Rod bearings have you seen this? - Camaro5 Chevy Camaro Forum / Camaro ZL1, SS and V6 Forums

1KillerSS · 01-13-2016, 05:32 PM

Like the title says. Have any of you guys seen this? My bearings are bad on the rod side of the bearing. Not the crankshaft side. Only two bearings were like this, the rest of the motor looked spotless. Ordering all the rebuild parts this weekend. But just wondering if any of you experts out there could tell me the cause of this.

White_SS/RS · 01-13-2016, 06:10 PM

Are you refering to the staining? It can be an indication of bearing movement. What does the back of the bearing look like? and what do the other rods look like?

1KillerSS · 01-13-2016, 06:20 PM

I thought I had a picture of the backside of the bearing, Ill get it posted soon. Other than those two bearings, the rest were spotless. The whole engine was spotless.

White_SS/RS · 01-13-2016, 06:26 PM

Kinda wierd its just the one and the rest are spotless. May want to have the sizing checked on that rod and a few others for comparison.

ttshovel · 01-13-2016, 07:13 PM

I'll post a picture shortly, the cap had a lot of heat in it. The back side of the bearing shows a large amount of wear but as stated, the crank side of the bearing was not affected. There were no shavings to be found in the pan either.

1KillerSS · 01-13-2016, 08:22 PM

Quote:

Originally Posted by White_SS/RS

Kinda wierd its just the one and the rest are spotless. May want to have the sizing checked on that rod and a few others for comparison.

There were two bearings that were like that, sorry for some reason in my previous posting, I spelled two, as "to" This was a factory assembly.

ttshovel · 01-13-2016, 09:01 PM

I just looked through them all and the bottom of the bearing looks just like the cap. Maybe it was a power related issue?

1KillerSS · 01-14-2016, 03:09 PM

A couple of people have mentioned, oil starvation. My parts list will include a high volume oil pump. Hoping when its all said and done, with the quality parts were going to put into the engine, that I can drive it worry free, without wondering how long it will last. LOL

EDFHOBBIES · 01-14-2016, 07:17 PM

Uneven bearing wear due to misalignment can also result if the*crankshaft*journals are not true. To check the roundness of the crank journals, measure each journal's diameter at either bottom or top dead center and again at 90 degrees either way. Rod journals typically experience the most wear at top dead center. Comparing diameters at the two different positions should reveal any out-of-roundness if it exists. Though the traditional rule of thumb says up to .001 in. of journal variation is acceptable, many engines cannot tolerate more than .0002 to .0005 in. of out-of-roundness.

To check for taper wear on the journals (one end worn more than the other), barrel wear (ends worn more than the center) or hourglass wear (center worn more than the middle), measure the journal diameter at the center and both ends. Again, the generally accepted limit for taper wear has usually been up to .001 in., but nowadays it ranges from .0003 to .0005 in. for journals two inches or larger in diameter.

The journal diameter itself should be within .001 in. of its original dimensions, or within .001 in. of standard regrind dimensions for proper oilclearances*with a replacement bearing. If a journal has been previously reground, there is usually a machinists mark stamped by the journal. A 10, 20 or 30 would indicate the crank has already been ground to undersize, and that further regrinding may be out of the question depending on how badly the crank is worn.

Unreal · 01-14-2016, 07:59 PM

Since it was a factory untouched motor, hard to believe it was a regrind issue or even a out of spec crank.

pancherj · 01-14-2016, 08:48 PM

Detonation would be my guess...but I would think you'd see evidence on the Pistons also.

1KillerSS · 01-14-2016, 08:49 PM

Quote:

Originally Posted by pancherj

Detonation would be my guess...but I would think you'd see evidence on the Pistons also.

Pistons are spotless, tune was dead on.

Sent from my iPhone using Tapatalk

ecreps · 01-14-2016, 09:35 PM

Which cylinders did the issue present itself on?

UNRIVALED SS · 01-15-2016, 09:51 AM

Details please.

Which 2 cylinders? (#)
Power adder?
Oil weight?

My first opinion is detonation causing severe pressure on the bearing rod side as it makes the power stroke. Could be caused by a lot of things. Example , intake leak , but only under high boost. AFR looks good tuning because the other 6 are good. Need more info. If the 2 cylinders are on the same side and joining then it's a indicator versus opposite sides on the same journal or separated all together. I'm very interested in as much detail as you can offer.

