Visual Inspection of Main Bearings & Connecting Rod Bearings

C15 Generator Set (50Hz) C5L00001-UP(SEBP4324 - 34)/Basic Search Page 1 of 61
Shutdown SIS
Previous Screen
Product: GENERATOR SET

Model: C15 GENERATOR SET C5L
Configuration: C15 Generator Set (50Hz) C5L00001-UP
Reuse And Salvage Guidelines

Visual Inspection of Main Bearings and Connecting Rod Bearings{1202, 1203, 1225,
1230}
Media Number -SEBF8009-23 Publication Date -15/01/2015 Date Updated -15/01/2015
i06041999
Visual I nspection of M ain Bearings and Connecting Rod

Bearings{1202, 1203, 1225, 1230}
SM CS - 1202-040; 1203-040; 1225-040; 1230-040
Engine: 3400 All, 3300 All, 3200 All, 3100 All, 3000 All, and D-series All All 3500 Engines All
3600 Engines All C280 Engines C-10 All C-9 and C9 All C11 All C12 and C-12 All C13 and C-
13 All C15 and C-15 All C16 and C-16 All C175 Engines C18 and C-18 All C27 All C32 All
C4.4 Engines C6.6 C7 All C7.1
I ntroduction
Table 1
Revision Summary of Changes in SEBF8009
22 - 23 Added new serial number prefixes.
Major Update to Document Format and Content
21 Updated Safety Section
Updated Effectivity
18 19 20 Updated Effectivity
Updated Effectivity
17
Added ""Important Safety Section" " section.
16
15 Updated Effectivity
14
© 2015 Caterpillar All Rights Reserved. This guideline is for the use of Cat dealers only.
Unauthorized use of this document or the proprietary processes therein without permission may be
violation of intellectual property law. I nformation contained in this document is considered
Caterpillar: Confidential Yellow.
This Reuse and Salvage Guideline contains the necessary information in order to allow a dealer to
establish a parts reusability program. Reuse and salvage information enables Caterpillar dealers and
https://127.0.0.1/sisweb/sisweb/techdoc/techdoc_print_page.jsp?returnurl=/sisweb/sis... 01/05/2019
customers to benefit from cost reductions. Every effort has been made in order to provide the most
current information that is known to Caterpillar. Continuing improvement and advancement of
product design might have caused changes to your product which are not included in this publication.
This Reuse and Salvage Guideline must be used with the latest technical information that is available
from Caterpillar.
For questions or additional information concerning this guideline, submit a form for feedback in the
Service Information System. In order to address an urgent issue, use the following resources in order
to communicate your request to Caterpillar Repair Process Engineering:
Caterpillar Dealer Technical Communicator
Dealer Solution Network
Caterpillar Technical Representative
Knowledge Network
Canceled Part Numbers and Replaced Part Numbers

This document may not include canceled part numbers and replaced part numbers. Use NPR on SIS
for information about canceled part numbers and replaced part numbers. NPR will provide the current
part numbers for replaced parts.
I mportant Safety I nformation
Illustration 1 g02139237
Work safely. Most accidents that involve product operation, maintenance, and repair are caused by
failure to observe basic safety rules or precautions. An accident can often be avoided by recognizing
potentially hazardous situations before an accident occurs. A person must be alert to potential
hazards. This person should also have the necessary training, skills, and tools in order to perform
these functions properly. Safety precautions and warnings are provided in this instruction and on the
product. If these hazard warnings are not heeded, bodily injury or death could occur to you or to other
persons. Caterpillar cannot anticipate every possible circumstance that might involve a potential
hazard. Therefore, the warnings in this publication and the warnings that are on the product are not all
inclusive. If a tool, a procedure, a work method, or operating technique that is not specifically
recommended by Caterpillar is used, you must ensure that it is safe for you and for other people to
use. You should ensure that the product will not be damaged or the product will not be made unsafe
by the operation, lubrication, maintenance, or the repair procedures that are used.
I mproper operation, lubrication, maintenance or repair of this product

can be dangerous and could result in injury or death.
Do not operate or perform any lubrication, maintenance or repair on

this product, until you have read and understood the operation,
lubrication, maintenance and repair information.
Safety precautions and warnings are provided in this manual and on the product. If these hazard
warnings are not heeded, bodily injury or death could occur to you or to other persons.
The hazards are identified by the safety alert symbol which is followed by a signal word such as
danger, warning, or caution. The "WARNING" safety alert symbol is shown below.
This safety alert symbol means:
Pay attention!
Become alert!
Your safety is involved.
The message that appears under the safety alert symbol explains the hazard.
Operations that may cause product damage are identified by "NOTICE" labels on the product and in
this publication.
Caterpillar cannot anticipate every possible circumstance that might involve a potential
hazard. The safety information in this document and the safety information on the machine are
not all inclusive. You must determine that the tools, procedures, work methods, and operating
techniques are safe. You must determine that the operation, lubrication, maintenance, and
repair procedures will not damage the machine. Also, you must determine that the operation,
lubrication, maintenance, and repair procedures will not make the machine unsafe.
The information, the specifications, and the illustrations that exist in this guideline are based on
information which was available at the time of publication. The specifications, torques, pressures,
measurements, adjustments, illustrations, and other items can change at any time. These changes can
affect the service that is given to the product. Obtain the complete, most current information before
you start any job. Caterpillar dealers can supply the most current information.
Summary
This guideline contains information about bearing construction, disassembly, and assembly procedure
recommendations of the engine lower structure and how engine parts relate to bearing performance.
A visual inspection guideline of bearings is also provided. This guideline does not include reuse
information for bearings. Caterpillar recommends that bearings be replaced at any bearing inspection
or at times when the connecting rod or main cap bolted joint is opened unless the bearings have less
than 200 operational hours. Bearing replacement is recommended due to increased risk of failure at
subsequent at reinstallation.
However, Caterpillar recognizes that customers may choose to reuse bearings, although not
recommended, and there may be situations where this will be a necessity as no spare parts are
available at that time. If the customer chooses to reuse bearings it is recommended that bearings to be
reinstalled do not have damaged running surfaces, such as from debris, abnormal wear, scuff, or
smear, fretting (backside) or hot spots.
To make the illustrations more clear, descriptions of possible failures have been included. More
information on failure analysis can be found in Applied Failure Analysis, SEBV0544, "Engine
Bearings".
References
Applied Failure Analysis, SEBF0544, "Engine Bearings"
Section 1 – Bearings I n Caterpillar Engines

