Inspection And Qualification Of

Engine Main Bearings

SERVICE DEPARTMENT

Electro-Motive Division
La Grange, Illinois

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 FOREWORD

The inspection and qualification of main bearings requires knowledge that can be
acquired only through experience. The evaluation of what is observed, and the
interpretation of these observations, is frequently confusing since more than one
abnormal condition may be present at the same time, making a correct analysis difficult.

In an effort to make this job easier and more precise, this publication, showing actual
photographs of bearings taken from service, describes the observation that can be made,
gives the reason for such an appearance, and finally makes recommendations for action.

We believe your experienced people will find this helpful in describing and reporting
bearing conditions, and that it will prove a useful training aid in the qualification of new
people.

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 INSPECTION & REPLACEMENT PROCEDURES
A. LOWER MAIN BEARING INSPECTION
Disturbing main bearings always involves an element of risk. Main bearing inspection should be done only when it is
necessary, and then with extreme care.

1. Conditions requiring lower main bearing inspection:

Lower main bearings should be inspected only when there has been lube oil contamination or other suspected
conditions which might result in an interrupted lube oil flow or excessive lube oil temperature.

Bearings need not be inspected in routine service, but should be replaced in accordance with Paragraph B, "Main
Bearing Replacement."

2. Lower main bearing inspection procedure:

Unless evidence calls for other action, inspection of lower main bearings should be limited to the following
"selected" lower bearings, which experience has shown to be the most critical.

NO. OF ENGINE BEARING NO.

CYLINDERS (See Page 4)
8 2,4
12 2,6
16 2,6,9
20 2, 5, 8, 11
Removal of the main bearings from the caps may result in improper reseating. Bearing removal also allows the
possibility of replacing the bearing in a reversed position, which can lead to early failure. In addition, removal of
the cap from the studs involves the risk of damage by dropping. Therefore, the following procedure for lower main
bearing inspection is recommended:

To inspect a lower bearing, the nuts should be loosened (not removed) on the main bearing studs so that the cap
and bearing may be supported on the nuts as a unit for bearing inspection.

NOTE: If the bearing is inadvertently removed from the cap during inspection, the following action should be
taken:

a. Determine the previous bearing position by matching the wear patterns on the cap bore and the back of
the bearing. If this cannot be done, a new bearing should be used.

b. When previous position is determined, mark a mud pocket to identify right or left bank side.

c. Clean up bearing back and cap bore. Remove any raised material in fretted areas.

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3. Disqualification of lower main bearings:

Lower main bearings are disqualified based on the "required action" for the bearing conditions shown in the
applicable photographic example, or on the information contained in the Engine Maintenance Manual. In addition,
if a lower main bearing is found to have been overheated, the following corrective action is required:

a. A close inspection of crankshaft journal.

b. Replacement of entire set of lower main bearings.

c. Replacement of upper main bearing(s) only at same position as overheated lower main bearing(s).

d. After a break-in run, perform a "feel over" check of all main bearings. Of the entire new set of lower main
bearings, inspect only the bearings at the locations having shown signs of overheat. Repeat this inspection
after one month and again after three months of service.

In cases where lower main bearings are found with "slight overheat" indications (minor discoloration of exposed
bronze), refer to Steps a., b., and d. above for the required corrective action. Do not disturb the corresponding
upper main bearing when a lower main bearing shows signs of "slight overheat."

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 MAIN BEARING LOCATION NUMBERING

ACCESSORY DRIVE END CAMSHAFT GEAR END

8-CYLINDER

12-CYLINDER

16-CYLINDER

20-CYLINDER

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B. MAIN BEARING REPLACEMENT

1. Criteria for lower main bearing changeout:

Lower main bearings should be replaced at the time specified in the Scheduled Maintenance Program, or earlier,
if required by disqualification upon inspection. If any one lower main bearing is disqualified, ALL lower main
bearings are to be renewed.