01-13-2016, 05:32 PM	#1
1KillerSS Too much is never enough! Drives: AGP TT SS [COTW] 4/20/15 Join Date: Feb 2014 Location: Toledo,OH Posts: 4,149 View My Garage	Rod bearings have you seen this? Like the title says. Have any of you guys seen this? My bearings are bad on the rod side of the bearing. Not the crankshaft side. Only two bearings were like this, the rest of the motor looked spotless. Ordering all the rebuild parts this weekend. But just wondering if any of you experts out there could tell me the cause of this. Attached Images __________________ AGP TT kit, 54/57 Forged rotating assembly, Custom grind cam... Dual nozzle meth, ID850's, Livernois dual fuel pumps, ECS BAP, 25% UDP, 3 inch Magnaflow catback with X pipe, Mantic 9000 clutch, DSS 1000hp axles, DSS aluminum driveshaft, ZL1 rear end, solid subframe bushings, HE differential offset bushings, BMR Trailing arm, BMR toe rods, Lingenfelter LNC-2000,SJM Line Lock. 747 whp 714wtq *Build thread* http://www.camaro5.com/forums/showth...55#post8107855

01-13-2016, 06:10 PM	#2
White_SS/RS Drives: 14 1LE Join Date: Mar 2013 Location: Spokane, WA Posts: 1,567	Are you refering to the staining? It can be an indication of bearing movement. What does the back of the bearing look like? and what do the other rods look like? __________________ LMS Engineering

01-13-2016, 06:20 PM	#3
1KillerSS Too much is never enough! Drives: AGP TT SS [COTW] 4/20/15 Join Date: Feb 2014 Location: Toledo,OH Posts: 4,149 View My Garage	I thought I had a picture of the backside of the bearing, Ill get it posted soon. Other than those two bearings, the rest were spotless. The whole engine was spotless. __________________ AGP TT kit, 54/57 Forged rotating assembly, Custom grind cam... Dual nozzle meth, ID850's, Livernois dual fuel pumps, ECS BAP, 25% UDP, 3 inch Magnaflow catback with X pipe, Mantic 9000 clutch, DSS 1000hp axles, DSS aluminum driveshaft, ZL1 rear end, solid subframe bushings, HE differential offset bushings, BMR Trailing arm, BMR toe rods, Lingenfelter LNC-2000,SJM Line Lock. 747 whp 714wtq *Build thread* http://www.camaro5.com/forums/showth...55#post8107855 Last edited by 1KillerSS; 01-13-2016 at 08:21 PM. Reason: spelling

01-13-2016, 06:26 PM	#4
White_SS/RS Drives: 14 1LE Join Date: Mar 2013 Location: Spokane, WA Posts: 1,567	Kinda wierd its just the one and the rest are spotless. May want to have the sizing checked on that rod and a few others for comparison. __________________ LMS Engineering

01-13-2016, 07:13 PM	#5
ttshovel Drives: 12 camaro ss, 72 chevelle, 91camaro Join Date: Dec 2013 Location: findlay,oh Posts: 2,070	I'll post a picture shortly, the cap had a lot of heat in it. The back side of the bearing shows a large amount of wear but as stated, the crank side of the bearing was not affected. There were no shavings to be found in the pan either. __________________ 12 camaro ss 427lsx, th400, f310 heads, crower shaft mounts, gpi specd solid roller, shearerfab 2k hp a/w, twin bullseye 88mm turbos, hughes pro ssx bolt together converter, holley dominator, 8.50 cert, backhalf, Ford 9", 33x17x16 tires, c16 fuel

01-13-2016, 09:01 PM	#7
ttshovel Drives: 12 camaro ss, 72 chevelle, 91camaro Join Date: Dec 2013 Location: findlay,oh Posts: 2,070	I just looked through them all and the bottom of the bearing looks just like the cap. Maybe it was a power related issue? __________________ 12 camaro ss 427lsx, th400, f310 heads, crower shaft mounts, gpi specd solid roller, shearerfab 2k hp a/w, twin bullseye 88mm turbos, hughes pro ssx bolt together converter, holley dominator, 8.50 cert, backhalf, Ford 9", 33x17x16 tires, c16 fuel

