Main bearing Inspection

An engine should be properly diagnosed before it is disassembled for two reasons. First, to determine that a repair is really necessary. And, secondly to diagnosis the exact location of the problem while the engine is still intact. Normally, main bearing inspection requires removal of the Oil Pan(Sump).

As shown below, bearings can fail for a variety of reasons. Oil starvation and dirt are the major reasons for bearing failure. Problems in other engine components, such as bent or twisted crankshafts or connecting rods, or out-of-shape journals, can also cause bearings to wear irregularly.

Inspect your bearings for these conditions.

Common forms of bearing distress.

A loose crankshaft main bearing produces a dull, steady knock, while a loose crankshaft thrust bearing produces a heavy thump at irregular intervals. The thrust bearing noise might only be audible on very hard acceleration. Both of these bearing noises are usually caused by worn bearings or crankshaft journals. To correct the problem, replace the bearings or crankshaft.

Main Bearing Service

Out-of-Round Journal Wear

When the engine is first turned over after the engine has not been run for a period of time, here is little or no lubrication between the crank and the lower main bearings. The result is that he lower main bearing wears excessively and the main journals wear out-of-round. When the main bearing that is farthest from the oil pump shows more wear than the other main bearings, a dry start condition is indicated. This means that the engine was probably revved before oil had filled the system. This problem occurs most often in cold weather.

Sometimes, all the lower main bearings will be worn except for the front bearing. This bearing usually wears less on the bottom because of the upward tension of the fan belt. Excessive belt tension can cause wear on the upper front main bearing. Connecting rod journals also wear out-of-round, wearing on their top sides because of excessive loads during the power stroke. Crankshaft main bearing journals wear out-of-round. Excessive loads cause the oil film to break down, resulting in wear. Excess loads can be caused by lugging the engine or by abnormal combustion.

NOTE

Lugging occurs when the load on the engine is greater than the rpm needed to develop enough horsepower to pull the load.

Measure the rod journal in a horizontal and vertical direction to check for out-of-round wear. Crank journals are miked (measured with a micrometer) at 90° angles to check for out-of-round wear, which should be less than 0.0005″.

Tapered Wear

Rod journals sometimes suffer taper wear due to misalignment of the connecting rod.

The presence of uneven rod bearing wear, and sometimes piston skirt wear usually indicates taper. Connecting rods should be checked for misalignment whenever uneven wear is found.

Thrust Bearing Wear

The thrust bearing surface that faces the rear of the engine sometimes shows excessive wear.

One side of this thrust bearing is burned.

Most thrust bearings have concaved reliefs cut into them to provide lubrication. Under normal conditions, the thrust surface is only under load when the clutch pedal is depressed or if the automatic transmission torque converter is under a load. Thrust bearing wear and failure occurs when the load is continuous, such as when there.

To measure the bearings for wear, taper and out-of-roundness:

• Using a service manual, look up the specifications for standard crankshaft size and tolerances for normal wear.
• Check the crankshaft and use proper procedures to clean it before beginning the measurement process.

Using the proper size outside micrometer, check the number 1 main bearing journal twice at each end of the journal, once horizontal to the crankshaft and once vertical.

Measuring the connecting rod journal with a micrometer.

• If these measurements are different than the vehicle’s specifications, the crankshaft main bearing journal is out-of-round or tapered and the crankshaft must be machined before it is installed in the engine.
• If any of the main bearing journals are out of specification, all main bearing journals should be ground to the next undersize. This ensures that the journals are on the same centerline. Another alternative is to build up the crankshaft journal using special welding techniques, then grinding the journal to its original size.

NOTE

If the main bearing or connecting rod journals have pits, yet measure within specifications, polish the worst journal. After the journal is clean of pits, re-measure it. If it is still within specifications, the crankshaft will not require grinding.

Check for out-of-roundness and taper.

• Repeat these steps for each of the remaining main bearing journals.
• Measure the number 1 connecting rod journal twice at each end of the journal, once horizontal to the crankshaft and once vertical.
• If these measurements are different, the crankshaft connecting rod journal is out-of-round or tapered, and the crankshaft must be machined before it is reinstalled in the engine.
• Repeat these steps for each of the remaining connecting rod journals.

NOTE

Not all do-it-yourselfers will have the tools necessary to perform these jobs. They can be completed in a machine shop.