The "Bearing Design" section covers a brief overview of the factors considered for selection of
bearing materials, the construction of engine bearings and how that construction relates to bearing
performance. The "Engine Lubrication Systems" section explains why the lubrication system is
important to bearing performance. The engine lubrication topic also details the consequences of lax
maintenance of the lubrication system.
The "Other Systems Related to Bearing Performance" section explains how other engine systems can
help or hinder the performance of engine bearings. Incorrect operation of the cooling system or air
inlet system can cause bearing damage.
The "Early Recognition of Distressed or Damaged Bearings" section provides a few brief best
practices to identify potential bearing distress or damage at an early stage. These suggestions can
make replacing a damaged bearing before a catastrophic failure occurs possible but not guaranteed.
Bearing Design
Five factors are used in selection of bearing materials. These factors are compatibility, strength, wear
resistance, conformability, and embedability.
Compatibility
Compatibility is the ability of the bearing material and the journal surface to function properly
together in a bearing system, especially during periods of momentary contact. This property can be
considered as an 'antiseizure' characteristic between the bearing and the journal surface. Ideal
compatibility for a bearing material means that there is a minimum amount of friction between the
bearing and journal. Compatibility also considers the chemical compatibility between the bearing
materials and the engine environment, especially with engine oil.
Strength
Strength in a bearing material allows the bearing to retain its shape and to withstand the oil film
pressures and loads from momentary contact with the journal.
Wear Resistance
Wear resistance of the bearing material ensures that the materials are present on the bearing surface at
the end of useful life therefore the properties of the bearing are consistent throughout useful life.
Wear resistance requires some level of 'toughness' in the bearing material.
Conformability
Conformability is the ability of a bearing material to adapt or conform to the shape of a journal. The
bearing material must be soft enough to conform to minor imperfections in the journal shape.
Embedability
Embedability of the bearing material allows it to absorb small particles of debris. Bearings require a
material that is soft enough for a limited amount of small foreign particles to be absorbed by the
bearing before damage to the journal occurs or disruption of the oil film.
Bearing M aterial Development and Selection
Bearing materials are developed to have a proper balance of the five material selection factors. It is a
significant challenge to develop and select successful bearing materials since many of the selection
factors require opposing properties such as the 'soft' aspect for conformability and embedability
against the 'toughness' for wear resistance and strength.
Different bearing materials have unique balances of these factors for different applications and uses.
There are some applications that require maximum compatibility with moderate wear resistance, for
example, while another application may require maximizing strength and wear resistance while
allowing lower levels of compatibility.
There is no perfect and ideal mixture of the five material selection factors for all applications and
uses, therefore there are different bearing materials used throughout Caterpillar engines for the best
match of the material properties to the application.
Bearing Construction
The main and connecting rod bearings in Caterpillar engines are made with layers of different
materials. The layer construction provides the best way to optimize bearing material strength,
conformability, wear resistance, conformability, and embedability. No one single bearing material
layer can meet the needs of modern Caterpillar engines.
There are two main bearing construction types: 'bi-metal' and 'tri-metal.' These designations are based
on the number of significant layers in the bearing construction. A bi-metal half-shell bearing consists
of a steel back layer and an aluminum-based alloy running surface layer. A tri-metal half-shell
bearing consists of a steel back with an aluminum-based or copper-based alloy layer and a thin
'overlay' covering the alloy layer. There are also thin material layers in between the major layers
including a bond or chemical dam layer between the alloy and the overlay and, typically, a similarly
thin tin flash layer applied all over the bearing top surface. The thin minor layers are not included in
the nomenclature of 'bi-metal or 'tri-metal' designations.
Older Caterpillar engines have used 'solid' bearings that are one layer made of a babbitt material or an
aluminum alloy. These types of construction are no longer used in modern Caterpillar engines.
Construction of a bi-metal bearing
(A) Alloy Bearing Material
(B) Steel Back
Construction of a tri-metal bearing.
(B) Steel Back
(C) Copper-lead or other alloy
(D) Bond/Dam Layer
(E) Lead-Tin Overlay and Tin Flash
Steel Back
The steel back gives strength, overall shape retention, and support for the alloy bearing layer. It also
makes other features possible. One example is "bearing crush." This will be discussed in the topic
"Bearing Physical Features."
Bearing Alloy Layer
The first layer of bearing material applied to the steel back is either aluminum-based or copper-based
material. This is called the alloy layer. The aluminum-based or copper-based alloy materials used in
Caterpillar bearings are developed and selected to balance the five requirements mentioned for the
selection of a bearing material. In some cases, the alloy layer provides bearing performance sufficient
to meet an engine application need, and in that case a bi-metal bearing is specified.
The alloy layer has enough strength to withstand the heavy shock loads of engine operation. It is soft
enough to provide good embedability and conformability. The alloy is also compatible with the steel
of the crankshaft journal.
Lead-Tin Overlay
For applications where more capability over the alloy layer is required, an overlay layer is applied
over the alloy layer. The overlay layer is typically a lead-tin based layer that is electroplated onto the
bearing running surface.
The lead-tin based overlay is a thin layer and often 0.015 mm (0.0006 inch) to 0.030 mm (0.0012
inch) thick. However, in such a thin layer, the conformability, compatibility, and embedability
characteristics of the bearing are improved over the alloy layer. And by limiting the lead-tin overlay
layer to a small thickness, there is no noticeable decrease in overall bearing strength.
Another feature of lead-tin overlay is its ability to "heal over" (smooth out) when the surface is
scratched by small particles. If a foreign particle makes a small scratch in the bearing, the life of the
bearing will not normally be shortened. These small scratches will "heal over" during normal
operation, however, this "healing" ability is limited to small particles. Large particles or a high count
of small particles can lead to damage that is beyond the ability to "heal over" and will limit bearing
life.
There are some special overlays that are aluminum-based, and used in unique applications. This type
of overlay provides improved wear resistance in comparison to the typical lead-tin overlay
Tin Flash
On most bearing tri-metal bearings, a thin tin flash, 0.001 mm (0.00004 inch) to 0.003 mm (0.00012
inch) thick, is applied over the entire bearing as a final layer. This protects the bearing against
corrosion during storage. The flash gives the bearing a light or dark gray color depending on whether
a tin or lead-tin flash was used. This plating will show some cosmetic marks or scratches when
handled, but this is normal.
Bearing Physical Features
Nomenclature of Caterpillar Engine Bearings
Consistent nomenclature is important when discussing main and connecting rod bearings.
Understanding the physical features of a bearing will help during failure analysis and when
corresponding with Caterpillar. Illustration 5 through 7 show the features that are part of a bearing.
Main Bearing
(A) Tab Slot on ID surface
(B) Edge of Bearing
(C) Bottom Half
(D) Top Half
(E) Bearing Surface
(F) Oil Groove
(G) Oil Hole
(H) Locking Tab on OD Surface
(J) Mating Face
Connecting Rod Bearing
(A) Tab Slot on ID surface
(B) Edge of Bearing
(E) Bearing Surface
(H) Locking Tab on OD Surface
(J) Mating Face
A locking tab helps locate a main or connecting rod bearing during installation. This tab fits in a slot
machined into the mating part. Some engines with serrated connecting rods (rods with diagonal caps)
do not use a locking tab for locating the connecting rod bearing. Instead, bearings for serrated
connecting rods have a slot machined on the back of the bearing. This slot fits over a short dowel in
the rod or cap bore. See Illustration 7.
Locating slot and dowel for serrated connecting rods.
(K) Slot on Bearing Back
(L) Dowel
Several features that are part of the upper half of the main bearing are necessary to provide correct oil
flow. An oil hole in the bearing allows oil to flow from the block passages into the oil groove. The oil
groove distributes the oil and maintains a continuous flow to the rod bearings. At one of the main
bearing locations there will be a thrust surface in the front and in the back of the main bearing. The
thrust surfaces control the axial movement of the crankshaft. There are two types of thrust bearings
used in Caterpillar engines. The first type is designed so the thrust bearings and main bearings are one
unit as shown in 8. The second type of bearing uses two thrust pates. One installed in the front and
the other installed in the back of the main bearing as shown in Illustration 9 and Illustration 10.
Thumbnail grooves or slots on the thrust bearings are used to distribute the oil over the thrust bearing
surface.
Main bearing with thrust flanges
Thrust plates that are with a standard main bearing.
(M) Thrust Plates
(N) Thumbnail Groove
Bearing Spread
One of the design features of main and connecting rod bearings is called "bearing spread." See
Illustration 11. Bearing spread simply means that the outside diameter of the bearing at the mating
faces is slightly larger than the actual diameter of the bore.
Bearings are designed with a small amount of spread
(P) Bearing Spread
Bearing spread requires a bearing to be lightly forced into place. Forcing the bearing into place helps
retain the bearing firmly in the bore, during engine operation and when handling is necessary during
installation of rods or caps.
Bearing Crush
Bearing halves are made so the mating faces extend a small amount above the parting line of the
bore. See dimension (Q) in Illustration 12. When the cap bolts are tightened, the bearing is fitted
tightly in the bore, and an 'interference fit' is created between the bearing and the bore.
Bearing crush insures complete contact between the bearing and the bearing bore. This complete
contact contributes to better heat dissipation and prevents movement of the bearing in the bore.
Bearing halves are designed to give bearing crush when bolted together.
(Q) Bearing Crush
Engine Lubrication System

Bearing performance is determined by various factors. However, the most important factor is the
engine lubrication system. Oil performs these vital functions.
Reduces friction
Provides an oil film cushion that keeps metal to metal contact to a minimum
Cools the engine parts
Cleanses the engine from particles and debris
The lubrication system for each engine may differ slightly, however most principles are the same.
The lubrication system for the 3408 Engine is similar to many other engine lubrication systems as
shown in Illustration 13.
Lubrication system for the 3408 Engine.
(A) Bore for Camshaft
(B) To Rocker Arm Shaft
(C) Turbocharger
(D) To Fuel Injection Housing
(E) Rocker Arm Shaft
(F) To Valve Lifters
(G) Piston Cooling Tubes
(H) To Timing Gear Housing
(I) Oil Manifold
(J) Bypass Valve for Oil Cooler
(K) Oil Pump
(L) Oil Pan
(M) Oil Cooler
(N) Oil Filters
(O) Bypass Valves for Oil Filters
(P) Bore for Balancer Shaft
As shown in Illustration 13, the oil pump sends oil through the oil cooler and then through the oil
filters. The bypass valves for the oil cooler or oil filters protect the system if there is a restriction of
the oil flow. When the engine is started with cold oil or the cooler or filter becomes plugged, the
bypass valve assures a constant flow of oil to the engine. The bypass valve for the oil filters also
protect against filter element damage that could result from starts with cold oil. However, it is
important to monitor engine operation to ensure that operation with cold oil or with a plugged filter is
kept to a minimum as operating the engine with the bypass open will place the bearing system at risk
for debris damage and potentially bearing failure.
Oil from the filters flow into the block manifold or main oil gallery. This oil then flows into the
various block passages to lubricate and cool the engine components. Then the oil returns to the oil
pan. A detailed description of each lubrication system is given in the respective Service Manual for
your engine
An understanding of the engine lubrication system can be helpful during bearing failure analysis. One
example is when bearings are damaged due to lack of lubrication. If the failure is discovered at the
appropriate stage, the bearings farthest from the oil supply will show the greatest damage. However,
most times when a lack of lubrication failure occurs, the damage is not noticed until all bearings are
severely damaged.
Oil Flow Through the Crankshaft
On many engines, the oil flow path through the crankshaft can give clues for use during failure
analysis. Crankshaft rotation creates a centrifugal force on the oil in the passages that pushes the oil
towards the rod bearings. On some vee engine crankshaft designs, there is a 'direct' drilling from the
main bearing to one of the rod bearings and an 'indirect' or multiple intersecting passage drilling from
the main to the other rod bearing. (Some crankshaft drillings are of a complex nature that both rod
bearings are fed via an 'indirect' path.) As a result, if there is a lubrication failure, the rod bearings
that are lubricated by an indirect path from the main bearing will be most likely be damaged first.
Wear caused by debris often may be more severe on the rod bearings that are lubricated by the direct
passage.
The 3208 Engine is a good example of how the lubrication system design can give clues for failure
analysis. Illustration 14 shows that if there is a lack of lubrication, the even number of rod bearings
may have the greatest damage. If debris is the problem, it is likely that the odd number rod bearings
will show the greatest damage.
Oil passages in the crankshaft for a typical V8 engine.
(1) Main Bearings
(2) Rod bearings
Although the principles involved with crankshaft oil flow are similar for all vee engines, the design of
the oil passages might differ. Look at the crankshaft passages and draw a simple schematic of the oil
passages. Then apply the principles of oil flow to determine what damage characteristics would be
evident for your engine.
Oil Film
The oil that flows to the bearings forms an oil film between the crankshaft journal and bearings. This
film provides lubrication, cooling, and cleansing for the bearings. A satisfactory oil film is critical to
satisfactory bearing life.
Rotation of the crankshaft journal forces oil under the journal. This action lifts the journal off the
bearing and, during normal engine operation, minimizes metal-to-metal contact. See Illustration 15.
Oil film between the crankshaft journal and bearing.
(Q) Crankshaft Rotation
(R) Oil Molecules Picked Up By Moving Crankshaft Journal
(S) Oil Molecules Forced Between Crankshaft and Bearing
(T) Oil Film
(U) Bearing
The oil that flows across the bearing absorbs frictional heat of the oil that is created during crankshaft
rotation as the oil separates the journal and bearing surfaces. The oil drains into the oil pan and then is
pumped through the oil cooler. As the oil flows through the oil cooler, it transfers heat from the oil to
the coolant. The cooled oil then flows through the filters back to the engine components.
Lubrication System M aintenance

