such violent shock vibrations that cracks its skirt. As the material thickness is less
are generated. On pistons with a lower oil in the area of the lower ring groove than in
scraper ring (like the one shown in Fig. 2), e.g. the piston top land, this is where the
the skirt nearly always breaks in the area piston breaks.
Possible causes for the damage b) Insufficient thickness of the cylinder

Excessive clearances in the connecting head gasket. Many manufacturers Caution:
rod bearings or a worn out connecting provide cylinder head gaskets with Checking the freedom of movement of
rod bearing, particularly in conjunction different thicknesses for the same theengine after an overhaul by turning
with over-revving during a hill descent. engine. On the one hand this is theengine several times by hand with
T he so-called gap dimension (this is necessary to compensate for component theengine being cold does not guarantee
theminimum distance between the tolerances during production, and on thatthe piston will not strike the cylinder
piston crown and the cylinder head) the other hand it also allows an head when the engine is at operating
wastoo small at TDC of the piston. adaptation for the piston protrusion temperature. As the piston and connecting
Thefollowing scenarios may have during repairs. For this reason it is rod heat up, they also expand in terms
caused this: extremely important to ensure that oftheir length, which reduces the gap
acylinder head gasket with the between the piston crown and the cylinder
a) Installation of pistons with an prescribed thickness is used during head. Particularly on larger engines
incorrect compression height. During repairs. This is the only way to ensure incommercial vehicles with large
engine overhauls, the sealing surface that the specified gap dimension compression heights, the differences
ofthe cylinder block is often reworked. willbeachieved after the repair. canbe significant and reduce the freedom
If pistons with the original compression Thethickness of the gasket must be of movement of the piston at TDC by
height are then refitted after the engine redetermined depending on the piston several tenths of a millimetre.
block is resurfaced, then the piston protrusion in accordance with the
protrusion/overlap may be too large. manufacturers specifications if the
This is why pistons are available for cylinder block is reworked or replaced.
repairs with a reduced compression
height, enabling the piston protrusion
tobe kept within the tolerance specified
by the engine manufacturer.*
* Motor Service supply pistons with a reduced compression height for most heavy duty engines.
Please refer to Engine Service Piston Catalogue.
Please refer to our current cataloque Pistons/Cylinders/Kit Sets.

3.5.4
Material washout in the
ring zone (ring fracture)

Severe material washout reaching as far
as the piston crown is evident in the ring
zone in the area of the first ring groove.
The ring groove displays severe axial wear.
Heavy imprints from broken fragments of
the first ring can be seen on the piston
crown. In some places the running pattern
of the piston skirt has a matt, buffed
appearance.
Fig. 1
Fig. 2

Damage assessment and the piston ring groove. The axial around in the rapidly enlarging groove,
Due to the severity of the axial wear on clearance of the piston rings increased causing the washout shown in the picture
the grooves and on the first ring groove steadily as a result. In terms of its cross as a result of continuous hammering.
in particular, the damage shown here can section, the ring was then severely Once the washout finally reached the
only have been caused by ingress of weakened, and it could ultimately piston crown, the fragments of the piston
contaminants or dirt into the combustion no longer withstand the pressures of ring were able to enter the space between
chamber. The contaminants were then also the combustion process and broke. the piston crown and the cylinder head,
deposited in the ring groove, where they Consequently, the broken off part of the where they caused more damage to piston
caused abrasive wear on the piston ring ring had even greater freedom to move crown and cylinder head.
Possible causes for the damage Piston ring flutter caused by excessive are intended to cover high mileage or
Given the severity of the axial wear of axial ring clearance. This condition can survive a long service life, there is a
the ring groove and the piston rings, the arise if only a new set of piston rings is chance that the resistance of the ring
only possible explanation is the ingress installed during repairs, even though grooves to wear may not be sufficient for
of foreign bodies into the combustion the ring grooves in the piston are the length of service life to be endured.
chamber. Refer to section 3.11.3 already worn. The excessive play causes At some point the groove is widened so
Wear on the pistons, piston rings and the rings to flutter and possibly break. far as a result of natural wear that the
cylinders caused by the ingress of dirt. Another reason for excessive axial ring piston rings start to flutter, and the
If there is severe radial wear to the clearance may be the use of an incorrect ring(s) may break as a result.
piston rings without evidence of any set of piston rings. As a result, the
axial wear then a likely cause is fuel height of the rings may be too small,
flooding. Refer to section 3.11.4 Wear on so the clearance in the groove could
the pistons, piston rings and cylinders already be excessive when the rings
caused by fuel flooding. areinstalled.
If there is no wear on the ring grooves This type of damage could also be
or piston rings and the engine has only caused by using a piston which is
been run a short time after a major unsuitable for the intended purpose.
overhaul, then this type of damage can Pistons for diesel engines are subjected
be caused by incorrect installation of to greater loads and are expected to
the piston. It is possible for the piston endure a longer service life, so they are
rings to be broken when the piston is equipped with a ring carrier which is
inserted into the cylinder if they have made of cast iron alloyed with nickel.
not been pressed far enough into the Pistons without a ring carrier are
piston ring groove. This usually happens sometimes used on diesel engines for
if the piston ring scuff band is not fitted cost reasons, but only if the service life
and tightened correctly around the is expected to be shorter. This could be
piston, or if an incorrect or damaged the case for example on agricultural
insertion tool is used during installation machinery. If this type of piston without
of the piston. a ring carrier is used in engines which

3.6 | Piston pin fractures
3.6.1 Excessive or inappropriate use of starting fracture on towards the centre of the pin.
aids during cold starts (e.g. starting spray) In the area between the piston pin eye and
General information about should be viewed in the same way as the the connecting rod eye which is subjected
piston pin fractures effects of extreme abnormal combustion. to the greatest shear stresses and bending
During operation, the piston pin is bent by loads, the crack then changes direction
the forces exerted from the combustion and becomes a lateral crack. This then
Piston pin fractures can occur as a result
gases on the piston and deformed into an ultimately causes the entire pin to break
of overloads caused by abnormal
oval shape. As a result of this deformation right through.
combustion, the effects of foreign
into an oval shape, under excessive loads In addition to the scenarios described
bodiesor material defects. In the case
a longitudinal crack can initially form at here, fractures can also arise as a result
ofamaterial defect, the crack usually
the ends of the pin, with its starting point ofsome other kind of damage to the pin
originates from a slag line. This can be
either at the outer or inner diameter of the orbecause of a hardness defect.
reliably verified by carrying out tests on
pin. The crack then spreads as a fatigue
the material in a laboratory.

Piston pin fractures | 3.6
3.6.2
Fractured piston pin
Description of the damage Fig. 1

The piston pin in Fig. 1 has been
completely broken due to a lateral crack
at the transition between the connecting
rod and the inner side of the piston pin
boss. The shorter fragment has been split
along its length. The surfaces at the
fracture displays the characteristics of
a fatigue fracture.
Damage assessment is subjected to the greatest shear stresses

Provided there is no evidence of a material and bending loads, the crack then changes
defect, piston pin fractures are always direction and becomes a lateral crack.
caused by excessive loads. Material This then ultimately causes the entire
defects can always be reliably identified pin to break right through.
by testing the material of the broken pin Fig. 2 shows that an incipient crack can not
in laboratory tests. only be caused by an excessive load, but
Under excessive loads, the deformation also as a result of improper handling of the
of the piston pin to an oval shape in piston pin during installation. The end face
the piston pin bores initially causes a of the broken piston pin clearly shows that
longitudinal crack at the ends of the pin. the incipient fracture was caused by impact
This crack can originate both in the outer damage due to a blow, e.g. from a hammer.
surface and in the inner diameter. As can be seen from the above
The crack then spreads as a fatigue descriptions, even under normal load
fracture on towards the centre of the pin. conditions any incipient fracture can
In the area between the piston pin bore develop as a fatigue fracture and ultimately
and the connecting rod small end which lead to total breakage of the piston pin. Fig. 2
Possible causes for the damage Improper handling of the piston pin Weakening of pin through tuning
Abnormal combustion on both petrol during installation. measures (weight reduction).
and diesel engines, in particular as a Overloading of pin through improved Use of wrong pin (e.g. shaped pin).
result of knocking combustion. engine performance.
Hydraulic locks.

