#2 main bearing half alignment question

[D/A/N]

I’m in the process of trying to check oil clearances on my main bearings for a stock engine build. I have a brand new AS41 case and a set of Silverline bearings and my #2 is sitting weirdly in the case. One bearing half is more or less centered in the saddle but the other half is pushed towards #3 and the two bearing halves don’t line up perfectly. #2 bore is not out of round.

The bearing half that has me worried is the one on the left in the pic below which I took while looking through the #1 main.

Is this normal? Is the hole in the bearing for the pin in the wrong place? What to do?

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'69 Fuel Injected Squareback. "B" D-jet. 1600 with balanced rotating assembly and lightened flywheel. Full flow and external filter.

'70 Riviera. 1904cc w/ 40mm Dellortos, 019 distributor, Steve Tims “super stock” 37x32 heads, Web Cam 218, Vintage Speed SS143 Super Speed exhaust, 1 1/2” heater boxes

[txoval]

The dowel pin is much smaller than the hole in back of the bearing...slide the bearing over in the saddle so that they even

[D/A/N]

[67 Sunroof]

The grind marks on the end of the case. We’re they ground down to set your thrust? Maybe they took more off the one side?
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1776cc, CB crank, CB 2241 cam, CB light lifters, CB H-beam rods, CB light flywheel, Mahle forged pistons, A1 Sidewinder exhaust, Dellorto drla 40’s, Hoover modded case, fully balanced, fully flowed, heads by www.type-emotorsports.com, Air ride suspension by https://www.airkewld.com/?Click=3989

[D/A/N]

[67rustavenger]

[D/A/N]

[D/A/N]

I had another bearing laying around and it does the same damn thing when installed. Here are pics of the case halves.

These first 2 are of the problematic side with the bearing located on the pin.

The next 3 are of the other side. It looks good though the bearing got scratched in shipping and I’m not planning on using it. And sorry for the blood. I cut myself splitting the case.

_________________
'69 Fuel Injected Squareback. "B" D-jet. 1600 with balanced rotating assembly and lightened flywheel. Full flow and external filter.

'70 Riviera. 1904cc w/ 40mm Dellortos, 019 distributor, Steve Tims “super stock” 37x32 heads, Web Cam 218, Vintage Speed SS143 Super Speed exhaust, 1 1/2” heater boxes

[67rustavenger]

Bleeding is the penance for the home mechanic. We all do it!

Pull the bearing shells and measure the distance from the saddle edge to the pin on both side of the case and see if there's a difference.
Somethings looks fishy.

And don't modify the case. At least if you bought it from a reputable vendor.
You may have to return it.
_________________
I have learned over the years.
Cheap parts are gonna disappoint you.
Buy Once, Cry Once!

There's never enough time to do it right the first time. But there's always enough time to do it thrice.
GFY's Xevin and VW_Jimbo!

[modok]

The bearings need to be aligned to the crankshaft, not the case, not each other. Maybe it is close enough, maybe it isn't.
usually there is enough wiggle room the bearing could've shifted .015 one way or another and still work fine and you'd never know the difference.

You all are a bunch of noobs. Forgetting the crankshaft

[orwell84]

I had 2 sets of main bearings do the same thing for the center main on my type 4. It’s a little more pronounced on your case. I kind of wiggled them around as I torqued the case but and I guess it made me feel better when measuring to have them more aligned, but I won’t be able to see it when the crank is in.

You could try deburring the ends of the bearing legs where they touch with a few strokes on some 800 grit wet dry on a flat surface.

[modok]

maybe a bit harsh but it strikes me as funny.

some tolerances are tighter than others.
1-the bearings being located on the bearing journal of the crank is the most important, usually there is a lot of wiggle room, but it depends on the crank.
2-the location of the left and right bearing halves relative to eachother is less important..... tho I'll agree it does start to look very fishy if they are off opposite directions.
3-the location of the main web is even lower priority. Wopuld be nice if they were perfect but often the machining or casting is very crude. Seems to not be a big deal tho. Cummins b engines the bearings actually hang out the sides of the bearing caps, and it works so well sometimes I wonder if it might be intentional.

[D/A/N]

[modok]

Sorry i'm procrastinating apparently

[D/A/N]

[txoval]

Between the two halves you should be able to get them inline and riding on the crank properly.

You may have to move one slight forward and the other back. Then check alignment on crank and then see how the crank spins with the case halves torqued down

The machine work/casting on your case is pretty ugly though...doesn’t really mean anything

[ekacpuc]

[orwell84]

[modok]

it is a good quesion, how far off is aceptable? you can stump the experts with that. Bearings not being perfectly aligned and oil passages that halfway line up are pretty common, but rarely cause a real problem.
The only big problem I've seen blow stuff up is if the rod bearing does not cover the oil hole.

[D/A/N]

Well, I put the bearings on the crank, put it in the case, torqued it up and spun it around. After pulling it apart and looking at everything, it’s pretty clear that the journal is wider than the bearing and that other than the fact that I don’t like that the bearing halves don’t line up perfectly and the oil passageway is ever so slightly off from side to side, I don’t think there will be a problem. Unless I’m missing something. What would be the fix for that anyway? Not for me missing something but for the misalignment.

Also missed something in another way..........

Of course there’s tons of endplay on account of the shortblock not all being assembled and the counterweight rubs the case at #2 when the crank is pushed all the way towards the pulley end of the case. When I pulled the case halves apart, it looked like a small flake of magnesium alloy was resting on the oiling hole of the #2 journal. The #2 bearing, however, was scored on each half. Below is the worst of it. Thankfully, the crank is fine. Normally I don’t have that kind of luck. Not sure how I dodged that bullet but I’m glad I didn’t scratch the crank

_________________
'69 Fuel Injected Squareback. "B" D-jet. 1600 with balanced rotating assembly and lightened flywheel. Full flow and external filter.

'70 Riviera. 1904cc w/ 40mm Dellortos, 019 distributor, Steve Tims “super stock” 37x32 heads, Web Cam 218, Vintage Speed SS143 Super Speed exhaust, 1 1/2” heater boxes