Adequate bearing performance depends on the maintenance of the engine lubrication system.
Maintenance will help keep the oil clean and free of contamination. Correct maintenance includes:
Using oil of the correct grade and viscosity
Maintaining the correct oil level
Using the correct, high-quality oil filter
Following the recommended oil and filter change intervals
Oil Viscosity
Lubrication system maintenance begins with the selection of the correct oil. The appropriate
Operation and Maintenance or Lubrication and Maintenance Guide will give recommendations for oil
grade and viscosity. Oil viscosity is one of the more critical oil properties.
Oil viscosity is the resistance of oil to flow or to change shape. The oil must have enough resistance
to flow to maintain an oil film. However, the oil must flow sufficiently at all temperatures to insure
an adequate oil supply to all moving parts.
Bearing failures can occur when oil of the wrong viscosity is used. Oil that has too high of a viscosity
will not flow easily during cold starts. Cold starts with thick oil will cause excessive wear to engine
bearings. If an oil has too low of a viscosity, the oil will not provide a sufficient oil film. An
insufficient oil film will allow contact between the crankshaft journals and bearings, which will result
in excessive wear of engine bearings.
Oil of a particular viscosity may perform satisfactorily during some temperature conditions.
However, the same oil might not give a proper oil film when the oil temperature increases.
Oil Level
The use of the correct oil is not sufficient for adequate lubrication system performance. The oil must
also be kept at the correct level. Check the oil level before and after each work shift. The Operation
and Maintenance or Lubrication and Maintenance Guides gives specific instructions for checking the
oil level (such as whether to have the engine running or not). Remember, operation of an engine with
insufficient oil can result in severe bearing damage.
Oil Filter
Using the correct oil filter is important. Do not use a filter with a different part number than the
recommended filter, even if the filter appears to fit. The filter element may be designed for a different
application or the bypass valve setting may not be correct.
A high-quality oil filter is necessary to keep the engine oil clean and free of debris. Filters remove
debris and particles from the oil before the particles can flow to the engine and damage the bearings.
The use of a genuine Caterpillar filter is the best way to ensure that the oil filter performance will be
satisfactory.
When a poor quality filter is used, poor filtration results. Some particles in the oil will not be removed
by a poor quality filter. These particles then flow to the engine bearings (and other components) and
cause damage or excessive wear.
Oil and Filter Change I ntervals
There is no other maintenance as important as the regular changing of the oil and oil filters. This
maintenance is necessary to rid the engine of contaminants (both debris and chemical corrosives) and
to ensure that the oil maintains necessary properties to perform its functions. Each Operation and
Maintenance Guide or Lubrication and Maintenance Guide shows the correct oil and filter change
intervals.
Sometimes the consequences of extending oil change intervals are not clearly understood. Extending
the filter change interval is not worth the risk involved if the filter should become plugged or
damaged. Nor is extending the oil change interval worth the risk of oil additives being used up. Oil
filters are designed to remove harmful debris particles from the lubrication system. Use of a filter
beyond its intended life can result in a plugged filter. A plugged filter will cause the bypass valve to
open and can also cause filter element damage. A bypass valve that stays open for extended periods,
can cause engine damage. Oil is not filtered when the bypass valve stays open. Any debris particles in
the oil will flow directly into the engine. Also, it is also important to realize that when a bypass valve
remains open, the particles that were previously trapped by the filter may be flushed from the filter
and through the open bypass valve and straight to the bearings.
An example of bearing debris damage that can occur when the filter is plugged.
Filter plugging can also cause distortion of the filter element. A distortion happens when there is an
increase in the pressure difference between the outside and inside of the filter element. This distortion
can progress to cracks or tears in the paper. Cracks or tears in the filter element allows debris to flow
into the engine where debris can damage various components. Engine bearings are especially
susceptible to debris damage.
Extended oil change intervals will also cause the oil to deteriorate or break down. Extended use of the
oil will cause the additives to be depleted or "used up." Engine oils have additives that perform
several functions. One function is to help neutralize the acids that are formed during combustion.
Depleted oil additives can result in engine damage (in the form of bearing corrosion, as one example)
as more acids are formed.
A filter that was used beyond the normal change interval.
Engine oil additives are also used to disperse the very minute particles that are carried in the oil. The
oil filter removes large, damaging debris from the oil. However, very minute particles can pass
through the oil filter. The added dispersants in the oil prevent a conglomeration of these minute
particles that could cause engine damage.
Remember, satisfactory bearing performance depends on correct maintenance to the lubrication

system. Follow the recommendations given in the appropriate Operation and Maintenance or
Lubrication and Maintenance Guide. Continued violation of these maintenance practices will result in
a shorter life for the engine components.
Other Systems Related to Bearing Performance
Cooling System and Bearing Performance
The operation of the cooling system also affects engine bearing performance. Satisfactory operation
of the cooling system helps maintain the correct engine oil temperature. A cooling system
malfunction that results in an overheated engine will cause a corresponding increase in the oil
temperature. High oil temperatures reduce the viscosity of the oil and reduce the oil film thickness
between the crankshaft journals and bearings. When the viscosity of oil is reduced, the oil film will
not carry the loads caused by combustion. High oil temperature can allow excessive bearing wear as
the crankshaft journals contact the bearings.
Leakage of coolant into the engine oil is another problem that can cause poor performance of engine
bearings. Leakage can happen when oil cooler seals fail or when head gaskets fail. Coolant leakage
can be discovered at an early stage, before excessive bearing wear occurs. Scheduled Oil Sampling
often discovers coolant in the oil at an early stage before any major damage has occurred.
When coolant combines with oil, the coolant reacts with the oil to form a thicker oil. The reaction
causes a sludge to form because of the release of combustion particles that were previously held in
suspension. Sludge and thicker oil creates an oil film problem because the oil will not flow easily.
The sludge can also cause the filter to become plugged.
Air I nlet System and Bearing Performance
Air filtration is the most important factor when considering the relationship between the air inlet
system and engine bearing performance. Dirt can enter the engine if air filtration component
maintenance is not correct, or if there are leaks in the air inlet system.
When dirt enters the engine through the air inlet system, the piston rings and the cylinder bore are
first to show damage. However, some of this dirt can eventually get into the lubrication system where
the dirt can flow to the engine bearings. The resulting bearing damage is typical of debris damage:
scratches, embedded material, and accelerated wear.
The Operation and Maintenance of Lubrication and Maintenance Guide for each engine shows the
maintenance practices that are necessary for the air filters. Compliance with the maintenance
recommendations will contribute to satisfactory engine performance.
When performing maintenance on the air inlet system, the connections should be checked. Loose
connections can allow dirt to enter the engine. Make sure that all connections are tight.
Early Recognition of Distressed or Damaged Bearings

A bearing is distressed or damaged when there are negative attributes (observed features) found in the
bearing that may lead to a bearing seizure. Examples of distress or damage are severe or extensive
debris scratching, smear and / or scuff of the bearing material. Bearing polish or slight wear,
however, is a normal phenomenon of bearings and is not considered a failure. High wear rates can
have a negative impact on bearing system robustness if they occur before full life is achieved
Recognition by Engine Symptoms
An engine will give two common signals when bearings are damaged. The two common signals are
an engine knocking noise and low oil pressure. A knocking noise usually means that at least one
bearing is severely damaged. The engine oil pressure can sometimes be an indication of excessive
bearing wear or damage. Bearing wear is not a failure, but bearing damage can lead to bearing seizure
where the engine will no longer operate. As the bearing wear increases, the clearance also increases
between the crankshaft and the bearing. The increased clearance allows more oil to flow out the sides
of the bearing and the oil pressure will be less. Increased clearance can also result from a damaged
bearing. Thus, reduced oil pressure can be an indication that there is excessive bearing wear or
damage.
Recognition by Scheduled Oil Sampling
Scheduled Oil Sampling (SOS) is a good way to monitor engine condition. Oil analysis can identify
an excessive amount of wear particles in the oil. When considering only the engine bearings, the most
important function of Scheduled Oil Sampling is to determine if there are any contaminants in the oil.
Oil contaminants include: dirt/debris, coolant, or fuel. All of these contaminants can cause bearing
damage. Scheduled Oil Sampling can find these contaminants at an early stage, before damage or
failure occurs.
Recognition by Oil Filter Examination
Inspection of the oil filter element with each filter change is a valuable check for bearing damage.
Filter element inspection will show if there is an excessive amount of debris in the oil system. If there
is, the bearings may be worn excessively or damaged. The inspection of the filter may also reveal
bearing material trapped in the filter. Bearing material in the oil filter can indicate a badly worn or
damaged bearing. It may be possible to find a bearing problem at an early stage by regular
examination of the oil filter.
Conclusion
Main and connecting rod bearings play an important role in diesel engine operation. Engine bearings
are designed to support the crankshaft and connecting rods with a minimum amount of friction.
Bearings also have to withstand the severe conditions imposed by the combustion process.
The ability of engine bearings to withstand the severe conditions is dependent on the oil film. To
assure a correct oil film, the engine lubrication system must be maintained properly. The correct oil
and filter must be used. The oil level must be maintained at the proper level. The recommended oil
and filter change intervals must be followed.
Remember, maintenance recommendations are given so the engine user can achieve maximum
service life of the engine. Avoiding the maintenance or extending the maintenance intervals is not a
practical way to cut costs. The probability of a shortened engine life and the cost of a major overhaul
are not worth the risk.
Section 2 - Overhaul of the Engine Lower Structure