NOTE: In the event that bearing changeout records are lost, a lower limit on the age of bearings in an engine can
be established by checking the manufacturing date code scratched into the edge of the bearing.

EXAMPLE

8 05 1 E 12
| | | |
| | | └-----------------------------(Disregard)
| | |
| | └--------------------- 1 digit: Year (1971)
| |
| └-------------------- 2 digits: Date (5th)
|
└--------------------- 1 or 2 digits: Month (Aug.)

2. Lower main bearing replacement procedure:

Before a new lower main bearing is installed in a used cap, the cap must be inspected per Paragraph C, "Main
Bearing Cap."

If, for any reason, a used bearing is to be reinstalled, extreme caution must be used to reinstall it exactly as it was
removed. (See Paragraph A, "Lower Main Bearing Inspection.")

It is recommended practice to install NEW bearings with the part number towards the accessory end of the
engine.

3. Upper main bearing changeout:

Unless an engine has been removed for a major overhaul, an upper main bearing should be changed out only
when the corresponding lower bearing shows evidence of distress. Upper main bearings should be changed out
individually as required, not in sets.

Inspection of upper main bearings is not recommended. Used bearings should not be reinstalled.

C. MAIN BEARING CAP

1. Application of the hardened washer, under the main bearing cap nut, is mandatory to ensure proper bolt stretch
and to retain nut torque. Where nut seat areas on the caps have been damaged, these should be reworked in
accordance with procedures in the Engine Maintenance Manual.

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2. All cap bores must be thoroughly cleaned and all raised material, due to fretting, must be removed. High spots on
the bore (due to fretting or foreign material) may distort the bearing and cause premature failure.

3. The serrations in the cap and "A" frame must be thoroughly cleaned before reassembly.

4. Refer to the Engine Maintenance Manual for main bearing cap reapplication.

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 VISUAL QUALIFICATION 2
Eight of the main bearing conditions most frequently observed are identified, as shown below, by
capital Ietters A through H and will be referred to by this designation in text and illustrations throughout
this publication. Illustrations include other than EMD bearings.

A Water Contamination

B Dirt Scratches

C Dirt Impregnation

D Overlay Flaking

E Overlay Relocation

F Overlay Channeling

G Exposed Bronze

H Split-Line Fretting

Photographic examples of these conditions, probable causes, and required action are shown on the
following pages.

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 A
WATER
CONTAMINATION

OBSERVATION:

Identified by a milky, white color. Especially

noticeable near exposed bronze.

CAUSE:

Water in oil supply.

ACTION:
1. Investigate source of water.

2. Replace ALL Tower bearings.

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 B
DIRT SCRATCHES

OBSERVATION:

Identified by scratches or grooves in bearing

surface.

CAUSE

Large dirt particles in oil supply. Filters not

properly maintained.

ACTION:

1. Replacement dependent upon severity and

location of scratches.

2. Check filtration system for source of dirt.

Establish scheduled pressure monitoring of lute
oil filter condition.

Note: This photograph is an example of "worst"

reusable dirt scratched bearing. This bearing
could be reused. The bronze exposed as a
result of scratches, in this example, is not a
condemning factor.

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 C
DIRT
IMPREGNATION

OBSERVATION:

Identified by small black spots over bearing

surface. In this example, left side of bearing is
impregnated with dirt.

CAUSE:

Bearing oil not properly filtered.

ACTION:

1. Check filtration system.

2. Establish scheduled pressure
monitoring of tube oil filter condition.

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 D
OVERLAY FLAKING

OBSERVATION:

Identified by clean separation of bearing overlay

from bronze backing.

CAUSE:

1. Lack of oil at bearing and bear-ing Surface

overheated, overlay peeled off and adhered to
crankshaft journal.

2. Bond failure.

ACTION:

Renevv ALL lower bearings.