3.7 | Damage to the piston pin circlips
3.7.1 The circlips are only subjected to axial break up. Some fragments become
loads if the piston pin has an axial trapped between the piston and the
General information about movement forced upon it. If the piston cylinder, while other parts are thrown back
damage to the piston pin ismisaligned or the connecting rod is and forth under the forces of gravity in the
oscillating in an asymmetric fashion then cutout of the piston pin bore, where they
circlips this will cause the piston pin axis and the cause substantial material washout. It is
crankshaft axis to no longer be parallel, also not uncommon for fragments to move
Wire circlips or so-called Seeger-type
resulting in precisely this axial movement through the inner bore in the piston pin
circlips are used as retainers for the piston
of the piston pin. The piston pin then right through to the other side of the
pins. It is possible for both types to break
strikes in a very rapidly alternating piston, where they then also cause
in operation or jump or be knocked out of
sequence against the piston pin circlips substantial amounts of damage.
the groove in the piston.
and gradually forces them out of the
If the circlips fracture or their ends break
groove. They are then forced on as far as
off, this is always due to excessive loads
the cylinder running surface, where they
orimproper handling while inserting the
are worn away. Ultimately the circlips will
circlips.

Damage to the piston pin circlips | 3.7
3.7.2
Piston damage caused by
broken piston pin circlips
Damage description I
On both sides of the piston, the end of
the piston pin bore has suffered serious
damage. In some places the damage
reaches up as far as the ring zone (Fig. 1).
When the piston was removed there was
no longer a circlip in the retaining groove.
It had jumped out during operation and
broken into fragments. Although the
second circlip is damaged, it was still
installed in its groove when the piston was
removed. Due to the lack of retention, the
Fig. 1
piston pin has wandered outwards during
operation towards the cylinder running
surface. Clearly the front face of the pin
has had prolonged contact with the
cylinder running surface. As a result, the
front face is worn to a convexed shape
(Fig. 3). The running pattern of the piston
is formed very asymmetrically.
Fig. 2 Fig. 3

3.7 | Damage to the piston pin circlips
Damage description II
In this case the piston has been running
at an angle, which has also caused the
piston pin circlip to be hammered out. As
a result of the piston running at an angle
in the cylinder and the onesided load on
the piston pin, the piston pin has broken
(Fig. 3), and subsequently the piston
has been broken as well (Fig. 2). The
asymmetrical running pattern resulting
from the piston running at an angle can
be seen very clearly in Fig. 1.
Fig. 1
Fig. 2
Fig. 3

Damage to the piston pin circlips | 3.7
Damage assessment operation. This is most commonly the away and finally breaks into several
Whether as wire circlips or Seeger-type casewhen a bent connecting rod leads fragments. As shown in Fig. 2 the
circlips, the piston pin circlip can only be tothe piston running at an angle. The fragment inertia forces hammer into the
forced out or hammered out in operation reciprocating movements of the piston piston material as the piston moves up
by means of an axial displacement of result in an alternating axial thrust which and down breaking it down within a short
the piston pin. However, this is based on effectively hammers out the circlip lying in space of time. Individual fragments also
the requirement that the circlip has been the main pressure direction. Once the move through the hollow piston pin and
correctly inserted and has not been circlip has jumped out, it is then clamped cause corresponding destruction on the
damaged. Axial thrust in the piston pin between the piston pin moving in an opposite side of thepiston.
always occurs when the piston pin axis is outward direction, the piston and the
not parallel to the crankshaft axis during cylinder running surface. There, it is worn
Possible causes for the damage Cylinder axis not rectangular (90)
Axial thrust of the piston pin during engine tocrank shaft axis.
operation caused by: E xcessive connecting rod big-end
Bending or twisting of the connecting bearing clearance, particularly in
rod. conjunction with asymmetrical
A xes of conrod small ends not bored connecting rods.
parallel to crank shaft axis. Use of old or damaged circlips.
Improperly installed circlips.

3.8 | Seizures in the piston pin bore
3.8.1 of the lubrication system with dry running

and seizures are then an unavoidable Important note:
General information about consequence. During the process of shrinking the piston
seizures in the piston pin pin into the connecting rod, it is also
Due to the high temperature increase, the important that, in addition to the above-
bore piston also expands a great deal more on mentioned lubrication of the piston pin,
the skirt in the area of the piston pin bore. the piston pin bed must not be checked
Seizures in the piston pin bore can be a
There, this can lead to a lack of clearances, for freedom of movement immediately
primary or secondary consequence of
as well as dry-running and seizures after installation by tilting the piston back
piston skirt seizures.
(seealso point 3.1.3 Piston seizures and forth. The temperatures are equalized
nextto the piston pin bore). immediately between the two components
As the piston pin and the piston pin bores
after the cool piston pin is inserted into
are not forcibly supplied with oil and only
For piston pins which are shrunk into the the hot connecting rod. The piston pin can
splash oil is available , seizures on the
connecting rod, the clearance in the piston still become very hot as a result and
piston pin bed are nearly always typical
pin bore is sufficiently dimensioned to expand so far that it seizes in the piston
dry seizures due to insufficient lubrication,
ensure that a thick enough film of oil can pin bore which is still cool. If the bearing is
with severely torn up surfaces and fusion
form there at all times. When reusing used moved in this state then it can cause initial
of materials.
shrink-fit connecting rods it is important to rubbing marks or seizure marks which will
ensure that the bore in the connecting rod cause subsequent stiffness of the bearing
On floating-fit piston pins, primary seizures
has not become distorted or damaged in (and thus increased friction and heat
in the piston pin bores arise as a result of
any other way. Otherwise, once the piston generation) during operation. For this
insufficient clearances or jamming if the
pin has been shrunk in place it could reason the assembled components should
piston is running at an angle.
become deformed to such an extent that be allowed to cool down first before
the clearance in the piston pin bores is checking them for freedom of movement.
This restricts the freedom of motion
no longer sufficient in places, as a result
ofthepiston pin in the small-end bush.
of which seizures could form very easily. Secondary seizures in the piston pin
Thepin is then forced to move back and
Always lubricate the piston pin and the bores are triggered by severe piston
forth in the piston pin bore. However,
piston pin bore when installing the pistons skirt seizures. Here, the entire piston can
the clearance of a floating-fit piston pin in
in the engine to ensure that enough be heated up to such an extent that the
the piston pin bore is too small. Extreme
lubrication is provided for the first lubrication breaks down in the piston pin
build-up of heat and the resulting collapse
fewrevolutions of the engine. bores as well. In some cases, abraded
material from the skirt seizures can also
be washed into the piston pin bed.

Seizures in the piston pin bore | 3.8
3.8.2
Seizure in the piston
pin bore (floating-fit
piston pin)

The piston pin has seized heavily in the
piston pin bores. Piston material has
been virtually welded onto the piston
pin (Fig. 1). The piston pin displays a blue
discoloration in the area of the connecting
rodsmallend bush. There are no seizure
marks on the piston skirt itself.
Fig. 1
Damage assessment of the piston pin took place in the piston

The blue discoloration of the piston pin in pin bore. However, the clearance of a
the area of the connecting rodsmallend floating-fit piston pin is too small for this.
bush indicates that the clearance there The increased friction caused excessive
was insufficient, and that as a result the overheating in the bearing, as a result of
piston pin was only able to rotate in the which the oil film became ineffective and
small-end bush with increased difficulty the piston pin seizure arose.
or not at all. As a result, the only rotation
Possible causes for the damage The piston pin and piston pin bore was
The clearance between the smallend not lubricated during installation of the Important note:
bush and the piston pin was not made piston. It is essential to lubricate the piston pin
large enough. and the piston pin bore when installing
Possibly the clearance in the smallend thepistons to ensure that sufficient
bush was reduced or even eliminated by lubrication is present during the first few
a misalignment of the connecting rod revolutions of the engine and to prevent
and the piston pin became seized as a rubbing marks from being formed straight
result. away when the engine is started.

3.8 | Seizures in the piston pin bore
3.8.3
pin bore (shrink-fit
connecting rod)

This piston has clearly only run for a short
length of time. Neither a deposit on the
crown nor any running marks can be seen.
The piston pin has seized in both piston
pin eyes on the upper side, i.e. the side
under pressure load (Fig. 1). The surface
at the seizures is clean bare metal.
No traces of burnedin oil are evident.
Fig. 1
Damage assessment that the piston pin seized during the first
The piston has barely any running marks revolutions of the engine. The clean bare
and can therefore only have been run for metal seizures are a clear indication of a
a short time. It can therefore be assumed lack of oil in the piston pin bed.
Possible causes for the damage and the piston pin bore was checked
It is possible that the piston pin and immediately after inserting the piston
the piston pin bore were not lubricated pin by tilting the piston back and forth.
before the piston pin was assembled The surfaces of the piston and the
in the engine. piston pin bore can suffer at this point
During the shrink-fitting process as a result of the unusual temperature
for inserting the piston pin into the differences between the components
connecting rod, the freedom of which do not occur in normal operation.
movement between the piston pin

Seizures in the piston pin bore | 3.8
3.8.4
pin bore (with piston
skirt seizure)

The piston has seized all around its
circumference with the main focus on the
piston top land (Fig. 2). The compression
rings have become blocked in the ring
groves. Seizure marks are present in
both piston pin bores.
Fig. 2
Damage assessment spread increasingly down onto the skirt.