Contents of Section 2
Section 2 provides recommendations to follow during overhaul of the engine lower structure. Section
2 is not intended to be all-inclusive. Section 2 must be used with other service literature such as
Service Manuals and/or Engine Assembly Charts. Other parts of the engine, such as upper structure
or front structure, are not discussed in this section except as to relate to the lower structure or to
bearing performance.
During engine overhauls, simply replacing old parts with new ones is not enough. Examination of the
removed parts, correct analysis of failed parts and correct reconditioning of components are all
necessary for successful engine overhauls.
NOTI CE
Be careful when reassembling the engine components. Any debris

assembled into the engine can significantly damage the engine
components.
Preparation for Disassembly
Before disassembly work is started, always determine how extensive the overhaul must be. If the
engine has failed, the cause of failure must be found and corrected. Some preliminary inspections and
evaluations will help determine what work must be performed on the engine.
The extent of the overhaul is determined by the amount of wear and/or damage to the engine
components. If any machining must be performed on the engine block or crankshaft, an extensive
overhaul must be performed. An extensive overhaul is done with the engine removed from the engine
mounting. If no machining work must be done, the overhaul can probably be done with the engine at
the installed position. However, some engines may still need to be removed from the engine
mounting for a less extensive overhaul because of space limitations.
If the engine has experienced a failure, get operating information from the operator. How was the
engine being operated at the time of failure? Were there any significant changes in oil pressure or
engine temperature? What were the symptoms during the failure?
If a main or rod bearing failure is suspected, see Section 3 "Inspection Guide and Failure Analysis for
Main and Connecting Rod Bearings." Section 3 provides an overview for basic failure analysis steps
and contains illustrations of common bearing appearances.
Obtain the history of the engine. Check recent Scheduled Oil Sampling findings. Check to see if any
recent overhauls or repairs were performed. Always examine the external components of an engine
before disassembly work is started. Examining the exterior of an engine may help identify failures
and may also help to determine how extensive the overhaul should be. During the examination ask
yourself the following questions:
Is there any indication of oil, fuel, or coolant leakage?
Are any external parts broken?
Are all lines tight and installed correctly?
Next, remove the oil filter and inspect the filter element for damage, plugging and/or foreign material.
Material in the oil filter can give an indication that a bearing failure has occurred.
After the external inspection has been completed, thoroughly clean the engine with steam or a high-
pressure wash. If the engine has suffered a ventilation, care must be taken to seal the opening prior to
washing to ensure that water does not contaminate the inside of the engine, if it has not already
occurred either from transit to the disassembly area or from environmental exposure. Removal of all
oil and dirt will make disassembly easier and ensures that no dirt will get in the engine during
Disassembly and Assembly. Cleaning should be done in a separate area than the Disassembly and
Assembly area. Some engines, such as marine engines, cannot be thoroughly cleaned before an "in-
frame" type overhaul is performed. When this type of overhaul is performed, clean the engine as
much as possible. As you work, make sure that no external dirt/debris enter the engine.
Disassembly of Engine Lower Structure

If a failure has occurred, special care taken during disassembly will make analyzing the actual
problem easier. If you are not careful during disassembly, you may destroy clues that may have
shown why the failure occurred.
Use a SOS bottle to save some of the crankcase oil. Use the crankcase oil for later analysis (if
necessary). The results of the analysis can reveal the presence of fuel, coolant, or dirt in the oil. The
analysis can determine whether the engine had received correct maintenance. Remember, successful
engine overhauls require a clean work area. Oiled parts "attract" the dust in the air and the dirt in the
work area. Dust, dirt, or debris assembled into the engine can cause failure of the main and
connecting rod bearings.
When disassembly work is performed, keep the removed parts neatly arranged. A parts cart or similar
equipment is useful to maintain an organized work space. See Illustration 18. Mark any tubes or
hoses when they are disconnected. Keep miscellaneous hardware together with the components.
Prevent loss of parts or damage to parts during storage.
Parts cart used for storage of removed parts.
Before removal of the main or connecting rod bearings caps, check the markings. Connecting rods
and their mating caps should have the rod location number stamped or etched near the parting line.
See Illustration 19. Main bearing caps should be marked with their number location. The same
number is sometimes stamped on the block next to the cap. Other engines have main bearing caps
with a number location marked and an arrow that must always point toward the front of the engine.
Marks on main bearing caps and connecting rod caps for a 3406 Engine.
All of these marks are important for use during assembly. If the marks are not clear, make new ones.
The orientation of the marks with the crankshaft and the block is important. Use the marks to make
sure that the caps are installed on the correct rod or block saddle. Make sure that the caps are not
reversed. The marks for the connecting rods must be on the same side of the crankshaft as they were
when the rods were removed. Before loosening the bolt or nut, mark the bolt on one corner and put a
corresponding mark on the cap. Marking the bolt and the cap will enable you to determine if the
torque was correct during previous assembly. Remember, a bearing failure may have been caused by
bolts that were not tightened correctly.
Initial loosening of the bolt or nut must be done with a hand wrench, if the torque is to be checked. If
the bolt clamp load (preload at assembly) is to be verified or if the torque does not feel correct when
loosening the bolt or nut, it should then be checked. There are two main methods to provide bolt
torque verification: the first is 'return to mark' and the second is 'breakaway torque.' Return to mark is
the preferred method as the breakaway method inherently has significant variability due to static
friction variation.
There are two ways to apply the 'return to mark' method. Both methods utilize the marks applied to
the bolt head and to the abutment (connecting rod or main cap) that were previously described. To do
the first return to mark method, use a torque wrench and tighten the bolt or nut to the correct torque
specification. If the original torque was correct, the distance from the mark on the bolt to the mark on
the cap must be equal to the turn specification. As an example, if the torque-turn specifications are
136 N·m (100.3lb ft) plus an additional 180 degrees, tighten the bolts to 136 N·m (100.3lb ft). Then
compare the two marks. The two marks must be 180 degrees apart if the initial torque was correct.
The breakaway torque verification method requires the use of a digital or dial indicator torque wrench
to ensure measurement of the initial torque value as the bolt head moves. This method can either be
used to measure torque on the bolt upon loosening or the torque to required to move the bolt head
upon further tightening. It is recommended use the loosening method as over-torque of connect rod or
main bolts is ill-advised and may damage the components. Furthermore, the breakaway method will
only provide a rough indication that there was sufficient torque applied to the bolt. This method will
not provide the exact torque due to friction variation. The breakaway method should only be used to
verify that the measured values are above the torque values used in the torque-turn assembly process.
Use caution during removal of the bearing caps and connecting rods so the crankshaft journals are not
damaged. Make sure that the threads on the connecting rod bolts do not scratch the journals. A short
piece of hose over the threads can protect the journal.
Use of the bearing removal tool.
If an overhaul is done with the engine in frame or in its mounting, tools such as the 2P-5571 2P-5518
Bearing Removal Tool can be used. See Illustration 20. These tools can be used to "roll out" the
upper half of the main bearings with the crankshaft still installed.
When the rod and main bearings are removed, mark their location in the engine. Keep the bearings
together in sets of rod bearings or main bearings. Refer to Reuse and Salvage Guideline, SEBF8009,
"Visual Inspection of Main Bearings and Connecting Rod Bearings" for proper guidelines on
marking bearings and for packaging for storage and shipment. Illustration 21 shows unacceptable
packaging for engine bearings.
These bearings do not have any marks. It will be impossible to determine the correct location of the bearings in the
engine.
I nspection
If a bearing failure has occurred, refer to Section 3 "Inspection Guide and Failure Analysis for Main
and Connecting Rod Bearings." Section 3 describes common causes of bearing failures. Section 3
also shows how to prevent repeated failures.
Remember when bearings are removed, whether failed or not, learn how to "read the iron." What
characteristics are shown by the wear patterns? Do the parts give an indication of what caused the
failure? Installation of new parts is not enough. Take steps to prevent a repeat failure.
M easuring Components
An engine will normally be disassembled for one of two reasons: when an engine has high hours,
thus reached its service overhaul service, or when an engine has experienced a failure.
On the engines that are overhauled due to high hours, examine the bearings and crankshaft for
indication of irregular wear patterns. The wear pattern can indicate how thorough the measurements
must be before installation of new parts. An irregular wear pattern can be caused by several things:
A profile problem on the crankshaft journal
A bent crankshaft
Main bearing bores that are not in alignment
Or main and rod bores that are not round
If irregular wear patterns are evident, all mating parts must be measured to find why the
bearing wear is not normal.
On the engines that are being overhauled because of a bearing failure the mating parts, if they appear
to be reusable, must always be measured for distortion or for irregular wear. Many times, failures
cause excessive heat which distorts parts. Also, when bearings fail, the wear pattern is destroyed.
There is then no way the bearing can reveal whether the wear patterns were normal. This makes it
necessary for the mating parts to be measured.
Component M easuring and Reconditioning
Refer to the proper Service Manual and/or Engine Assembly Chart for the proper measurements and
reconditioning procedures. Several reference Reuse and Salvage Guidelines are provided below for
crankshaft, connecting rod and block.
- Reuse and Salvage Guideline, SEBF8054, "Procedure to Measure and to Straighten Bent
Crankshafts"
- Reuse and Salvage Guideline, SEBF9162, "Inspection and Reconditioning Procedures of Main
Bearing Bores in Cylinder Blocks"
- Reuse and Salvage Guideline, SEBF9185, "Specifications and Salvage for Cylinder Blocks in C175
Engines"
- Reuse and Salvage Guideline, SEBF8101, "Specifications for Cylinder Blocks in 3600 and C-280
Family of Engines"
- Reuse and Salvage Guideline, SMHS8418, "Cylinder Block Cleaning Procedure"
Assembly of Lower Engine Structure

