Posted: Thu May 12, 2005 3:47 am
Just wanted to update on my results on finding the right replacements, and so far it seems the search continues. Dont want to sound impatient but I know my customers would have moved on if I had took this long finding a common bearing.
Anyhow soon as I get answers I like I will update you all.
As far as the spalling is concerned I have to think from what was described that this is a result of one of two things, too much thrust load and or a mechanical problem with rod or crank that would cause it to be out of balance etc. that would change the load characteristics.
Its really tough to diagnose failures like those even with the proper equipment etc, but almost impossible to do it accurately thru description. I know there are people out there who can pretty much look at a failed bearing and be almost 100% on the cause of failure, and I feel that confident with ones I have experience with similar failures too, but there are so many variables that this method of eyeballing is only a rough estimate even if correct much of the time.
Also the internal clearences had not been specified in any of the posts I have seen, so let me know if there is a need for a c4 or c3 etc, and if you think the newer "tighter" cranks may see an advantage from decreased clearence.
Anyhow soon as I get answers I like I will update you all.
As far as the spalling is concerned I have to think from what was described that this is a result of one of two things, too much thrust load and or a mechanical problem with rod or crank that would cause it to be out of balance etc. that would change the load characteristics.
Its really tough to diagnose failures like those even with the proper equipment etc, but almost impossible to do it accurately thru description. I know there are people out there who can pretty much look at a failed bearing and be almost 100% on the cause of failure, and I feel that confident with ones I have experience with similar failures too, but there are so many variables that this method of eyeballing is only a rough estimate even if correct much of the time.
Also the internal clearences had not been specified in any of the posts I have seen, so let me know if there is a need for a c4 or c3 etc, and if you think the newer "tighter" cranks may see an advantage from decreased clearence.