As the main focus of the seizures is on The combustion gases which flew past the
the piston top land, it is safe to assume seized compression rings then heated up
that this is where the damage obviously the piston to such a point that eventually
originated as a result of abnormal the oil film in the piston pin bed became
combustion. Subsequently the piston ineffective, and seizures developed here
rings seized up, and the seizure marks as well.
Possible causes for the damage

Abnormal combustion which lead to
a seizure due to the combined effects
of insufficient clearance and lack of
lubrication on the piston top land and
skirt and subsequently also cause
seizures in the piston pin bed.

3.9 | Piston noises
3.9.1 Tilting of the piston caused by Piston pin striking alternately against
insufficient clearance in the piston the piston pin circlips:
General information pinbed: Axial thrust in the piston pin is always
aboutpiston noises The clearance between the piston pin the result of an alignment error between
and the small-end bush can either be the axis of the piston pin and the
too small by design, or it may have crankshaft axis. As described in the
Piston running noises can be caused by a
beeneliminated by jamming or previous point, distortion or twisting
wide variety of influences during operation
warpinginoperation. This can happen ofthe connecting rod and asymmetry
of the engine.
particularly as a result of connecting rod ofthe connecting rod are the most
misalignment (bending and/or twisting). common causes for this type of fault.
Tilting of the pistons due to excessive
Piston striking in the direction However, excessive big-end bearing
clearance:
of the piston pin: clearances (big-end bearing journal on
The piston can tilt if the dimensions
Any lateral striking of the cylinder bore the crankshaft) can cause a lateral
ofthe cylinder bore are too large or as
by the piston mostly stems from the pendulum movement of the connecting
aresult of wear / material breakdown,
connecting rod. Due to misalignment of rod, particularly at lower engine speeds.
stimulated by the pendulum motion
the connecting rod (bending or twisting The piston pin is skewed as a result in
ofthe connecting rod and the change
in particular), the piston performs a the connecting small end rod and is
ofbearing surface of the piston in the
pendulum movement during its upward/ pushed back and forth in the piston pin
cylinder, and the piston hits hard
downward stroke in the longitudinal bore due to the pendulum motion of the
against the cylinder running surface
axis of the engine, as a result of which piston. The piston pin strikes against
(with the piston crown in particular)
the piston strikes in an alternating the piston pin circlips as a consequence.
asaresult.
sequence against the cylinder.
The correct installation direction
Asymmetrical connecting rods or non-
of the piston was ignored:
concentric support for the piston by the
In order to smoothen the change of the
connecting rod have the same effect.
contact surface of the piston before TDC
and before the power stroke, the piston
pin axis is offset by some tenth of a
millimetre towards the piston pressure
side. If the piston is inserted the wrong
way round (i.e. rotated by 180) and
therefore the piston pin axis is offset
tothe wrong direction, then the piston
changes bearing surface at the wrong
time. The piston tilting is then much
heavier and much noisier.

Piston noises | 3.9
3.9.2
Radial impact points on
the piston top land

The piston top land has impact marks in
the tilt direction (Fig. 1). The piston skirt
displays a more pronounced running
pattern to the top and bottom than in the
middle of the skirt.
Fig. 1
Damage assessment surface. Depending on the cause, the

One type of piston noise which is piston top land strikes either in the tilt
perceived as particularly annoying is direction or in the oval plane (piston pin
caused by the piston crown striking direction) against the cylinder wall.
alternating sides of the cylinder running
Possible damage reasons for impact Excessively narrow fit of the piston Possible damage reasons for impact
points in the tilt direction pin in the small-end bush (shrink-fit points in the piston pin direction
Excessive installation clearances and connecting rod). If fit of the piston pin In case of misalignment of the
hence poor guidance of the piston due is too tight in the connecting rod small connecting rod, particularly in the case
to excessively large bored or honed end, then the connecting rod small end of a twisted connecting rod or excessive
cylinders. is deformed in the direction of the bigend bearing clearances, the piston
The installation direction was not narrowest wall thickness when the crown moves in a pendulum motion in
observed for pistons with a piston pin piston pin is shrunk and installed. the piston pin direction and strikes
axis offset. The connecting rod small end and the against the cylinder wall.
Tight connection between piston piston pin take on an oval form in the Connecting rod alignment faults
and conrod: As a result of the lack of process. (distortion/twisting): This results in
clearance, the piston top land strikes On shrink-fit connecting rods: alternating axial thrust in the piston pin,
against the cylinder running surface in restriction of the clearance between as a result of which the piston pin
the socalled tilt direction. Reasons for the piston pin and the piston caused strikes alternately against the circlips
this are: by distortion of the piston pin as a at either end.
Insufficient clearance in the result of the bore in the connecting
connecting rod small end or in rod small end no longer being
the piston pin bore. geometrically round.
Seized piston pin.

3.10 | Cylinders and cylinder liners

Cylinders and cylinder liners | 3.10
3.10.1
Longitudinal cylinder
liner cracks
Fig. 1
The crack is usually vertical and usually
extends in a vertical direction from the
liner flange. Dry liners can also be affected
because of their relatively thin cylinder
wall thickness.
Damage assessment notch can generate a fracture during block can also cause this type of damage.
Cylinder liner cracks of this nature are subsequent operation of the engine and The longitudinal cracks often occur in
frequently caused by careless handling therefore cause failure of the component. conjunction with lateral cracks in cases of
(e.g. the results of impacts or blows). Even Similarly to the case described above, longitudinal cracks caused by faulty flange
if the liner does not suffer visible damage incorrect contact of the flange and dirt contact surfaces.
straight away, a microscopic crack or between the cylinder liner and the cylinder
Possible causes for the damage Foreign bodies underneath sealing Material erosion on edge of liner
Improper and careless handling of surfaces. through knocking combustion and
the cylinder liners during transport Faulty flange contact (Refer also to point weakening of the cylinder liner.
or repairs and associated damage 3.10.2 Torn off flange on the cylinder
due to cracks or notches. liner).
Hydraulic locks.

3.10.2
Torn off flange on the
cylinder liner

The complete flange of the cylinder liner
has been torn off (Fig. 1). The flange crack
starts at the base of the lower edge of the
liner flange and extends upwards under an
angle of approx. 30. Fig. 1
Damage assessment The liner is then removed again. The contact contact with ink. This reworking is best
This type of damage is caused by bending surface on the liner should now be evenly performed on a stationary horizontal boring
moments which arise as a result of improper coated with ink around the entire machine or with a mobile liner flange lathe.
installation (dirt / form defects). There are circumference. The liner seat needs to be This is the only way to ensure parallelism to
many reasons which can cause this type of reworked if any areas have not come into the upper housing surface (Fig. 2).
fracture. In most cases, the cylinder liner
flange is already pressed off when the
cylinder head is tightened down. On the
latest generations of engines for commercial
vehicles with unit injectors or common rail
fuel injection systems, the cylinder block
is subjected to increasing loads as a result
of the increasing combustion pressures.
The use of very hard steel cylinder head
gaskets on these two engine types can
cause distortion of the crankcase in the area
of the cylinder liner contact surface after the
engine has been in operation for a long time.
The distortion of the contact surface cannot
be detected by visual inspection alone
unless the appropriate measuring aids are
used. One simple way to check for this
distortion is the use of bearing ink. The ink
is thinly applied around the contact surface
of the liner flange on the cylinder block.
The new liner is then inserted without
gaskets and pressed onto the seat.
Fig. 2

Possible causes for the damage If the liner flange does not project by
Use of non-approved gaskets (in some theprescribed dimension from the
cases the aftermarket gaskets have cylinder sealing surface, or if it is
different shapes and diameters). slightly recessed (Fig. 6), then the liner
Non-compliance with the engine is not pressed onto the liner seat with
manufacturers recommended enough force during installation. During
tightening torques and tightening operation, this can cause the liner to
angles. also adopt a pendulum motion as a
Failure to carefully clean any dirt off result of the pendulum motion of the
theliner seat in the cylinder block. piston. The resulting forces acting on
Failure to ensure that the flange contact the liner flange can cause it to be torn Fig. 3
surface is perfectly rectangular and/or off. If it is necessary to rework the liner
parallel (Figs. 2 and 5). flange contact surface during a major
Reworking of the flange seat without engine overhaul, it is possible to
due care for the proper form. The form eitherinsert steel adjustment shims
ofthe liner seat must correspond to underneath or use a liner with
theform of the cylinder liner. anoversized flange to provide the
T he transition from the flange surface necessary protrusion of the liner over
tothe precision-fit seat diameter must the cylinder surface. The solution
have a bevelled edge of 0.51.0 mm X involving a cylinder liner with
45 to prevent the channel on the liner overflanged size* is preferable to the
flange from making contact with the option of inserting adjustment shims
edge. If this is not ensured then it is underneath, as it is technically the Fig. 4
veryeasy for the flange to be pressed moresturdy solution.
offwhen the cylinder head is tightened
down (Fig. 3). Extra for wet cylinder liners:
Furthermore, it must also be ensured Worn liner flange seating surface.
that the shape of the liner seat radius On engine after extended running
(D) in Fig. 4 is not chosen so large as to period.
prevent the liner from bearing loads at Wrong number of seals.
the inner or outer edge on the liner Use of sealant during installation.
flange.
Extra for dry cylinder liners:
Installation error through excessively
high press-in force (press-fit). Fig. 5
Fig. 6
* Motor Service supply cylinder liners with oversized flanges for most engines.
Please refer to our current catalogue Pistons, Cylinders and Kit Sets.