Before starting to assemble the engine, several questions must first be answered:
Was the engine disassembled at normal overhaul?
If a failure occurred, was the cause of the failure found and corrected?
Were other mating parts damaged?
What problems were noted when the engine was inspected externally and internally?
Did you "read" the iron?
Were all the problems corrected and components reconditioned?
All of these are important considerations during overhaul of the lower structure
Preparation for Assembly
During the final operation, assembly of the lower structure, cleanliness of utmost importance. The
"Disassembly" topic of Section 2 mentioned that a clean work area is essential. This point is
significant enough to repeat. Successful overhauls demand a clean work area. Do not assemble debris
into the engine. Cleanliness is a major factor in reducing repeated bearing failures.
Approximately 50 percent of all bearing failures are cause by debris in the engine. One source of
debris is an unclean work area. Another possible source is machine particles that are left in individual
components after they are machined. Another possibility is debris produced during a bearing failure.
This type of debris is circulated through the lubrication system of the engine. There is only one way
to remove any of the debris from the engine.... That is a complete cleaning of all of the components.
The components must be cleaned whenever machining has been done or whenever there is a bearing
failure. After machining, remove all plugs and clean the oil passages with brushes. Extra care must be
taken after a bearing failure to make sure all of the debris and bearing material is removed from the
engine lubrication system. The crankshaft oil passages must be cleaned. All plugs, orifice dowels,
cooling jets and hoses must be removed from the block so the oil passages can be cleaned. Remove
auxiliary equipment that is lubricated by the engine oil. Disassemble this equipment and clean the oil
passages. Oil coolers cannot be cleaned if contaminated by a bearing failure. They must be removed
and new oil coolers installed.
Cleaning the components to remove the debris must be done with brushes and a cleaning solution.
See Illustration 22. The brushes must be the correct size for the oil passage they are cleaning. For a
cleaning solution, first use an oil-based solvent, then use the brushes with a detergent and water. The
detergent and water will "float" the particles out of the oil passages. After rinsing the cleaning
solutions from the passages, coat the machined surfaces with oil to prevent corrosion.
Use a brush to clean the oil passages.
Wipe parts clean before installation. If new bearings are kept in their box until installation, they
should be clean. If the bearing is determined to be clean from the box, the bearing should be installed
as it was found in the package and not cleaned. However, if the bearings have dust or dirt on the
running surface (ID) on them from storage, the running surface should not be wiped clean. Wiping
the bearing running surface could cause the dust or dirt to become embedded in the bearing surface.
To clean bearing running surfaces, put them in a solvent tank. They can then be rinsed and blown dry.
If the bearing has debris on the backside of the bearing, on the steel back, use a proper solvent, such
as Brake Clean, and a lint free rag to clean the new bearing back. Apply a light film of clean oil to
back of bearing surface using a clean rag and a generous amount of oil on the front of each bearing.
The bearing may now be installed into position. Be sure to follow the proper Service Manual and/or
Engine Assembly Chart.
Assembly of the Lower Structure
When the parts are installed, be careful not to damage any machined surfaces. Check the markings on
the bearing caps and make sure that they are installed in the original location and orientation. Other
things to remember during assembly:
Check the parts for burrs that may cause the parts to seat incorrectly.
Ensure that bearings are clean from the packaging or follow proper procedures to clean and oil
the bearings.
Make sure the nuts or bolts for the bearing caps are tightened by using the correct torque-turn
procedure.
Always check the torque values list in the Specifications section of the Service Manual or on
the Engine Assembly Charts.
Check to see if the crankshaft turns freely.
M easurement of Bearing Clearances
If the crankshaft journals and bores were measured at disassembly and found to be within
specifications, no more measurements of the bearing clearance are needed.
Note: Caterpillar does not recommend the checking of the actual bearing clearances. This is because
of the possibility of obtaining inaccurate results and the possibility of damaging the bearing or the
journal surfaces. Each Caterpillar engine bearing is quality checked for specific wall thickness.
However, if the service technician still wants to measure the bearing clearances, refer to the
Disassembly and Assembly Manual for your engine and see the "Bearing Clearance – Check"
procedure.
Engine Run-I n After Overhaul
After an engine is overhauled, it is a good practice to "run-in" the engine on a dynamometer, if

possible, following the Caterpillar Reuse and Salvage Guideline, SEBF9011, "Dynamometer Testing
of Caterpillar Engines." It is recognized that run-in on a dynamometer is not possible in every
circumstance, but it is best practice to ensure that a successful engine reinstallation procedure is
achieved after an overhaul.
The run-in test or dynamometer testing procedure is intended to allow the new parts to wear-in
together in a controlled manner. This procedure also makes it possible to check for leaks and make
necessary corrections. The power settings, correct pressures, and temperature can be checked at this
time. Adjustments can be made in the dynamometer test cell before engine installation into the
application.
Conclusion
Following the recommendations in Section 2 will contribute to successful overhauls. Repeat failures,
especially at low hours, are costly. If the correct procedures are used during each overhaul, with an
emphasis on cleanliness, these repeat failures will be reduced. Remember, quality overhauls are a
vital part of a successful engine service operation.
Section 3 - I nspection Guide and Failure Analysis for M ain and

Connecting Rod Bearings
I ntroduction
Section 3 provides technicians with information needed to interpret correctly the appearance of used
bearings or analyze failed (seized) bearings. Illustrations show what is considered normal or typical
features found on used bearings plus several common causes of seizure. While the information
contained in this section covers a large majority of expected observations, it is not possible to
anticipate every potential observation of bearings herein. If further assistance with an investigation is
required, submit a request to Caterpillar Repair Process Engineering:
Caterpillar Dealer Technical Communicator
Dealer Solution Network
Caterpillar Technical Representative
Knowledge Network
Familiarity with both the illustrations and the observation description in this guide will help in
understating the appearance of the bearings or in determining the cause of bearing failure (seizure).
Suggestions are also given for corrective measures that can reduce the possibility of a repeat failure.
A bearing failure is a seizure of the bearing to the journal, and the engine is not capable of operation.
A damaged bearing is one that has features that could lead to seizure but has not seized. Damaged
bearings are not failures of the bearing system but possess characteristics that might or might not be
detrimental to future operation. In many instances, a damaged bearing will and does survive to
overhaul with the damage present. Examples of damaged bearings would be debris scoring to the
alloy layer or smear of the overlay. Bearings with wear through the overlay or cavitation erosion
typically are not damaged bearings, unless the wear of cavitation erosion is extreme.
Each bearing investigation is different. Some assessments of used bearings or failures require more
investigation than others. If correct procedures and correct sequence are used after each bearing
inspection, there will more success in analyzing and correcting the cause of bearing failures. A list of
bearing inspection steps is given for this reason.
As stated in Introduction of this guideline, whenever a bearing is inspected (beyond short hours of
operation), it is the recommendation of Caterpillar to replace the bearings. It is necessary to ensure
that both halves of the bearing are replaced.
I nspection Procedures
Careful and deliberate visual inspection of all bearings, journals, and bores (block main bore or
connecting rod bore) is necessary to understand properly the appearance of bearings at inspection.
It is also important to collect information on the engine and / or machine operational history to
accompany the visual information and inspections. A partial list of such information is:
Engine family
Application
Location (in world) of engine / machine operation
Engine and machine serial number
Engine / machine and bearing hours
Bearing part numbers
Engine history, to the extent possible SOS data
I dentification, Cleaning, and Packaging
Accuracy in the identification of bearings, care in the cleaning, properly laying out the bearings,
quality photography, and careful packaging for shipment for further analysis is vital if the visual
inspection is to be exact.
As a start of the inspection process, identification must be made at the time the bearings are removed.
Keep both halves of the bearing together. If possible, write "U" for upper half and "L" for lower half
bearings and the number of the bearing in the tab area as shown in Illustration 23 and 24. Use a
ballpoint of felt tip pen to make the identification mark. If you cannot make the mark in the tab area,
make it on the back of the bearing as shown in Illustration 24. For main bearings, use the number of
the main bearing cap. For connecting rod bearings, use the number of the cylinder. Limit
identification marks to the area next to the mating face. Do not write the identification on the running
surface other than in the tab slot area.
After identification of the bearings, preparations must be made for inspection or packaging of the
bearings for shipment. Clean bearings with a solvent such as Stanisol by flowing the cleaning fluid
over the bearings to wash away engine oil and contaminants. The bearings can also be cleaned with a
solvent such as Brake Clean. Caterpillar recommends using these solvents, and these solvents are
recommended because of quick evaporation. The use of gasoline is too dangerous and is not
recommended. The use of diesel is restricted by a slow rate of evaporation. If another solvent is used,
it must be of a type that does not damage steel, lead, tin, copper, aluminum, or nickel.
Never use rough materials, brushes or mechanically wipe on the ID or running surface of the bearing
to clean it. Do not use sandpaper, emery polishing paper, crocus cloth, files, brushes, glass beads, soft
cloth, or paper cloth to clean bearings. Identification marks that have been removed during cleaning
must be recorded again.
If a bearing must be shipped or stored, be sure that the bearing is protected correctly. Package
bearings individually to ensure that they do not get damaged. It is recommended to wrap each bearing
individually in a thick clean paper towel or clean disposable shop towel with the wrapping secured
with an adhesive tape. Do not allow bearing surfaces to touch other bearing surfaces. Illustration 25
represents a properly protected bearing.
It is not recommended to tape the back of the bearings to form a row of bearings for inspection. This
procedure can damage the bearing backs and that will not allow proper inspection of the bearing
back. Taping the bearing backs together also does not allow the most robust packaging to avoid
damage in shipping.
Overview of Bearing Attributes