Journal Grinding

The manufacturer often applies a hardening treatment to the journals to protect them from wear. However, even with hardened surfaces, the bearing journals can become scored or scuffed due to improper lubrication, excessive heat, contamination, or improper installation. It may be possible to restore the journal surface by grinding them to a standard undersize. Grinding of the crankshaft journals is done to correct any of the following conditions:

• Out-of-round
• Taper
• Improper oil clearances
• Scratches, scoring, or nicks
• Damaged thread surfaces

Before grinding the journals, attempt to determine the hardness of the journal. Hardness values are expressed using the Rockwell C (Rc) scale. Electronic hardness gauges are available to determine the journal’s Rc value. Nitral acid etching is another method of determining the hardness of the journals. Generally, crankshafts with fillet-hardened journals should have values above 36 Rc. Crankshafts without fillet-hardened journals should have values above 30 Rc.

Crankshaft journals hardened using Tuff riding or Melonite treatments (both are forms of salt bath nitriding) cannot be machined. These processes are too thin, and machining the journals will remove all hardening. To determine if these hardening processes were used on the crankshaft, file a small portion of the counterweight using a medium-fine mill file. If metal can be removed under light filing pressures, the crankshaft has not been treated using these methods.

As with most machining operations, when grinding the crankshaft, do not remove any more metal than necessary. Generally, journals are ground to under sizes of 0.010, 0.020, or 0.30 inch. not all rod journals need to be the same undersize. It may be necessary to machine only one rod journal to an undersized while the others remain standard. However, it is recommended that the main bearing journals be machined to the same undersize to be sure the centerline is on the same plane.

Whenever the crankshaft journals are undersize, it is a good practice to stamp the size of the rod and main journals on the face of the first counterweight. If the main bearing journals are ground to different under sizes than the rod journals, list the main journals first. For example, if the main journals are undersized 0.020 inch and the rod journals are undersized 0.030 inch, the marking will be made as 0.20-0.30. This will alert the next technician rebuilding the engine (or using the crankshaft) that the crankshaft has been undersized.

Polishing

The machining of the journals and seal surfaces of the crankshaft leaves these surfaces too rough to run bearings or seals on. After the journals are ground, they must be polished to remove this roughness. Generally, the crankshaft is rotated in the opposite direction during the polishing procedures than it was run during the grinding procedure.

Polishing is not a final sizing operation. The maximum amount removed by this procedure should not exceed 0.0002 in. (0.005 mm). The polishing procedure can be done while the crankshaft is attached to the grinding machine using a portable polisher. In addition, a special crankshaft polishing machine can be used or the journals can be polished by hand lapping.

Both types of machines work similarly, using a belt sander-type setup to polish the journals. The crankshaft is rotated and the belt is run back and forth across the journal. Continue to polish the journal until it is smooth and shiny. A surface of 32 in. on the bearing journals and 15 uin. on the bearing journals and 15 uin. On the sealing surface is usually desired. Hand lapping is done using a piece of emery cloth wrapped around the journal. Start with a medium grit cloth and finish with a 320-grit cloth. A finish of 15 uin. is usually obtained by hand lapping.

After the journals and sealing diameters are polished, the blend radius of the oil holes must be deburred and rounded. Polishing the oil holes prevents early bearing failure by removing the sharp corners. This operation can be done using a die grinder or jeweler’s rouge.

When the polishing procedure is completed, the crankshaft must be thoroughly cleaned any residue from the grinding and polishing procedures left on the crankshaft or in the oil passages will quickly destroy the journals.

Building Up Crankshaft Journals

Another available option for reconditioning the crankshaft journals is to build up the journal area, then machine it to standard size. This process is used when the journal is worn or damaged so excessively that no undersized bearing can be used to correct oil clearance. There are two common methods used to build up the journals: chromium plating and submerged arc welding.

The process of chromium plating electrically plates hard chromium onto the bearing journal surfaces. After the plating is built up to the required amount, the journals are ground to restore the original size.

A crankshaft welder uses a wire feed-type welding system using flux to displace oxygen. Before the beads are welded to the journal, the journals are ground to remove impurities in the surface area. Carbon plugs are tapped into the oil passages to prevent them from being filled.

The crankshaft is attached to the welding machine between two chunks and is rotated while the weld bead is spiraled around the journal. The process continues until the weld bead has worked across the entire width of the journal. After the welding process is completed, the slag is removed and the journal is ground. Welding to build up the journals provides a very hard surface.

Main Bearing Replace

Main bearings are replaced with the crankshaft in the engine using a tool installed in the oil feed hole in the journal. The bearings must be rolled out on the side opposite the bearing locating lug, or tang.

Main bearings can be rolled out and new bearings rolled back in. If the special tools are not available, you can make one out of a cotter pin.

When selecting new main bearings, make sure they match the crankshaft journal diameters and main bearing bores. If the crankshaft has been ground undersize, the main bearings will also have to be undersize. Similarly, if the housing bores have been machined oversize by align boring or align honing, the bearings must take up this space. Bearing size is usually marked on the bearing box and on the back of the bearing.