3.10.3
Cavitation on cylinder
liners

The wet cylinder liner displays severe
Fig. 2
cavitation in the area of the water jacket.
The damage has progressed so far that
there is already one hole into the inside
of the cylinder.
Fig. 1 Fig. 3 Cross section of liner
Damage assessment the cylinder wall, this results in temporary the surface of the cylinder. With time,
Cavitation is more likely to occur in the tilt separation of the water film from the complete holes are torn out (washed out).
direction of the piston (on the pressure or cylinder liner. Tiny vapour bubbles form A special feature of cavitation is the fact
counterpressure side) and is triggered by in the resulting area of low pressure, and that the size of the holes increases further
vibrations of the cylinder wall. These high when the cylinder wall vibrates back at inside the material (Fig. 3), resulting in the
frequency vibrations are caused by the exceptionally high speed, these bubbles cavities from which the name of this type
combustion pressure, the lateral forces implode. The water displaced by the of damage is taken.
exerted by the pistons and the pistons bubbles hits the surface of the cylinder
change of bearing surfaces at TDC and very suddenly when the tiny bubbles
BDC. If the cooling liquid is no longer implode. The impact energy generated
capable of following the vibrations of in this way dissolves tiny particles from

Possible causes for the damage Use of unsuitable coolants such as salt Engine operating temperature too low:
Failure to comply with the correct piston water (sea water), aggressive or acidic If due to particular operating conditions
clearance (reinstallation of pistons water or other liquids. or thermostat defects the engine does
which have already been used, or use Lack of prepressure in the cooling not reach its normal operating
of cylinders manufactured too large). system: The required radiator pre temperature, no excess pressure can
Irregularity in liner flange seating pressure cannot be maintained as a build up in the cooling system because
surface poor or inaccurate seating result of using an unsuitable radiator of the reduced thermal expansion of the
of liner in the housing (see also 3.10.2 cap (not enough pressure can be coolant. The low operating temperature
Torn off flange on the cylinder liner). maintained due to a defective pressure also means that the pistons do not
The required permanent antifreeze relief valve) or because of a leak in the expand in the required manner. As a
protection or corresponding additives cooling system. If the prepressure result they run with increased piston
in the cooling water are missing. in the cooling system is in accordance clearance. Both cases assist the
The anticorrosion protection agent with the requirements, the boiling formation of the tiny bubbles and hence
contains inhibitors which prevent temperature of the coolant is higher the effects of cavitation.
foaming. However, these inhibitors than under atmospheric pressure. Installation of sealing rings in undercut
are gradually used up with time. Although the prepressure in the cooling on liner flange (Fig. 4). Sealing rings
Therefore it is necessary to change system cannot eliminate the cause for may only be installed at this position
the anticorrosion protection agent formation of the tiny vapour bubbles if they are specifically required by the
every 2 years and to use the correct altogether, it can at least inhibit the manufacturer.
mixture ratio. formation of the bubbles.
Cylinder protrusion
Tombak shim
Undercut
O-ring
Fig. 4

3.10.4
Uneven cylinder wear

The cylinder bores display an uneven wear
pattern with individual brightly polished
areas (Fig. 2). No wear or rubbing marks
are evident on the pistons. The engine
was loosing oil at the sealing points, in
particular the radial oil seals. Fig. 1 clearly
shows the corrosion on the outer diameter
of the cylinder liner which caused the out
ofroundness of the cylinder when it was
installed.
Fig. 1 Fig. 2
Damage assessment perfectly tight seal for the oil nor around the engine, particularly at the
Highly polished irregular running patterns the combustion gases. The oil escapes radial oil seals. Furthermore, oil is forced
on the running surfaces in the cylinders past the piston rings into the combustion through the valve guides into the intake
always indicate cylinder distortion. chamber, where it is burned. The increas and exhaust ducts, from where it is then
Wet or dry cylinder liners in particular ing quantities of combustion gases flowing sucked in by the engine and burned or
can already be distorted immediately after past the piston causes the pressure in eliminated.
installation. If the cylinder is distorted the crankcase to rise. This overpressure
the piston rings can neither provide a causes oil loss at various sealing points

Possible causes for the damage alone does not promise good results, Recommendation:
Uneven or incorrect tightening of the then the cylinder counter bores should On cylinder blocks without cylinder liners
cylinder head bolts. be reworked, and afterwards a cylinder where the cylinders are bored directly into
Uneven cylinder block and cylinder liner with external oversize* should be the cylinder block, we recommend bolting
head sealing surfaces. installed. The liners have very thin walls a torque plate (also referred to as a honing
Dirty or distorted threads on the and must be able to make contact across mask) onto the sealing surfaces of the
cylinder head bolts. their full length and width. If this is not cylinder before machining the cylinder.
Unsuitable or incorrect cylinder the case then the liners will already This torque plate has the same openings
head gaskets. become deformed on installation as the cylinder block (apart from the water
Faulty flange contact in the housing, (and definitely during operation). ducts) and is several centimetres thick.
incorrect cylinder liner protrusion and With dry cylinder liners, a distinction The act of bolting on this tool and
distorted and/or a worn out lower liner is made between press-fit and slip-fit tightening it to the specified tightening
guide can be the causes for substantial types. Press-fit liners are pressed into torque for the cylinder head bolts creates
cylinder distortion. the cylinder block and still need to be the same tension conditions as if the
Liner seat too loose or too tight in the bored and honed after being pressed in. cylinder head were installed. Any
housing (on dry cylinder liners). Slip-fit liners are already finished off distortion in the cylinder bores which
Individual ribbed cylinders must lie and only need to be slipped into the could arise after tightening the cylinder
exactly plane-parallel to the crankcase counter bore. Due to the clearance head bolts is therefore deliberately
and the cylinder head. If several which remains between the liner and the simulated and is therefore taken into
cylinders share a joint cylinder head cylinder counter bore on slip-fit liners, account during the machining of the
then it is important that the ribbed this type of liner has a greater tendency cylinders. This ensures that the cylinder
cylinders have exactly the same height. than the press-fit type to problems with bore is (to a great extent) round and
The presence and arrangement of the air distortion and corrosion. cylindrical during subsequent operation
baffles is highly significant on this Distorted cylinder bores on cylinder of the engine (provided the machining
engine layout. blocks without cylinder liners. Certain is carried out properly).
With dry liners, significant unevenness engines have a tendency towards
is often caused during operation by distortion during installation of the
contact corrosion in the counter bores in cylinder head. If these engines are
the housings (Fig. 1). In this case the bored and honed in the normal way then
cylinder counter bore should be cleaned there can be distortion problems during
carefully. If the process of cleaning subsequent operation of the engine.
* Motor Service supply cylinder liners with oversize diameter for many engines.
Please refer to our current Motor Service catalogue Pistons, Cylinders and Assemblies.

