After centre dotting the big end caps for identification they were removed and the shells examined. The marks shown in the photo are very minor and are present in all the big end shells. There is little or no wear at all. I could still see original machining marks in the direction of the arrow ! incredible.
No1 main journal had shown signs of pickup, infact there was a small fragment of white metal on the journal itself when I removed the cap. This was by far the worst of any of the bearing journals and again much of the original machining marks could still be seen on the shells, like the big end shells. Be warned, don't do as I did, which was to run the oil below the level of the dipstick, lucky the gasket went otherwise I could have been dismantling a siezed engine. I'd got into the habit of only checking the level once every 3 - 4 weeks - big mistake. There was also a fairly strong smell of burnt oil, substantiates oil starvation.
- The crankshaft was removed and the journals measured with a micrometer. Results as follows.
- (mm accuracy +/- .002mm)
- 1 2 3 4 5 6 7
- 57.99 57.99 57.99 57.99 57.99 57.99 57.99
- @90deg 57.99 57.99 57.99 57.99 57.99 57.99 57.99
- Standard size 57.987 - 58.003
- Big End journals measured next.
- 1 2 3 4 5 6
- 51.97 51.97 51.97 51.972 51.97 51.97
- @90deg 51.97 51.97 51.97 51.972 51.97 51.97
- Standard size 51.971 - 51.990
The results speak for themselves, probably at least another 50k left in the the bearings, however I will still get the crank re-ground.