All used bearings will have some characteristic appearances or features present on them, which result
from use in an operating engine. These characteristics and features are called bearing attributes. Only
a few of these attributes or severe attribute appearance are classified as a damaged bearing. Some
attributes found on bearings are:
Overlay or alloy polish
Wear
Smear
Debris scratching
Cavitation Erosion
Bearing Wear and Polish
Before discussing any other bearing attribute, damage or failure, it is important to recognize normal
wear. Bearing wear occurs on all bearings, and asking oneself 'does the wear pattern look normal and
well distributed?' should be the first question during the visual inspection of bearing.
Bearing wear is result of polishing due to contact between the journal and the bearing surface.
Polishing occurs when the oil film thickness between the bearing and crankshaft journal decreases for
a short time. Polishing first appears as a shining of the top bearing layer. As engine hours accumulate,
the polishing will gradually spread over the loaded portion of the bearing surface and will also
progress through the various bearing layers. This occurrence of polishing and wear is normal.
Each type of bearing has a specific area which normally wears the most. While heavy wear is
expected in this location, known as the "load area", it must still be carefully inspected. Illustrations 26
and 27 show the location of load areas for connecting rod bearings. Illustration 29 shows the location
of load for main bearings.
The load area for bearings used in standard connecting rods.
The load area for bearings used in serrated connecting rods.
The wear on connecting rod bearings is not located in the center (in relation to the mating faces) but
instead on the one side of the load area. Wear is also heavier in the upper half of the bearing as shown
in the following illustrations. The connecting rod bearings shown in Illustration 28 shows wear that
has processed into the overlay layer. This is acceptable wear.
In comparison, the load area and the wear on main bearings is normally heavier on the lower half.
The load area for main bearings.
Illustration 30 shows a typical main bearing stet that shows wear into the overlay layer, and some
embedded debris that has 'healed' over. This is acceptable wear.
Illustration 31 shows a close-up view of an example upper rod bearing (#4 Bearing from Illustration
28). The bearing shows the reproduction of the journal profile (shape). The wear pattern is relatively
straight across the bearing surface. This indicates an acceptable journal profile. The number 4 upper
rod bearing also shows the wear caused by polishing. The color variations are caused by the
progression of wear through the different layers of the bearing. Polishing is a normal condition that
progresses with engine life.
The shape of mating parts often contributes to the wear pattern on bearing. Shape variation of the
mating parts, both within specification and outside specification, or parts not installed properly can
create an irregular bearing wear pattern. In severe cases, an irregular wear pattern can result in greater
sensitivity to debris, oil contamination, or lack of lubrication that can then increase potential for
seizure.
Thin oil film that can be caused by a barrel shaped crankshaft journal.
There are several possible causes for irregular wear patterns. Some of them are:
Crankshaft journals with profiles that are not straight and/or not finished to correct
specifications
Main bearing bores in the block are not in alignment or not round
Rod bores that are the wrong diameter or not round
Rod pin bore and bearing bore that are not parallel
Parts were not installed correctly at the previous assembly. Example: Bearing caps that were
interchanged or reversed
Bolt torques that are not correct
The bearing shown in Illustration 33 was damaged by a bad profile of the crankshaft journal. The
drawing also shows the corresponding journal profile that would produce this wear pattern.
Normal journal profile with normal bearing wear.
Barrel shaped journal with the corresponding bearing wear.
Hourglass shaped journal with corresponding bearing wear
Tapered journal with corresponding bearing wear.
I rregular Shape or Profile of Crankshaft Journal
Crankshaft journals that have bad shapes or profiles (out of specification) can cause bearing failures
because of uneven oil film thicknesses. If the journal profile is not correct, some areas of the bearing
may have an oil film that is not sufficient to lubricate the bearing or carry the heat away. This can
cause extreme heat on some areas of the bearing which can then result in a bearing failure. See
Illustration 32 through Illustration 37.
Many times a poor journal profile can combine with another problem to cause a bearing failure. As an
example, a journal may have a bad profile that causes an irregular oil film and irregular wear pattern,
but no failure. If debris enters the lubrication system, the combination of debris and a poor profile
may cause a failure.
M isalignment of M ain Bearing Bores
Bearings can fail because the main bearing bores are not aligned. With misaligned bores, the
crankshaft journal may rotate at an angle in the bore. This causes heavy loads on a small area of the
bearing and a decreased oil film at the edges of the bearing.
If a bore is only slightly misaligned, the bearing may conform to the position of the journal.
However, as with a bad journal profile, the bearing may be more sensitive to debris or other
problems.
This bearing has a wear pattern caused by a main bearing bore out of alignment. Notice how the wear pattern is heavier
on one side and runs diagonally across the bearing.
Parts Assembly I mpact to I rregular Wear
Incorrect assembly of parts usually involves the bearing caps. The bearing caps are bored while
bolted onto their mating surface (either block saddle or connecting rod). If the caps were interchanged
or reversed at a previous assembly, the bearings may show abnormal wear. Usually this is heavy wear
on one side of the bearing. In other words, more wear occurs near one mating face because the upper
half of the bore and the lower half do not "line up".
This connecting rod has the bearing cap reversed. This causes decreased oil clearances near the mating surfaces.
Irregular bearing wear due to reversed bearing caps. The arrows indicate heavy wear.
Corrective M easures to Address I rregular Wear
If the bearings indicate there is a profile problem on the crankshaft journals, connecting rod or main
rod bore diameter / shape, or misalignment of the main bores, follow the appropriate Reuse and
Salvage Guideline to measure and repair the components. Check for proper surface finish of journals
or bores, size, and shape of the journal or of the bores. Ensuring the mating components meet
specification is necessary to have a bearing system that performs successfully.
Bearing Damage Caused by Debris
Bearings damaged by debris will have either scratches or embedded debris on the running surface.
When the debris is severe, the damage can look like scuffing or smearing damage caused by lack of
lubrication.
Debris or foreign particles cause approximately 50% of all bearing failures. This debris can take
several forms. It can be dirt (silicon), aluminum, steel, or grinder grit. It is important to realize that
most of this debris can be eliminated by correct maintenance of the lubrication system and proper
service practices.
During normal operation of the engine the oil filter removes debris from the system. If the filter plugs
because of an excessive amount of debris or because of poor maintenance the oil bypasses the filter.
During some cold starts the oil may also bypass the filter.
Debris particles damage a bearing in two ways. First, the particles can be carried between the journal
and bearing thus causing scratching (scoring) of the bearing surface. Second, they can also become
embedded in the bearing material. The amount of damage to the bearing surface depends on the size
and concentration of the debris particles.
In small amounts and for small particle size, the bearings are designed to embed debris and then 'heal
over' to be able to continue to operate normally. However, if there is a large concentration of particles
or large particles in the bearing system that have caused deep scratches or scoring of the surface of
the bearing then the oil film between the bearing and the journal will be disrupted. These disruptions
can result in an extreme amount of heat due to the increase in friction, and a bearing seizure (failure)
can occur.
Remember, it is sometimes possible to discover bearing damage caused by debris at its early stages,
before a complete failure occurs. This early discovery is possible if :
The oil filter element is checked for debris at each oil change
Scheduled Oil Sampling (S.O.S.) is used to monitor the condition of the lubrication system
Possible Sources of Debris
Debris can be generated within an engine during operation. Example: Parts that wear
excessively or parts that fail
Debris may have been left in engine components during initial assembly or during a previous
overhaul if parts and oil passages were not cleaned correctly.
When an engine is removed from a vehicle, dirt can enter the disconnected lines that are left
with the vehicle.
Dirt can be added during an oil change. Remember to keep oil fill equipment clean.
Dirt can enter through the air induction system. This dirt results from air leaks or poor
maintenance to the air induction system
Examples of Debris Damage
Illustrations 41 through 45 are of individual bearings so the type of debris damage on the bearing can
be seen more easily. However, when analyzing bearings that are damaged by debris always look at
the complete set of main and rod bearings. Determine the oil flow. Which main bearing fed each rod
bearing? Do the bearings indicate that the rod bearings were damaged only by bearing material that
came from the failed main bearings or is there evidence that there was other debris in the lubrication
system? For additional information see the topic "Engine Lubrication Systems" section of this guide.
This main bearing shows minimal debris wear caused by small particles of debris.
This main bearing show moderate debris wear caused by larger particles.
This main bearing shows heavy debris wear due to large particles.
Bearing damaged caused by embedded aluminum.
Bearing damage due to hard debris.
Debris sometimes becomes embedded in the bearing material. When soft material, such as aluminum,
is embedded, it usually is flattened out on the bearing surface and then polished by the rotating
journal as shown in Illustration 44. Hard debris usually causes raised material around the particle.
This raised material is then polished. Therefore, when hard debris is embedded, it usually leaves a
small spot where the debris entered. This spot is surrounded by a polished area as shown in
Illustration 45.
Debris scratching shown on left. Gouges caused by pulled material on the right.
Bearings with an extreme debris failure can appear similar to a smeared bearing (caused by lack of
lubrication). If the oil film is disrupted by debris, the journal may contact the bearing allowing some
bearing material to seize or weld itself to the journal. This material is then pulled from the bearing by
the rotating journal. The result is a gouge in the bearing surface.
Illustration 46 shows two bearings that are damaged by debris. One shows a bearing with debris
scratches. The other bearing is starting to develop heavier debris damage. it has gouges caused by
"pulled material". If debris continues to disrupt the oil film, the bearing damage will progress until
the surface looks like a seized bearing. Such a case of a damaged bearing with smeared bearing
material is likely to seize if it is operated for longer periods of time.
A bearing that is severely damaged by debris may give indications of some displacement of the
bearing material. See Illustration 47. However, in most instances a debris-related failure can still be
identified by the scratches that are visible near the mating face. See Illustration 48.
Corrective M easures for Debris Damage
Recondition or replace other parts that were damaged by the debris (camshaft bearings, pistons,
etc.)
Maintain a clean work area. Concentrate on cleanliness during the overhaul. When an engine is
removed from a vehicle, plug all disconnected lines to prevent dirt entry
Clean all oil passages. This includes the block, crankshaft, oil pump, bypass valve and filter
housings, external oil lines and auxiliary equipment. Remember to clean external oil lines
including those left in a vehicle when the engine is removed. During initial operation, debris
that is left in an engine can flow to the bearings before going through the lubrication system to
the filter
Oil coolers cannot be cleaned to remove debris. Oil coolers must be replaced
Make certain that a new oil filter is installed. Also, install a new auxiliary filter, if the engine is
so equipped
Inspect the air induction system and make any repairs necessary
Encourage the engine user to maintain correct oil and filter change intervals
Encourage the engine user to monitor engine condition by using S.O.S. and oil filter
examination
Bearing Damage Caused By Lack Of Lubrication
The term "lack of lubrication" refers to an insufficient oil film between the crankshaft journal and
bearing. Lack of lubrication can be caused by low oil supply pressure, low oil level, wrong oil
viscosity, and other conditions that result in deterioration of the oil film. The observation of lack of
lubrication damage can occur due to a short period of no oil flow to the bearing (traditional 'lack of
lubrication' condition), a prolonged period of operation with less than adequate oil flow to the
bearings (called 'marginal lubrication') or adequate flow of oil with properties of the oil that are not
correct. In each case, the observations of damage on the bearings are similar.
The first stage of lack of lubrication damage is smearing. A smeared bearing will have some
displacement of the lead-tin overlay. Usually this displacement occurs in the center of the bearing,
and there will be a buildup of overlay material at the end of the smear. The material buildup at the
end of the smear is a characteristic signature of a lack of lubrication smear damage.
Smeared Bearing
A smeared bearing as shown in Illustration 49 progresses quickly to a scuffed bearing if the oil film is
not restored. A scuffed bearing shows additional displacement of bearing material, including some of
the alloy layer (aluminum based or copper based) as shown in Illustration 50. The displacement takes
place when the extreme heat caused by friction melts the bearing materials, allowing them to be
displaced. The heat may also cause some bearing material to adhere or weld itself to the crankshaft
journal, thus being pulled from the bearing as shown in Illustration 51. As journal rotation continues,
this pulled material may be deposited back on the bearing along with the other displaced material.
Scuffed bearing
Pulled Material
A seized bearing is the final stage in the progression of damage caused by an insufficient oil film.
When a bearing first starts to seize, it is similar to a scuffed bearing because it has the displacement
of the alloy layers and pulled material. This damage usually progresses rapidly to a completely seized
bearing, a bearing that has welded itself to the crankshaft journal and may have spun in the bore.
It was mentioned in the topic "Bearing Damage Caused by Debris" section that a scuffed bearing and
a bearing with severe debris damage can look similar. This similarity is the result of "pulled material"
that occurs when heavy debris damage disrupts the oil film. However, debris damage can still be
recognized by the debris scratches near the mating face. Another important point is that a lack of
lubrication failure can sometimes be identified because the bearings in the set will have all stages of
lack of lubrication. See Illustration 52.
Possible Causes of Lack of Lubrication
Low oil pressure as a result of:Oil pressure regulator malfunction, wear, or damage, component
wear resulting in high oil flow through engine, external engine oil leak and lubrication system
issue.
Low oil level as a result of:excessive oil consumption, excessive oil leakage or failure of oil
lines and insufficient oil in an engine (sometimes caused by ignoring auxiliary capacity).
Wrong oil viscosity at a particular ambient temperature. (Oil that is too thick at colder
temperatures, or oil that is too thin at warmer ambient temperatures)
Contamination of the oil by fuel or coolant.
Damaged, worn, or malfunctioning components in the lubrication system. Examples include:a