3.10.5
Bright spots in upper
cylinder liner area

In its upper area, the cylinder running
surface has highly polished, bare areas
in which the honing structure is partly
unrecognisable (Fig. 1 and Fig. 2).
There are no significant signs of wear on
the piston itself. However, significant carbon
deposits are present on the top land.
The engine is consuming increased
quantities of oil.
Fig. 1 Fig. 2
Fig. 3

Damage assessment The lubrication of the cylinder is also pistons, piston rings and cylinders caused
This type of damage pattern occurs when a unaffected, as it is still possible to retain by fuel flooding) or ingress of dirt or
hard oil carbon deposit forms in operation enough oil in the open graphite veins of contaminants (point 3.11.3 Wear on the
on the piston top land as a result of burned the cylinder surface despite the loss of the pistons, piston rings and cylinders caused
oil and combustion residues (Fig. 3). honing structure. When assessing this by the ingress of dirt).
Thiscoating has abrasive properties which type of damage, it is important to note
lead to increased wear in the upper part that, in this case, the polished areas all
ofthe cylinder in operation due to the coincide with points in the cylinder which
reciprocal motion and the change of come into contact with the carbonised
bearing surfaces of the piston. The piston top land. If the polished areas are
increased oil consumption is not caused also present at points which do not come
by the polished areas themselves, as the into contact with the piston top land, then
polished areas do not cause a noticeable the cause for the damage is more likely to
out-of-roundness of the cylinder, and the be found in distortion of the cylinder
piston rings can still continue to perform (point 3.10.4 Uneven cylinder wear),
their sealing duties in the normal fashion. fuelflooding (point 3.11.4 Wear on the
Possible causes for the damage Inadequate finishing of the cylinder,

Excessively high ingress of engine oil resulting in increased ingress of oil into
into the combustion chamber due to a the combustion chamber (see also point
defective turbocharger, inadequate oil 3.11.5 Piston ring wear soon after a
separation in the engine breather, major engine overhaul).
defective valve stem seals etc. Use of non-approved engine oils or
Excessive pressure in the crankcase due engine oils of a lower quality.
to increased emissions of blow-by gases
or due to a faulty crankcase breather
valve.

3.10.6
Cylinder liner fracture
due to hydraulic lock

The cylinder liner displays severe damage
due to a crack in its upper area, together
with seizure marks on the running surface
(Figs. 2 and 3). The associated piston also
displays seizure marks on the pressure
and counterpressure side. A trough
shaped indentation in the piston crown
has formed in the area where the seizure
marks are present on the skirt (Fig. 4). Fig. 1
Fig. 2
Fig. 3 Fig. 4

Damage assessment adent the piston crown. As a result, and the cylinder liner. It can no longer
The cylinder has suffered a hydraulic lock thepiston material has been squashed beidentified whether the hydraulic lock
in operation or while starting the engine. outwards, causing a significant restriction occurred while the engine was running
The high pressure from the liquid has of the clearance in this area and the orwhile it was being started.
burst the cylinder liner and pressed in seizure marks on both sides of the piston
Possible causes for the damage Cylinder filling up with water while the fuel injection system is dissipated
Accidental intake of water while driving engine is stationary due to leaks in the through the leaking nozzle into the
through high water, puddles or low cylinder head gasket or due to cracks in cylinder. In this case and the one above
rivers/waters, or as a result of larger components. the described damage will occur when
quantities of water being splashed up by Cylinder filling up with fuel due to the engine is started.
passing vehicles or vehicles in front. leaking injectors while the engine is
stationary. The residual pressure in the

3.11 | Increased oil consumption
3.11.1 more negligible concerns on a modern the range from 0.2 to 1.5 g/kWh (max.).
engine. This is underlined by the high In the majority of cases, wear on pistons,
General information mileages which can currently be achieved piston rings and cylinders and the
onoilconsumption and the reduction of incidents of damage resulting increased or excessive
to the crankshaft drive. Although the oil consumption of oil is not caused by the
consumption due to oil which passes components themselves. Instead, wear
The total amount of oil used by an engine
between the piston rings and the cylinder onthese components can nearly always
is primarily made up of oil consumption
wall into the combustion chamber cannot beexplained as the result of an external
(i.e. oil burned in the combustion chamber)
be completely eliminated with technical event. Abnormal combustion due to
and oil loss (i.e. leaks). In contrast to still
means, it can however be minimised. incorrect mixture formation, dirt entering
prevailing and widely-held views, oil
Themoving parts (piston, piston rings the engine from outside, inadequate
consumption due to oil passing the pistons
andcylinder running surface) require engine cooling, lack of oil, incorrect oil
and piston rings into the combustion
continuous lubrication to ensure grades and errors made during installation
chamber plays a far less important role
frictionless and smooth operation. During are the main reasons for premature wear
today. As a result of the continuous
the combustion stage the remaining oil and, subsequently, increased oil
development of engines, the design of
film on the cylinder wall is subjected to the consumption. The following pages contain
individual parts, material compositions
heat of the combustion. The quantity of oil detailed descriptions of different types of
and production processes have been
which evaporates or burns here depends damage which affects pistons, piston rings
improved and highly optimised. For this
on the power output of the engine, the and cylinders.
reason, the effects of wear on cylinders,
engine load and the temperature. Guide
pistons and piston rings and the resulting
values for normal oil consumption are in
increase in oil consumption are among the
Due to the complexity of the whole topic worn fuel injection pumps machining faults during boring
ofoil consumption, a separate booklet oil leaks into the intake system andhoning
entitled Oil Consumption and Loss of Oil worn valve stem seams and valve guides graphite exposure rate too low
has been published in the Service Tips and errors made during installation of the twisted/distorted connecting rods
Information series. Ordering information cylinder head broken/jammed/incorrectly installed
can be found in the appendix attached to excess pressure in the crankcase piston rings
this document. The topics covered in the excessively high oil levels
booklet are: abnormal combustion and fuel flooding
excessive bearing clearance in incorrect piston protrusion
theturbocharger irregular servicing / maintenance
blocked oil return line on the use of sub-quality mineral oils
turbocharger cylinder distortion

Increased oil consumption | 3.11
3.11.2
Incorrectly installed
oil scraper ring
(increased oil consumption
after engine repairs)
Fig. 1

The rings do not display any visible or green colour mark red colour mark
measurable wear. No signs of wear are
evident on the pistons either (Fig. 1).
In this case, the oil scraper ring is a 3
piece oil control ring comprising the assembly recommendation
expander spring and the two blade rings. blade ring
Both of the ends of the expander spring joint overlapped
expander spring
should normally be flushed against each
other. In this case the expander spring had blade ring
been installed incorrectly, and the last
segment overlapped at the joint (Fig. 2). Fig. 2 Fig. 3
Damage assessment the tension is lost for the blade rings. The capable of scraping off the oil. Oil can then
Due to the overlapping of the ends of the blade rings are then no longer pressed enter the combustion chamber, where it is
expander spring during installation, its tightly against the cylinder wall, and as a burned. Excessive oil consumption is a
circumferential length is shortened and result the oil scraper ring is no longer result.
Possible causes for the damage Usually, the ends of the spring are colour
The mistake was already made when the coded, for example Caution!
piston and piston rings were installed in green for the left end of the joint, and Both coloured parts of the expander
the cylinder bore, as care was not taken red for the right end of the joint. spring must be visible after installation
to ensure correct installation of the of the blade rings. These colourcoded
expander spring. marks should therefore always be checked
(even on preassembled piston rings)
before installation of the pistons in
the cylinder bore (Fig. 3).

3.11.3
Wear on pistons, piston
rings and cylinder running
surfaces caused by the
ingress of dirt (increased
oil consumption)

The piston skirt (Fig. 1) displays a milkygrey
(buffed) wear pattern with fine, small
longitudinal scratches on the piston top
land and the piston skirt. The tool marks
created during machining of the piston have
been completely worn away from the skirt. Fig. 1
Fig. 3 shows an enlarged section of the
piston skirt on which this abrasive wear
is clearly evident. The axial height of the
piston rings has been substantially reduced
because of the wear, and as a result the
tangential tension has also been reduced.
The edges of the compression rings (the first
ring in particular) and the edges of the ring
grooves are worn (Fig. 2). The sharp, oil
scraping edges of the piston rings have
become frayed, leading to the formation of a
burr (Fig. 4). In the microscopic enlargement,
roll marks can be seen on the surfaces of the
piston ring flanges. The cylinders have been
worn into a bulged shape, with the largest Fig. 2
diameter at approximately the centre of the
ring running surface.
Fig. 3 Fig. 4

Damage assessment
Scratches on the piston and piston rings,
amatt wear pattern on the piston skirt,
roll marks on the ring flanges (Figs. 6
and7) and a bulging cylinder wear (Fig. 5)
are always the consequence of abrasive
foreign bodies in the oil circuit. As the
piston rings are worn on the running
surfaces and edges, they can no longer
seal the cylinder sufficiently and can
therefore no longer prevent oil from
passing into the combustion chamber. Fig. 5 Fig. 6
Atthe same time, the pressure in the
crankcase increases as a result of
combustion gases flowing past the
cylinder. This excessive pressure can
cause increased quantities of oil to escape
through radial oil seals, valve stem seals
and other sealing points. Roll marks on the
rings are caused by dirt particles which
become lodged in the ring groove. As the
piston ring rotates in the groove, it keeps
running over the dirt particle and gradually
creates the characteristic marks on the
Fig. 7
piston ring flanks.
Possible causes for the damage properly then they may work their way
Abrasive dirt particles which enter the loose when the engine is running, thus
engine with the intake air due to causing abrasive wear. Figs. 8 and 9
inadequate filtration, including: show this type of damage due to dirt.
missing, defective, deformed or poorly The images were recorded with
maintained air filters. polarised light under a microscope in
leaking points in the intake system, our laboratory. Glass fragments and
such as distorted flanges, missing even entire beads of the glass used
gaskets or defective or porous hoses. forblasting can be clearly seen. Fig. 8
Particles of dirt which are not If the first oil change is performed too
completely removed during an engine late, the abraded particles which are
overhaul. Parts of the engine are often generated when the engine is run in are
blasted with sand or glass beads during then spread through the oil circuit to the
an overhaul in order to remove other moving parts where they cause
persistent deposits or combustion more damage. However, the sharp oil-
residues from the surfaces. If the scraping edges of the piston rings are
blasting materials become deposited particularly prone to damage.
inthe material and are not cleaned out
Fig. 9

