Sounds good!
And I look forward to seeing the rod bearing photos
(aftermarket right?)
Quote:
Originally Posted by torrque
Guys, the failure does not occur if the bearings get worn a bit, and copper shows... it's normal. The problem occurs when they "spin" , which happens when they wear so much at the top where the little notches are, that keep them into place... then they move and spin around the crank and cause a lot of debris to enter the engine and damage the crank also... wear at that middle point is normal.
Of course if other components pollute the oil and debris gets around between crank and bearing, it will cause failure also.
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Showing copper is definitely not normal (for most engines anyway!), the lead embedding layer is not supposed to wear out, unless perhaps the engine has done serious starship mileage!
. Also the lead layer acts as a temporary lubricant (of sorts) on starting (and stopping) the engine when their is insufficient oil pressure. So if copper is exposed it will, at some point, pick up when even small debris enters the oil or when starting/stopping the engine. If it gets away with not seizing up the bearing (and then spinning) when running, it will break up and seize/spin that way instead!
If you look at my
megapost at the rod bearing condition thread and scroll down to the bottom part titled 'Good condition non S65 bearings', 1 of the links shows a bearing after 154k miles with almost no visible wear, this is how they're supposed to be, oh btw it makes no difference that it's a lower revving lower hp engine, the principle's the same! It's a non contact bearing when the engine's running, or at least it's supposed to be! S65's with OEM shells don't seem to realise that
.
As the others have said the notch only keeps the bearing in place for assembly, the clamping of the rod end by the bolts is what keeps it in place.
I've copied this from the rod bearing condition mega post I did their recently discussing all the photos there. At least check out the tech docs by the
bearing manufacturers, or at least the ones by King.
The ones that are clear cut are the lead/copper bearings which are showing copper, this clearly shows that the soft babbitt layer has worn through. This layer allows particles to embed into the shell & thus prevent crank damage, as well protecting the crank when starting and stopping the engine, if it's worn ultra thin (e.g copper showing at the edges) or it's just plain gone then this protective layer is gone & the crank is imminently vulnerable to debris damage or pick up, & thus scoring &/or seizure under those conditions. If you don't believe that then read this literature by the bearing manufacturers:-
King bearings - engine bearing materials http://www.kingbearings.com/wp-conte...-materials.pdf
Engine bearings & how they work pdf http://www.kingbearings.com/wp-conte...-they-work.pdf
More info here at their tech page http://www.kingbearings.com/technical-info/
Mahl (Clevite) - https://www.mahle-aftermarket.com/me...l-brochure.pdf
Engine bearing failure analysis guide https://www.mahle-aftermarket.com/me...s-brochure.pdf
ACL - https://aclperformance.eu/products [limited info]
Glycol - http://www.wilmink.nl/Glyco/Glyco_la...informatie.pdf (Glyco aka Federal Mogul were bought out by Tenneco 10/18, pdf not available from their site currently).