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2024-12-20 09:25:50

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Bearingclearance formula

One of the most important factors when it comes to the health and durability of your rotating assembly and the block itself is the amount of open space between the main and rod journals on your crankshaft and the bearing shells they are spinning within

Types ofbearingclearance

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Bearingclearance chart

As a general rule for a race engine, you want to have approximately 0.001-inch of bearing clearance for every inch of journal diameter. So for a 2.100-inch rod journal, it's always a good idea to shoot for 0.0021 or 0.0022 bearing clearance. And once again, because too little bearing clearance can mean a spun bearing, we always aim to wind up too high rather than too low.

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C3bearingclearance in mm

One of the abilities that separates the experienced engine builders from the novices is properly fitting the bearing clearances for both the crank and rod journals

Bearingclearance calculator

Lock the micrometer securely in position (you can use a vise, just lay a rag over the jaws to protect the mic) and place your dial bore gauge in it. In this photo we’re only using one hand so you can see what’s going on better, but use two hands to hold the gauge steady. You will know you have the gauge square in the mic when you get the smallest number. This will tell you the clearance between the journal and the bearing.

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C3bearingclearance chart

Adjusting the clearance is easy, but probably a bit more expensive than most of us would prefer. Most quality bearing manufacturers make three versions for all the popular styles. First, there's the standard bearing. This is where you start. If you find you need more clearance, you can purchase an undersized bearing. This means the bearing shell is thinner, which creates 0.001 more clearance than a standard bearing. An oversized bearing is the opposite. It's thicker and takes away 0.001 of clearance.

Now that all the main caps are torqued down, check the crankshaft endplay one final time with the dial indicator. You should have between 0.005 and 0.010 of movement.

One one-thousandth of an inch is a big jump, but you can actually make adjustments in 0.0005 increments—that's one-half of one thousandths of an inch. To do this you mix half the shell of a one-over or one-under bearing with half the shell from the standard bearing. This means you may have to purchase a couple sets of bearings to get everything just right in your race engine, but sometimes that's the price you have to pay. Just remember when mixing shells to always keep the sizes in the same alignment. In other words, if you're using one-unders with standards for your main bearings, put all the one-unders in the cap with the standards in the block side of the housing bore, or vice versa. So with that said, let's get on with it.

But problems can enter the picture pretty quickly when the bearing clearances aren't correct. Too little clearance and you'll have trouble keeping your oil temperatures in check, and a spun bearing is much more likely. On the other hand, if the tolerance is too loose you hemorrhage oil out from around all the bearings. Obviously, too loose is better than too tight, but hitting the center of the bullseye is always preferable.

C4bearingclearance

When you get right down to it, many of the tasks involved in building a race engine are mundane. It isn't too difficult to drop a piston in a hole or bolt up an intake manifold. And neither is checking your valve lash or fitting your main and rod bearings. The trick is knowing how to do it right, taking your time to pay attention to the details and having the proper tools which can make your life a lot easier.

One of the most important factors when it comes to the health and durability of your rotating assembly (crank, rods, and pistons) and the block itself is the amount of open space between the main and rod journals on your crankshaft and the bearing shells they are spinning within. This space is known as the bearing clearance, and it's critical because that open area is filled with oil which provides a cushion between the journal itself and the bearing. When everything in the engine is right, the oil keeps the steel of the crank journals and the babbit of the bearings separated, and they never touch.

bearingclearance c1, c2, c3

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This month we're going to take an in-depth look at how to measure for the correct clearances between your crank and rod journals, their corresponding bearings and how to install them.

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Install the bearings into the caps the same way. Install and torque the last one in place. For a Chevrolet like this with four-bolt mains, the inner bolts are torqued to 70 ft-lb and the outers to 65 with motor oil lubricating the threads and underside of the bolts.

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