3.11.4
Wear on pistons, piston
rings and cylinder running
surfaces caused by fuel
flooding (increased oil
consumption)

The piston displays signs of wear on
the piston top land and the piston skirt.
Rubbing marks can already be seen on
the piston skirt which are characteristic
for dry-running due to fuel flooding.
The piston rings display very severe Fig. 1
radial wear (Fig. 1). Both of the webs
(support surfaces) on the oil scraper ring
have been completely worn down, which
also indicates significant wear (Fig. 2 ).
By comparison, Fig. 3 shows the profile
of a new and worn oil scraper ring
(doublebevelled spiral expander ring).
Fig. 2 Fig. 3

Damage assessment (see point 3.2.4 Dry running damage due to particles from the moving area of the
Fuel flooding due to abnormal combustion lack of lubrication caused by fuel flood pistons start to become more and more
always damage the oil film. This initially ing). However, the increasingly ineffective mixed with the lubricating oil and the
leads to a higher level of mixed friction lubrication results in high levels of wear lubricating oil starts to lose its load-
and therefore increased wear in the piston on the piston rings, piston ring grooves bearing ability as a result of oil dilution,
ring area. A characteristic here is that the and cylinder running surfaces. the wear will spread to all of the moving
piston rings exhibit extremely high radial In the initial stages the piston skirt is parts in the engine. This affects the
wear within a brief period. The character affected to a lesser degree, as it is crankshaft journals and piston pins
istic fuel friction only occurs after the oil continuously supplied with new oil from inparticular.
film has been so badly impaired by the the crankshaft drive which is still capable
fuel that lubrication is then insufficient of providing lubrication. Once the abraded
Possible causes for the damage Incorrect piston protrusion/overlap: Fault in injection pump and its setting.
Frequent short-distance service and Thepiston strikes against the cylinder Incorrectly routed injector lines
subsequent oil dilution with fuel. head when the engine is running. (vibrations).
Coolant admixture in engine oil. Ondiesel engines with direct injection, Poor filling through faulty or worn
Poor engine oil quality. the shocks and resulting vibrations turbocharger.
Fuel flooding due to faults in the mixture cause uncontrolled injection of fuel Poor fuel quality (poor self-ignition
formation stage (gasoline/petrol and fromthe injectors and thus fuel flooding andincomplete combustion).
diesel engines). in the cylinder (see also point 3.4.6
Faults in ignition system (misfiring). Impact marks on the piston crown).
Insufficient compression pressure or Poor charging through clogged-up air
poor charging through worn or fractured filter.
piston rings. Faulty and leaking injector nozzles.

3.11.5
Piston ring wear soon
after a major engine
overhaul (increased oil
consumption)
Fig. 1

The pistons display no signs of wear.
Superficial inspection of the piston rings
initially reveals no visible or measurable
wear. However, closer inspection of the rings
reveals abnormal wear on the oilscraping
ring edges, mostly on the bottom ring edge.
A look at the enlarged image shows that the
bottom ring edges have become almost
frayed. Without resorting to an enlarged
image, it is also possible to detect this type
of damage by touching the clearly sharp,
burred edge of the ring (Fig. 1).
Damage assessment the oil film during the upward/downward

High hydrodynamic forces arise between motion of the piston and are lifted slightly
the running surfaces of the piston rings off the cylinder running surface. In this
and the cylinder running surface as a way, increased quantities of lubricating oil
result of the worn piston ring edges and reach the combustion chamber where they
are then burned.
F
the consequent formation of a socalled oil
wedge (Fig. 2). The piston rings float on
Fig. 2

Possible causes for the damage As the first set of piston rings will have
This type of burring is caused if the piston removed most of the disadvantageous
rings are refitted in less than ideal edge layer on the cylinder running surface
conditions after the engine overhaul. (the so-called peak folding formation)
Themain reasons are insufficient or through wear, a second set of rings
inappropriate end finishing of the cylinder. installed as replacement rings will
If diamonds or blunt honing stones are encounter much better if not normal
used for finish honing, burrs and elevations operating conditions. The oil consumption
which are folded over in thedirection of will return to normal levels after installing
machining form on the cylinder wall. This new piston rings. In the majority of cases
bending over of metal peaks is referred to this is incorrectly attributed to poor
as the so-called peakfolding formation material quality of the first set of piston Fig. 3
and causes increased friction during the rings, which of course is not the case.
running-in phase, preventing oil from Fig. 4 shows a microscopic enlargement
becoming deposited in the fine graphite through a section of the cylinder surface
veins (Fig.3). after honing the cylinder running surface.
If these burrs are not removed in a The bent-over peaks can be seen clearly.
subsequent machining process referred Fig. 5 shows the surface after plateau
to as plateau honing, then this will result honing. The burrs and peaks have been
in premature wear at the piston ring edges mostly removed, and the graphite veins
during the running-in phase. The rings have been exposed. The piston rings will
then take on the undesired duty of wearing immediately encounter good conditions
away the folded peaks and cleaning the forrunning-in and should provide a long
graphite veins. However, this leads to wear service life. Hone-brushing the surface
on the piston ring edges and the burrs tocreate the plateau finish delivers Fig. 4
described above. Judging from experience, particularly good results.
burrs created in this way on the piston ring
edge can only be run off in operation with
great difficulty, if at all. The only practical
solution is to replace the damaged piston
rings.
Fig. 5

3.11.6
Asymmetric piston wear
pattern (increased oil
consumption)

In Fig. 1, the wear pattern of the
piston over the entire piston height is
asymmetrical on both sides. The piston
top land has been rubbed bare on the
lefthand side of the piston above the
piston pin bore (lefthand side of the
picture), whereas stop marks are evident Fig. 1
on the opposite side at the lower edge of
the piston. The uppermost compression
ring also displays an uneven wear pattern.
Loadbearing, shiny surfaces alternate
with darker, matt areas with a blue
discoloration (tempering colours).
Fig. 2 also shows an example of a piston

which has not run perfectly straight.
The main extent of wear here is not on
the top land, but rather on the lower,
righthand edge of the piston near the
cutout for the coolingoil nozzle and
under the piston pin bore.
Fig. 2

Damage assessment properly due to the lack of proper contact rings, which pumps oil into the
This type of asymmetrical wear pattern with the cylinder. The hot combustion combustion chamber and thus increases
indicates that the piston has not been gases blow through and heat up the piston oil consumption. Under certain conditions
running perfectly straight in the cylinder rings and the cylinder wall excessively. an axial thrust can be applied to the piston
and that the piston pin axis and the This weakens the oil film, which may result pin, which can lead to wear or fracturing of
crankshaft axis are not parallel to each in a dry seizure due to insufficient the piston pin circlips. See also point 3.7.2
other. As a result, the piston only bears lubrication. As the piston is running skew Piston damage caused by broken piston
against one side, and the piston rings in the cylinder, its reciprocating movement pin circlips.
cannot perform their sealing function creates a pumping effect at the piston
Possible causes for the damage Excessive big-end connecting rod

Bent or twisted connecting rods. clearance, particularly in conjunction
Connecting rod small end bushing with asymmetrical connecting rods.
boredat an oblique angle. Centre offset between connecting rod
Cylinder bores not rectangular. eye and the large connecting rod
Individual cylinders not installed bearing.
straight (distorted during installation).