plugged or damaged oil filter, failed oil lines or lines installed incorrectly, damaged or loose
suction tube, belt, or screen, malfunctioning oil pump and worn or stuck valves in the
lubrication system (by-pass valve for oil pump or oil cooler, lubrication valves).
Corrective M easures for Lack of Lubrication
Encourage the engine user to perform correct lubrication system maintenance, including:use of
the recommended oil, recommended oil and filter change intervals, regular monitoring of the
engine oil level and inspection and repair of oil leaks
If fuel or coolant contamination of the oil is suspected, an oil analysis can be used to confirm or
disprove your suspicions.
Check the oil filters to see if it is plugged. Check the auxiliary filter if the engine is equipped
with one.
Make sure that the valves in the lubrication system are operating smoothly and are not
damaged.
When bearing damage caused by a lack of lubrication is severe, the following steps are
necessary to remove the bearing material from the lubrication system:clean oil passages in the
block, crankshaft, external oil lines, and auxiliary equipment, make sure that new oil and
auxiliary filters is installed and install a new oil cooler. Oil coolers cannot be cleaned to
remove debris or foreign material.
Cavitation Erosion
Cavitation erosion occurs in a bearing oil film during engine operation when the oil film pressure
rapidly decreases causing tiny vapor bubbles to form. The bubbles later collapse as the pressure
quickly increases. As the tiny bubbles collapse, a "jet" of fluid shoots past them and hits the bearing
surface. This action repeats itself many times, and erosion of the bearing surface results.
Some degree of cavitation erosion is usual in engine bearings. It is not uncommon to observe
cavitation erosion on bearing surfaces. Cavitation erosion can manifest in the form of several shapes
including round dots, crescent or kidney bean shapes, triangles, ovals, or small spots in a cluster.
Cavitation erosion will not normally cause a bearing failure because of: the time required to produce
cavitation erosion is slow and the debris produced during cavitation erosion is microscopic.
There are instances of cavitation erosion that causes particles of the alloy layer to be plucked from the
bearing and result in some debris damage or scratching of the bearing surface. However, this type of
damage because the alloy layer is fairly soft and has a high degree of compatibility with the
crankshaft rarely results in a bearing failure.
Because cavitation will not normally cause bearing failure, no corrective measures are necessary
other than replacing the inspected bearings with new.
Typical location for cavitation erosion on a rod bearing.
Cavitation on a rod bearing with an oil groove.
Bearing "Hot Spots"
"Hot spots" are round wear areas on the running surface of the bearing that are caused by either
debris or material buildup on the backside of the bearing between the bearing and the housing. The
debris or material buildup results in a high spot on the bearing running surface and localized wear. A
hot spot can disrupt the oil film enough to result in a bearing seizure if the high spot is large enough.
Material buildup on the backside of the bearing that results a hot spot can be caused by carbon
deposits or by tin migration of the tin flash layer. Both carbon deposits or tin flash migration on the
back of the bearing develop and increase in size over time, if they occur.
Causes of material buildup on the back of bearings can include:
Insufficient bearing crush
Main bearing block bores or connecting rod bores that are too large
Parts were not installed correctly at the previous assembly
Bolt torques that are not correct
Oil quality (high soot levels)
If bearing hot spots are observed, ensure that the bore is thoroughly cleaned to remove the debris or
deposit. Make sure that there is no damage in the bore due to debris and there is no dent on the bore
surface. Correct any of the potential causes upon reassembly and further operation of the engine.
This bearing back has a mark on the back of the bearing caused by debris between the bearing bore and the bearing shell.
This bearing shows the hot spot caused by the debris on the back of the bearing shown in Illustration 55
Bearing Back Fretting
Illustration 57 shows the back of a bearing that has suffered fretting. Fretting is the transfer of
material from the back of the bearing to the bore. Fretting and shining of a bearing back takes place
when the bearing crush is not sufficient, the bores are too large or the cap bolts are not tight. As a
result, the bearing can move. Even though this movement is slight, the rapid motion of the bearing in
the bore allows the bearing back to become shiny and/or fretted.
If fretting is observed, follow the corrective measures provided to address irregular wear patterns.
The potential causes of fretting are the same as the potential causes of irregular wear, especially
wrong bore diameter, and misassembly.
Bearing back has wear caused by fretting. Mating bearing cap shows transferred material.
Alloy Fatigue
Alloy fatigue is structural failure of the aluminum-based or copper-based alloy layer and results in
gradual loss of the alloy layer material through a network of interconnected cracks. A fatigue failure
sometimes occurs after the normal life of the bearing is exceeded. Fatigue failures can also be the
result of excessive loads caused by debris damage, or uneven loading of the bearing.
A fatigue failure should not be confused with a bearing that has fatigue of the lead-tin overlay. The
fatigue of the lead-tin overlay at low hours is a condition that may occur on some bearings that have
thicker lead tin overlay. This type of fatigue is not harmful.
Corrective M easures for Alloy Fatigue
Check the engine application. Make sure that the engine is not loaded excessively
If the bearings are severely damaged, check the filters for debris. If there is debris in the
system, the oil passages must be cleaned the same as with debris damage
Fatigue failure caused when normal life of bearing was exceeded.
Bearing that has fatigue of lead-tin overlay. This is not the same as a fatigue failure.
Bond Separation
Bond separation is the removal of one or more material layers from the bearing during operation and
can occur for several reasons, either because of a poor bond between the bearing layers or debris
damage at assembly or during operation. Extreme heat can result when debris scratches the bearing
surface during operation or when the journal contacts the bearing, and the heat will weaken the bond
of the layers to the point of failure. If debris were pressed into the bearing at assembly (rather than
scratching during operation), a divet on the alloy surface can be created that acts as a stress
concentrator. The stress concentrator will increase the bearing layer stress above the strength level,
and the bond will fail.
Bond separation is different than alloy fatigue in that for bond separation a single area of bearing
material has been removed and with alloy fatigue the material is removed in interconnected cracks.
A bond separation can occur either between the lead- tin overlay and alloy layer or between the alloy
layer and the steel back.
When the lead-tin overlay separates from the alloy, a poor bond is usually the cause. However,
separation of the aluminum from the steel back can be caused by a poor bond, from extreme heat, or
debris damage at assembly.
When engine bearings give indications of a bond separation, evaluate all bearings from the set for
evidence of another failure. If all bearings have damage caused by debris or lack of lubrication the
bond failure was probably secondary, resulting from the heat. Remember, a bond failure allows small
pieces of bearing material to come off the bearing. When a bond failure occurs on a main bearing, the
bearing material may flow to one or two rod bearings and damage them.
Corrective M easures for Bond Separation
The corrective measures for a bond failure will vary depending on the severity of the damage. If one
bearing has a bond failure that allows a small amount of aluminum or copper-based material in the
system, the problem is not as severe. Replacement of that damaged bearing is probably sufficient.
However, if a bond failure occurs on more than one bearing, or if the bond failure causes failure of
other bearings, more corrective measures are needed. When the damage is severe, do the following:
Determine if other damage caused the bond separation (lack of lubrication, debris). Take
corrective action as necessary.
Clean all oil passages in the block, crankshaft, and auxiliary equipment
Make certain that a new oil filter is installed. Also, install a new auxiliary filter if the engine is
so equipped
Install a new oil cooler. Oil coolers cannot be cleaned to remove debris or bearing material
Bond separation between the lead-tin overlay and aluminum.
Bond separation between aluminum and steel.
Electrical Discharge Damage
Note: This type of damaged is unusual, and is most often limited to engines in generator sets but also
has occurred on engines with large alternators.
Electrical Discharge Damage is when electrical current goes through the crankshaft, bearings, and
into the block due to poor grounding. When the electrical current goes through the engine, it arcs
between the bearing and the crankshaft and block. This arcing causes damage on only the main
bearing. Electrical Discharge damage makes the main bearings shiny and causes significant damage.
Electrical Discharge also creates a frosted appearance on the crankshaft journals from pitting from
arcing current.
Main bearings that have been damaged by electrical discharge. Note the "chrome like" bearing surface
A crankshaft journal that has been damaged by electrical discharge. Note the "frosted" appearance on the journal.
A bearing back damaged by electrical discharge. Note the unusual wear pattern caused by arcing current.
Bearing Failure Analysis
Bearing failure analysis is not always simple. Many times the cause of a failure cannot be determined
by looking at the bearings alone. More information, such as engine repair history or information from
the operator may be needed. Also, mating parts must sometimes be inspected to determine their
involvement in the failure. Frequently, a bearing set will show evidence of more than one failure
cause. It is also possible for bearings to be destroyed during a failure, thus removing the evidence
shown by the present attributes.
Procedure for Analyzing Bearing Failures
If a bearing failure is suspected in an engine, it is important to perform the correct failure analysis
steps in the correct sequence. The following recommendations will help you to be more successful in
analyzing failures.
Get operating information from the operator: How was the engine being operated at the time of
failure? What was the engine coolant temperature before and during the failure? Did oil
pressure change before or during failure? What were the symptoms during the failure?
Get maintenance information: What were the oil change intervals? When was the oil last
changed? What oil was used? What was the classification and viscosity? If equipped with an
auxiliary filter, when was it last changed?
Obtain the history of engine repairs: Is there data available from a previous oil analysis? Was
there a recent overhaul or repair?
Perform an external inspection of the engine: Check and record the oil level. Are there any
apparent oil leaks or loose oil line connections? Are there any new oil lines? Are they installed
correctly?
Remove the oil filters and cut them open for inspection: Is the filter element plugged? Is there
any debris in the element? Is the filter ruptured (or split)?
Note: When a bearing failure occurs, bearing material will usually flow to the filter. If there is no
bearing material or debris in the filter, the engine probably did not have a bearing failure. It is
important also to remember that if there was no oil flow during the failure, then the bearing material
from the failure would not flow to the filter. If necessary, install a new filter and operate the engine to
detect the problem (such as damaged timing gears or fuel nozzle knock).
If, after the above steps are performed, a bearing failure is still suspected, drain the oil from the
pan. As the oil is drained, use a Scheduled Oil Sampling bottle to collect a sample of the oil.
This oil sample can later be analyzed, if necessary, to determine if there is coolant, fuel, or
debris in the oil.
Remove the oil pan: Is there debris in the oil pan? If so, what debris (ferrous, non-ferrous,
etc.)? Check the rod and main bearing caps for heat discoloration and looseness.
Remove the main and connecting rod bearings. Mark the bearings with their location in the
engine as they are removed. Match the upper and lower bearing halves with their locating tabs
together. Tape the bearings together in groups of uppers and lowers.
Visually inspect the bearings to determine the failure cause. Look at the entire set. Which main
bearing fed oil to each rod bearing?
If still necessary, perform further investigation: Examine and measure the mating parts. Inspect
the lubrication system components for condition and correct operation (pump, bypass valves,
etc.).
Oil filter element after a major bearing failure.
Copyright 1993 - 2019 Caterpillar Inc. Wed May 1 10:19:28 UTC+0430 2019
All Rights Reserved.
Private Network For SIS Licensees.