When the bearings are ready to be installed in the main bearing bores, make sure the bore is clean and dry before installing the bearing halves into place. Use a clean, lint-free cloth to wipe the bearing back and bore surface.

Put the new main bearing inserts into each of the main bearing caps and into the bearing bores in the cylinder block housings.

Place the bearing inserts into the bore; make sure the locating lugs fit into their recess.

Make sure all holes align. The backs of the main bearing inserts should never be oiled or greased. Place the crankshaft in the block on the main bearing inserts and arrange the main bearing caps in the correct order and direction over the crankshaft. Follow the factory markings or use those made during disassembly.

The next step is to measure the oil clearance between the crankshaft and the main bearing. Proper lubrication and cooling of the bearing depend on correct crankshaft oil clearances. Scored bearings, worn crankshaft, excessive cylinder wear, stuck piston rings, and worn pistons can result from too small an oil clearance. If the oil clearance is too great, the crankshaft might pound up and down, overheat, and weld itself to the insert bearings.

Plastigage is fine, plastic string used to measure the oil clearance between the bearing and the crankshaft. One side of the plastigage’s package has stripes for inch measurements, the other side has stripes for metric measurements. The string can be purchased to measure different clearance ranges. Usually, only the smallest clearance range is necessary for reassembly work.

Tighten the Main Caps

For a five-main bearing block, the torque sequence is 1-4-3-2-5.

NOTE

As each main cap is torqued down, check to see that the crank continues to turn easily.

After the rear cap is removed, check the rear seal drag. Some manufacturers give a torque specification for the amount of effort required to turn the crank with the damper bolt in an assembled engine.

Align the Thrust Bearing Halves

Torque all bearing caps except the thrust main. Its halves should be aligned before torquing.

Misaligned thrust halves could eliminate end play. This is done by prying on the crankshaft while the thrust main is still loose.

Checking crankshaft end play: With a feeler gauge & With a dial indicator.

Bearing Types

Bearings are used to carry the critical loads created by crankshaft movement. They are a major wear item in the engine and require close inspection. Main bearings support the crankshaft journals. Connecting rod bearings are installed between the crankshaft and connecting rods.

Modern crankshaft bearings are known as insert bearings. There are two basic designs of insert bearings.

Full-round and split insert bearings.

A full round (one-piece) bearing is used in bores that allow the shaft’s journals to be inserted into the bearing, such as a camshaft. A split (two halves) bearing is used where the bearing must be assembled around the journal with the bearing housing being of two parts also, including a cap that holds the assembly together. Crankshaft bearings are typically the split type.

Many crankshafts are fitted with a main bearing that has flanged sides. This type bearing is typically called a thrust bearing and is used to control any horizontal movement or endplay of the shaft. The flange bearing is used in the thrust position of the block. Most thrust main bearings are doubled flanged.

Some late-model engines do not use separate main bearing caps; instead they are fitted with a lower engine block assembly.

Bearing Spread

Most main and connecting rod bearings are manufactured with spread. Bearing spread means that the distance across the outside parting edges of the bearing insert is slightly greater than the diameter of the housing bore. To position a bearing half that has spread, it must be snapped into place by a light forcing action.

Spread requires a bearing to be lightly snapped into place.

This assures positive positioning against the inside of the bore and helps to keep the bearings in place during assembly.

Bearing Crush

Each half of a split bearing is made so that it is slightly greater than an exact half. This can be seen quite easily when a half is snapped into place in its housing. The parting faces extend a little beyond the seat.

Crush assures good contact between the bearing and the housing.

This extension is called crush. When the two bearing halves are assembled and the housing cap tightened, the crush sets up a radial pressure on the bearing halves so they are forced tightly into the housing bore.

Bearing Locating Devices

Engine bearings must be provided with some means to keep them from rotating or shifting sideways in their housings. Many different methods have been used by manufacturers to keep the bearings in place. The most common way is the use of a locating lug. As shown below, this consists of a protrusion at the parting face of the bearing. The lug fits into a slot in the bearing’s bore.

The locating lug fits into the slot in the housing.

Oil Grooves

Providing an adequate oil supply to all parts of the bearing surface, particularly in the load area, is an absolute necessity. In many cases, this is accomplished by the oil flow through the bearing oil clearance. In other cases, however, engine operating conditions are such that this oil distribution method is inadequate. When this occurs, some type of oil groove must be added to the bearing. Some oil grooves are used to assure an adequate supply of oil to adjacent engine parts by means of oil throw-off.