4 | Glossary
Technical terms and piston designations
piston crown oil cooling gallery

combustion-chamber bowl ring carrier
edge of the piston crown
top land
MT (KH)
compression ring groove
ring zone
ring land
compression height
bottom of the groove
recessed ring land
piston length
groove walls
oil ring groove
pin bore
oil return holes
skirt
piston pin boss
separation of retainer
grooves
retainer groove
distance between bosses
guidance
bottom of the skirt

piston diameter
90 to tilt direction
Fig. 1
Explanation of the technical terms assembly/kit set piston pressure side. As a result, the
used in this document Repair set containing the cylinder liner, piston changes bearing surfaces at TDC
piston rings, pin and pin retainers, before the actual combustion takes place.
sealing rings for wet liners This makes the change of bearing surface
abrasive quieter and less harsh than if the change
Rubbing/grinding asymmetric of bearing surface took place due to the
Not symmetric starting combustion under far greater
antiknock properties
loads. On diesel engines the offset of the
Capability of the petrol fuel to resist axis o set
piston pin axis may also be towards the
selfignition. By design the piston pin axis is offset by
counterpressure side for thermal reasons.
some tenth of a millimetre towards the

Glossary | 4
blow-by gases common rail fatigue fracture

Quantity of leakage gases which flow past Name for the latest generation of diesel A fracture which develops with time,
the piston rings into the crankcase during direct-injection systems. In this system, as opposed to a fracture which occurs
combustion. The worse the sealing on the the electrically actuated injectors are suddenly due to overstressing of the
piston in the cylinder, the more blow-by supplied with highly pressurised fuel from material. During operation, the speed
gases can flow past. a shared injection rail. at which the fracture spreads can range
from a few seconds to several hours all
cavitation connecting rod misalignment days. The fracture starts slowly from an
Hollowing-out of material which are Lack of parallelism between the incipient crack, a point of damage or as a
situated in water or other liquids. If a crankshaft axis and the piston pin axis result of vibrations, und does not develop
vacuum is formed and a high temperature suddenly. A characteristic feature of
is present at the surface, vapour bubbles continuous knocking
fatigue fractures is that the fracture
are formed (analogously to the process Knocking combustion which persists
surface is not evenly grey and matt,
ofboiling) which then collapse again continuously while the engine is running.
butinstead has nodale line markings
immediately. As the bubbles collapse, which document the gradual progress of
counterpressure side
thewater column bounces back with high the fracture.
The side of the piston or cylinder upon
kinetic energy onto the material and tears
which the piston moves upwards during
out tiny particles from the surface of the fibre-reinforcement
the intake stroke and the power stroke.
material. The formation of these bubbles Fibre-reinforcement of the edge of the
The counterpressure side always lies in
can be triggered by vibrations or a strong combustion bowl on direct-injection diesel
the direction of rotation of the crankshaft.
vacuum. engines. Before casting, a fibre ring made
dead centre of aluminium oxide is laid into the piston
centrifugal oil moulding. This ring is then penetrated
The point at which the reciprocating
Oil which emerges from the bearings of by liquid aluminium during casting. As
movement of the piston reverses direction.
the crankshaft in a planned manner during a result, the edge of the bowl is more
A distinction is made between top dead
operation of the engine and serves to coat resistant to the formation of cracks. Fibre-
centre (TDC) and bottom dead centre
and lubricate the cylinder running surfaces reinforcements are only possible for the
(BDC).
from underneath. process of diecasting under pressure, in
direct-injection engine which the aluminium is forced under high
cetane rating
Engine in which the fuel is injected directly pressure (approx. 1000 bar) into the
Index which indicates the ignition
into the combustion chamber. moulding.
qualities of diesel fuel. The higher the
cetane rating, the higher the ignition downward piston stroke peak folding formation (metal smearing)
quality. Movement of the piston towards the Squashing of material at the cylinder
crankshaft during the intake and power running surface caused by blunt honing
change of bearing surfaces
strokes (4-stroke engine) stones or excessive grinding pressure
The changing of the piston from the
(honing)
counterpressure side to the pressure side erosion
in the cylinder or vice versa. During the The removal of material as a result of the fuel flooding
upward stroke the piston bears against the effects of the kinetic energy of solids, Excessive ingress of fuel into the
counterpressure side of the cylinder and liquids or gases acting on the surface. combustion chamber. As a result of poor
then changes to the pressure side around atomisation or an overly rich mixture,
TDC. exhaust emissions regulations
fuelis deposited on the components,
National or international legislation
fromwhere it can dilute or wash off the
chip tuning governing the limits for exhaust emissions
oilfilm on the cylinder running surface,
Method for modifying the software of an from motor vehicles
potentially leading to a lack of lubrication
engine control unit in order to increase the
expansion stroke and rubbing marks or seizures.
power output of the engine.
combustion stroke/power stroke

4 | Glossary
gap/dimension width honing oil film. Individual material elevations on

Remaining space between the piston End-finishing of the cylinder by means one of the moving parts can then come
crown and the cylinder head at TDC of ofcross-grinding into contact with the material peaks of
the piston. When overhauling an engine, the other, causing metallic friction.
compliance with the manufacturers honing structure
specifications for the dimensions of this Characteristic grinding pattern (cross octane rating
gap must be ensured at all times. (see also hatch) created during cross-grinding The octane rating of a fuel (also referred
piston protrusion / piston overlap) (honing) to as the Research Octane Number, RON)
The gap is also referred to as the lead gap indicates the number of seconds after
initial rubbing marks which a to be tested fuel would change
as it can be measured with lead wire. The
Pre-seizure stage occurring due to lack from normal combustion to knocking
lead wire is inserted in the cylinder during
oflubricating oil or a starting restriction combustion in a specially developed test
assembly, and the engine is then turned
ofclearances engine.
over once. The lead wire is squashed flat
as a result and can then be remeasured. The motor octane number (MON) indicates
lack of lubrication
The size measured from the squashed the research octane number (RON) at
A lack of lubrication arises if the oil film
wire is the lead gap. which a particular engine would change
isweakened to the point where it can no
from normal combustion into knocking
longer provide its full lubricating function.
glow ignition combustion.
It is caused by not enough oil being
Self-ignition of the air/fuel mixture before
present, the oil film breaking up or the oil octane requirement
the designated ignition by means of the
film being diluted by fuel. It then results in The octane requirement of an engine is
spark plug takes place. In this process,
mixed friction and, if allowed to continue, afunction of its design characteristics.
theglow ignition takes place due to
in rubbing marks or seizure of the Itincreases with increasing compression
components which have started to glow
components. ratio, engine temperature, advanced
(cylinder head gasket, spark plug, exhaust
valve, oil carbon deposits etc.). ignition timing, charge, engine load and
lambda control
disadvantageous combustion chamber
Closed-loop control device used as part of
graphite exposure rate design. The octane rating request of an
the electronic engine management on a
The number of graphite veins exposed engine should always be a few points
petrol engine for monitoring and
during hone-brushing. A usable value for below the octane rating of the available
controlling the mixture composition.
the graphite exposure rate would exceed fuel to prevent engine knocking in all
20%. line markings operating conditions.
Lines which can be found on the fracture
graphite veins oil dilution
surfaces of fatigue fractures and which are
Graphite deposits in the base material Oil dilution describes the thinning of oil
caused by the spreading fracture (the
during lamellar graphite casting (grey cast with fuel. This condition can arise if the
speed of which may vary). The fracture
iron). If the veins which become exposed vehicle is frequently driven for short
occurs step-by-step. A new line is created
during the end finishing of the cylinder are journeys, if there are faults in the mixture
every time a new piece becomes fractured.
cleaned with honing brushes then oil can formation stage or there is insufficient
be deposited there for lubrication of the material settling compression due to mechanical engine
piston. Microstructural changes and resulting problems. Unburned fuel is then deposited
changes in shape to the piston skirt on on the cylinder wall where it is mixed with
hone-brushing
a used piston (see piston installation the oil and ultimately reaches the oil pan.
The last stage of the honing process.
clearance) The viscosity and lubricating capacity of
Thepeaks and burrs are removed from the
the oil are reduced as a result, leading to
surface of the cylinder, and the graphite mixed friction increased wear and oil consumption.
veins are exposed and cleaned. With hone Mixed friction describes when the oil film
brushing a graphite exposure rate up to is damaged between two moving parts
50% is possible. which are mechanically separated by an

Glossary | 4
overload fracture These piston dimensions measured piston running at an angle