Visual Inspection of Main Bearings &amp; Connecting Rod Bearings

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Visual Inspection of Main Bearings &amp; Connecting Rod Bearings

Uploaded by

Copyright:

Available Formats

C15 Generator Set (50Hz) C5L00001-UP(SEBP4324 - 34)/Basic Search Page 1 of 61

Product: GENERATOR SET

Reuse And Salvage Guidelines

Visual I nspection of M ain Bearings and Connecting Rod

Caterpillar Dealer Technical Communicator

Dealer Solution Network

Caterpillar Technical Representative

Canceled Part Numbers and Replaced Part Numbers

I mportant Safety I nformation

I mproper operation, lubrication, maintenance or repair of this product

Do not operate or perform any lubrication, maintenance or repair on

This safety alert symbol means:

Your safety is involved.

Section 1 – Bearings I n Caterpillar Engines

Bearing M aterial Development and Selection

Construction of a bi-metal bearing

(A) Alloy Bearing Material

(B) Steel Back

Construction of a tri-metal bearing.

(B) Steel Back

(C) Copper-lead or other alloy

(D) Bond/Dam Layer

(E) Lead-Tin Overlay and Tin Flash

Bearing Alloy Layer

Bearing Physical Features

Nomenclature of Caterpillar Engine Bearings

(A) Tab Slot on ID surface

(B) Edge of Bearing

(C) Bottom Half

(D) Top Half

(E) Bearing Surface

(F) Oil Groove

(G) Oil Hole

(H) Locking Tab on OD Surface

(J) Mating Face

Connecting Rod Bearing

(A) Tab Slot on ID surface

(B) Edge of Bearing

(E) Bearing Surface

(H) Locking Tab on OD Surface

(J) Mating Face

Locating slot and dowel for serrated connecting rods.

(K) Slot on Bearing Back

Main bearing with thrust flanges

Thrust plates that are with a standard main bearing.

(M) Thrust Plates

(N) Thumbnail Groove

Bearings are designed with a small amount of spread

(P) Bearing Spread

(Q) Bearing Crush

Engine Lubrication System

Cools the engine parts

Cleanses the engine from particles and debris

Lubrication system for the 3408 Engine.

(A) Bore for Camshaft

(B) To Rocker Arm Shaft

(D) To Fuel Injection Housing

(E) Rocker Arm Shaft

(F) To Valve Lifters

(G) Piston Cooling Tubes

(H) To Timing Gear Housing

(I) Oil Manifold

(J) Bypass Valve for Oil Cooler

(K) Oil Pump

Visual Inspection of Main Bearings & Connecting Rod Bearings

Visual Inspection of Main Bearings & Connecting Rod Bearings