01-14-2016, 03:09 PM	#8
1KillerSS Too much is never enough! Drives: AGP TT SS [COTW] 4/20/15 Join Date: Feb 2014 Location: Toledo,OH Posts: 4,149 View My Garage	A couple of people have mentioned, oil starvation. My parts list will include a high volume oil pump. Hoping when its all said and done, with the quality parts were going to put into the engine, that I can drive it worry free, without wondering how long it will last. LOL __________________ AGP TT kit, 54/57 Forged rotating assembly, Custom grind cam... Dual nozzle meth, ID850's, Livernois dual fuel pumps, ECS BAP, 25% UDP, 3 inch Magnaflow catback with X pipe, Mantic 9000 clutch, DSS 1000hp axles, DSS aluminum driveshaft, ZL1 rear end, solid subframe bushings, HE differential offset bushings, BMR Trailing arm, BMR toe rods, Lingenfelter LNC-2000,SJM Line Lock. 747 whp 714wtq *Build thread* http://www.camaro5.com/forums/showth...55#post8107855

01-14-2016, 07:17 PM	#9
EDFHOBBIES Dyno Show Queen LOL Drives: 16 SS & 17 ZL1 Both Yellow Join Date: Jan 2014 Location: Houston Posts: 4,354 View My Garage	Uneven bearing wear due to misalignment can also result if thecrankshaftjournals are not true. To check the roundness of the crank journals, measure each journal's diameter at either bottom or top dead center and again at 90 degrees either way. Rod journals typically experience the most wear at top dead center. Comparing diameters at the two different positions should reveal any out-of-roundness if it exists. Though the traditional rule of thumb says up to .001 in. of journal variation is acceptable, many engines cannot tolerate more than .0002 to .0005 in. of out-of-roundness. To check for taper wear on the journals (one end worn more than the other), barrel wear (ends worn more than the center) or hourglass wear (center worn more than the middle), measure the journal diameter at the center and both ends. Again, the generally accepted limit for taper wear has usually been up to .001 in., but nowadays it ranges from .0003 to .0005 in. for journals two inches or larger in diameter. The journal diameter itself should be within .001 in. of its original dimensions, or within .001 in. of standard regrind dimensions for proper oilclearances*with a replacement bearing. If a journal has been previously reground, there is usually a machinists mark stamped by the journal. A 10, 20 or 30 would indicate the crank has already been ground to undersize, and that further regrinding may be out of the question depending on how badly the crank is worn. __________________ Kong Ported 2650, Crawford Racing Port Injection, Weapon X 112mm Adapter, NW112mm TB, Livernois Ported LT4 Heads, Lingenfelter GT32 stealth cam, Haltech Elite, and Carbon by Trufiber

01-14-2016, 07:59 PM	#10
Unreal Drives: 2006 Z06 Join Date: Oct 2010 Location: Gilbert, AZ Posts: 5,712	Since it was a factory untouched motor, hard to believe it was a regrind issue or even a out of spec crank. __________________ Nick Corvette Z06 -1200ish rwhp

01-14-2016, 08:48 PM	#11
pancherj Drives: 2010 Camaro SS Join Date: Aug 2013 Location: Central PA Posts: 438	Detonation would be my guess...but I would think you'd see evidence on the Pistons also.

01-14-2016, 09:35 PM	#13
ecreps Drives: 2014 1LE, 1996 z28 Join Date: May 2015 Location: United States Posts: 172	Which cylinders did the issue present itself on?

01-15-2016, 09:51 AM	#14
UNRIVALED SS Drives: 2010 Camaro SS Join Date: Aug 2010 Location: El Paso Posts: 705 View My Garage	Details please. Which 2 cylinders? (#) Power adder? Oil weight? My first opinion is detonation causing severe pressure on the bearing rod side as it makes the power stroke. Could be caused by a lot of things. Example , intake leak , but only under high boost. AFR looks good tuning because the other 6 are good. Need more info. If the 2 cylinders are on the same side and joining then it's a indicator versus opposite sides on the same journal or separated all together. I'm very interested in as much detail as you can offer.