A fracture which occurs within a fraction onaused piston and the installation A piston running skewed on the cylinder
ofa second as a result of overloading/ clearances calculated from them can due to a twisted or bent connecting rod.
overstressing a material, with no incipient neither be used to assess the quality of Upon removal it reveals a characteristic
crack beforehand. The fracture surfaces the engine repair work carried out nor the asymmetrical wear pattern.
are matt, granular and not smeared. quality of materials and the dimensional
accuracy of the piston when new. piston running clearance
piston installation clearance If the installation clearance is too small The piston running clearance settles
The clearance between the piston and then a seizure due to insufficient during operation once the thermal
thecylinder which ensures the freedom clearance(s) (see point 3.1.1 Seizure expansion of the components is complete.
ofmovement of the new piston in the due to insufficient clearance) is the only Due to its design characteristics and the
cylinder during installation and operation. potential consequence. If the installation different wall thicknesses, the piston
clearance is too large then the engine will changes shape as it is heated up. The
During the first hours of operation the generate slightly more noise when cold as piston expands more in areas where the
new piston is still subject to permanent a result of increased piston tilting. Piston wall thickness is greater, which is taken
deformation (i.e. settling). This is caused seizures, increased oil consumption or into account accordingly in the design.
on the one hand by the temperature rise other forms of damage cannot occur as
and the resulting microstructural changes piston wear pattern
a result.
which still take place, and on the other The wear pattern on the piston skirt where
hand by the mechanical loads. The the skirt lies against the cylinder.
The installation clearance must not be
maximum piston size (which always lies confused with the running clearance of piston with an oil gallery
inthe skirt area) is therefore subject to a thepiston. The running clearance is not Piston with a cooling oil gallery casted into
certain amount of variation during established until the thermal expansion the piston crown. During operation, oil is
therunning-in phase. This variation will ofthe piston is complete, and cannot sprayed into this cooling oil gallery from
vary according to the design, material therefore be measured. underneath via cooling oil nozzles.
composition and specific loads. This is
acompletely normal response for piston protrusion piston overlap prechamber
aluminium pistons in operation and does Protrusion of the diesel piston beyond Part of the combustion chamber on
not represent a cause for concern. Even in thecylinder sealing surface at TDC. The indirect-injection diesel engines. Fuel
the event of piston damage caused by lack protrusion is an important measurement is injected into the prechamber where it
of lubrication, overheating or mechanical which must be accurately checked and then ignites. As the oxygen supply in the
overloading, the piston skirt will be adjusted with when overhauling an engine prechamber is limited, only a small part of
subject to plastic deformation, which can to ensure that the compression ratio the fuel is burned to start with. As a result
result in even greater deformation and remains correct and the piston does not of the excess pressure generated in the
dimensional changes. strike against the cylinder head during prechamber, the remainder of the fuel is
operation. Please refer to our current forced into the cylinder where it then
In cases of damage, the piston installation catalogue Pistons, Cylinders and Kit combusts with the rest of the oxygen
clearance is often used to assess the wear, Sets. supply.
or installation clearances are incorrectly
calculated afterwards even though the piston tilting press-fit
piston no longer has the original shape The changing of the piston bearing surface Type of dry cylinder liner which is pressed
ordimensions that it had when it was new. from the pressure side to the counter into the cylinder counter bore using a
In many cases the maximum piston size on pressure side and vice versa. The tilting of specially designated lubricant. With just
the skirt is deemed to be too small, and the pistons is the second loudest noise on a few exceptions these cylinder liners are
wear is attributed to the piston even a reciprocating piston internal combustion semi-finished liners, i.e. the cylinder bore
though the fine machining marks or the engine after the combustion noise itself. still needs to be end-finished afterwards
graphitizing/coating on the piston skirt by boring and honing. Advantage:
are completely intact. The liner fits tightly with in the cylinder
counter bore.

4 | Glossary
pressure side structure of the surface but does not tilting direction
The side of the piston or cylinder upon particularly change its dimensions. Direction of rotation around the piston pin
which the piston moves downwards during axis. As rather than rotating around this
the intake stroke and the power stroke. shrink-fit connecting rod axis the piston only tips back and forth in
The pressure side is always opposite to Connecting rod with a rigid link between the cylinder, this is also referred to as the
the direction of rotation of the crankshaft. the piston pin and the connecting rod. tilting direction.
When the piston and connecting rod are
quenching area assembled, the connecting rod small end unit injector (pump jet injector)
The part of the piston crown which gets is heated up whilst the temperature of the A special design used on direct-injection
very close to the cylinder head during piston pin is significantly reduced. As a diesel engines whereby the injector and
operation. At the end of the compression result of the shrinking of the pin and the fuel pump form a unit which is installed
stroke the mixture is squashed from the expansion of the connecting rod small directly in the cylinder head. The injection
increasingly restricted edge area into the end, an air gap is generated which makes pressure is generated via a pump piston
middle of the combustion chamber. This it possible to slide in the piston pin by which is driven directly by the camshaft
causes swirl and helps to provide better hand. As the temperatures then equalize (incontrast to a distributor-type injection
combustion. the clearance is eliminated and the piston pump or an inline-type injection pump).
pin is firmly clamped in the connecting The injectors are actuated electrically. The
ribbed cylinder rod. The piston does not need to be heated injection period and injected fuel quantity
Cylinders on engines cooled primarily with up when the piston pin is shrunk into the are controlled electronically by a control
air cooling. The cylinders have cooling ribs connecting rod small end. unit.
on the outside for cooling of the engine.
slip-fit upward piston stroke
ring carrier A type of dry cylinder liner which can be Movement of the piston away from the
A steel ring with a high nickel content inserted by hand into the cylinder block. crankshaft towards the cylinder head
which is casted into the aluminium piston. Usually, this type of liner is already end- (during the compression and exhaust
The first piston ring groove is cut into finished, so the cylinder bore does not strokes, on a 4-stroke engine).
the ring carrier. As a result, the first (and need to be bored and honed afterwards.
sometimes the second) compression ring Dissadvantage: A remaining gap between
sits in a wear-proof groove, enabling the liner and the counter bore.
operation with higher operating pressures
and therefore higher loads. Ring carriers swirl chamber
are always used on pistons for diesel Part of the combustion chamber on
engines. indirect-injection diesel engines. The
difference to a prechamber is that the
roll marks outlet opening of the chamber is larger
Wear marks on the piston ring flanks and opens tangentially into the
caused by the ingress of dust or dirt into combustion chamber. During combustion,
the engine. The dirt particles become the shape of the combustion chamber
trapped in the piston ring groove, where imparts a substantial swirl on the air
they cause characteristic wear marks on flowing into the chamber, which helps to
the grooves and the flank of the piston improve the quality of the combustion
ring. As the piston rings rotate during process.
operation, the particle(s) of dirt scratch
aregular pattern into the surface. tangential tension
Force which presses the installed piston
rubbing marks ring against the cylinder wall.
The initial contact between two moving
parts which is made when the lubricating
oil film becomes damaged. In contrast to
aseizure, rubbing changes the micro

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92 | Piston damage recognising and rectifying MS Motor Service International GmbH 50 003 97302 04/10 EN

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What are some of the main causes of piston damage?

What are some of the main causes of piston damage?

What are some common types of piston fractures?

What are some common types of piston fractures?

TIPS & INFOS

Piston damage recognising and rectifying | 1

Motor Service Group.

KSPG (Kolbenschmidt Pierburg).

2nd edition 04.2010 Liability

Table of contents Page

3.1 | Seizure due to insufficient clearances 10

3.2 | Seizure due to lack of lubrication 16

3.3 | Seizures due to overheating 24

3.4 | Damage due to abnormal combustion 27

3.5 | Piston and piston ring fractures 46

3.6 | Piston pin fractures 52

3.7 | Damage to the piston pin circlips 54

3.8 | Seizures in the piston pin bores 58

3.9 | Piston noises 62

3.10 | Cylinders and cylinder liners 64

3.11 | Increased oil consumption 76

Piston damage recognising and rectifying | 3

4 | Piston damage recognising and rectifying

Seizure due to insuffi

Piston damage recognising and rectifying | 5

Piston skirt damage

Piston skirt seizure on one side 18 Seizure due to overheating centered 26

Seizure due to lack of lubrication 17 Seizure due to insufficient clearances 14

Dry running damage due to lack of 20 Wear on pistons, piston rings 80

Piston head seizing

Seizure due to overheating centered 25 Seizure due to lack of lubrication 22

6 | Piston damage recognising and rectifying

Piston ring damage

Incorrectly installed oil scraper ring 77 Wear on pistons, piston rings 80

Piston ring wear soon after 82

Further damage in the ring and skirt panel

Piston damage caused by broken 55 Radial impact points on the piston 63

Asymmetric piston wear pattern 84

Oil-consumption relevant damage

Piston damage recognising and rectifying | 7

Piston head damage

Hole in the piston crown 40 Erosion on the piston top land 44

Piston fracture due to mechanical 48 Impact marks on the piston crown 38

Piston pin seizing & piston pin fractures

Seizure in the piston pin bore 60 Fractured piston pin 53

8 | Piston damage recognising and rectifying

Damage to cylinder liners and cylinder bores

Longitudinal cylinder liner cracks 65 Cylinder liner fracture due to 74

Cavitation on cylinder liners 68 Seizure due to insufficient clearances 14

Uneven cylinder wear 70 Brightly polished areas 72

Oil-consumption relevant damage

Piston damage recognising and rectifying | 9

10 | Piston damage recognising and rectifying

Description of the damage

Piston damage recognising and rectifying | 11

Description of the damage

12 | Piston damage recognising and rectifying

Piston damage recognising and rectifying | 13

Description of the damage