Right. There is much misunderstanding. A brinell disruption
displaces material by impact:
https://www.manufacturingguide.com/sites/default/files/styles/illustration/public/illustrations/brinell_testing_1437.png?itok=7dezTfKA
And I also believed that was the process which degraded
headsets. Mr Brandt, however,made a better analysis and
concluded that the failure mode was momentary welding, not
impact disruption.
In our FAQ , Section 8f.13 (June 2004) Mr Brandt responds to
an RBT contributor who lamented a 'brinelled headset' and
warned that it could be dangerous or deadly:
He wrote:
I disagree on two points. First, because you use the term
"Brinell" that conveys a notion as incorrect as the phrase
"my chain stretched from climbing steep hills" and second,
because there is no possibility of injury or damage from
"indexed" steering head bearings. The effect is mostly
perception of failure from the rattling noise and clunky
feel while braking lightly. It has such a small effect that
it is imperceptible when riding no-hands unless the bearing
clearance has been adjusted in the straight ahead position.
Then the bearing will bind off center."
Damage to head bearings seems to be twofold in this case
because properly adjusted steering can only become looser
from dimples, dimples that cannot immobilize steering.
Therefore, the head adjustment was too tight. However,
dimpling is not caused by impact, but rather by lubrication
failure that occurs while riding straight ahead, giving the
steering a preferred home position. This occurs more easily
with a correctly adjusted bearing than with a loose one that
rattles and clunks. Rattling replenishes lubricant between
balls and races, something that would otherwise not not
occur. Off road bicycles suffer less from this malady than
road bicycles because it occurs primarily during long
straight descents that on which no
steering motions, that might replenish lubricant, are made.
If you believe it comes from hammering the balls into the
races, you might try to cause some dimples by hammering on
the underside of the fork crown of a clunker bike of your
choice. Those who hammered cotters on steel cranks will
recall no dimples on the spindle, even though it has a far
smaller diameter than the head bearing and the blows were
more severe and direct, supported by no more than one or
two balls.
Bearing balls make metal-to-metal contact only under
fretting loads (microscopic oscillations) while the races
are is not rotating. Any perceptible steering motion will
replenish lubricant from the oily meniscus surrounding each
ball contact patch. Peering over the bars at the front hub
while coasting down a road at 20+ mph you will notice the
fork ends vibrating fore and aft. This motion does not
arise at the fork end, but at the fork crown, where it bends
the steer tube. Both head bearings rotate in fretting motion
crosswise to the normal plane of rotation as the steer tube
bends. Dimples form in the forward and rearward quadrant of
both upper and lower bearings from
this fretting. That they also form in the upper bearing
shows they are not directly load related.
Lubrication failure from fretting causes metal to metal
contact that forms microscopic welds between balls and
races. These welds repeatedly tear material from the softer
of the two causing elliptical milky dimples in both races.
Were these Brinelling marks (embossed through force), they
would be shiny and smooth and primarily on the
inner race of the bearing. Various testimonials for the
durability of one bearing over another are more likely an
indication of lubrication than the design of the bearing.
Ball bearings with separate cups and cones have been used as
head bearings longer than they should considering their poor
performance.