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 E
OVERLAY RELOCATION

OBSERVATION:

A polished overlay flow pattern is visible,

ending
with a slightly raised area.

CAUSE:

Overheated overlay flows away from loaded

area of bearing surface and is deposited at a
less loaded area.

ACTION:
Not considered harmful.

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 F
OVERLAY
CHANNELING

OBSERVATION:

Identified by "river" pattern in bearing

surface.

CAUSE:

A large concentration of relocated

overlay, preventing oil from passing.
The channeling shown iri the picture is
due to the hydraulic effect of
compressed oil.

ACTION:

Not considered harmful.

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 G
EXPOSED BRONZE
(NORMAL WEAR)
OBSERVATION:

Overlay worn away, exposing bronze.

CAUSE:

Normal wear.

ACTION:

Bearing may he reused if exposed

bronze does not exceed limits provided
in Engine Maintenance Manual.

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G
EXPOSED BRONZE
(ISOLATED –
ABNORMAL WEAR)

OBSERVATION:

Localised area of exposed bronze

CAUSE:

This particular case was caused by a small piece of lockwire between the bearing cap and the
bearing (see crrcled area).

ACTION:

Renew ALL lower bearings.

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 H
SPLIT-LINE
FRETTING

OBSERVATION:

Identified by fretting along mating edge of

upper and lower bearings.

CAUSE;

Bearing cap not properly torqued.

ACTION:

Not considered harmful. Cap serrations

should be examined for possible damage.

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 MULTIPLE DEFECTS
The following examples show multiple
defects as previously defined.

This bearing shows six of the eight

previously categorized defects; however,
only three condemn this bearing:

CONDEMNING FACTORS:

A Water Contamination
D Overlay Flaking
G Exposed Bronze

NON-CONDEMNING FACTORS:

B Dirt Scratches
E Overlay Relocation
F Overlay Channeling

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This bearing shows five of the eight
categorized defects, two of which
condemn this bearing:

CONDEMNING FACTORS:

D Overlay Flaking
G Exposed Bronze

NON-CONDEMNING FACTORS:

B Dirt Scratches
C Dirt Impregnation
E Overlay Relocation

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 This bearing shows six of the eight
categorized defects, three of which
condemn this bearing:

CONDEMNING FACTORS:

A Water Contamination
D Overlay Flaking
G Exposed Bronze

NON-CONDEMNING FACTORS:

B Dirt Scratches
C Dirt Impregnation
E Overlay Relocation

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3 REPRESENTATIVE
BEARING SETS

The following photographs exemplify typical used sets of main bearings. These sets are
reusable or not reusable, dependent upon the type of defects they contain and the
corresponding "Required Action" for that type of defect.

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NOT REUSABLE

A Water Contamination
B Dirt Scratches
C Dirt Impregnation
G Exposed Bronze
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NOT REUSABLE

A Water Contamination
B Dirt Scratches
E Overlay Relocation
F Overlay Channeling
G Exposed Bronze

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NOT REUSABLE

A Water Contamination
B Dirt Scratches
C Dirt Impregnation
E Overlay Relocation
G Exposed Bronze

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NOT REUSABLE

A Water Contamination
B Dirt Scratches
C Dirt Impregnation
D Overlay Flaking
E Overlay Relocation
G Exposed Bronze

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 REUSABLE

B Dirt Scratches
C Dirt Impregnation
E Overlay Relocation
F Overlay Channeling

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 REUSABLE

B Dirt Scratches
C Dirt Impregnation
E Overlay Relocation

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NOT REUSABLE

B Dirt Scratches
C Dirt Impregnation
D Overlay Flaking
E Overlay Relocation
F Overlay Channeling
G Exposed Bronze

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 NOT REUSABLE

B Dirt Scratches E Overlay Relocation

C Dirt Impregnation F Overlay Channeling
D Overlay Flaking G Exposed Bronze

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 REUSABLE
Typical Visual Appearance After 100 Hours

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