Kampiakselin laakerimateriaaleista

Onko syytä välttää normilaakereita jos rakentaa vähän kiristetyn ja vääntövoimaisen Buick-isolohkon. Näkyy olevan tarjolla rallilaakereitakin. Tavallisia sopivankokoisia on vaan helpommin saatavilla.

 

Kylläpä nuo vakiolaakerit melko pitkälle kestää/menee,edellyttäen et kaikki muut asiat on kohdallaan(kuten uskon et PauliP:n kohdalla onkin) ja jos ei ole niin eipä ne kilpalaakeritkaan kauaa siellä silloin kestä...

 

Mulla on Cleviten 77 P-sarjaa isolohko Chevyssä, 700+ hp ja 7000+ rpm ja kaks settiä on jo ehjinä kaivettu pois. Hivolume pumppu,syvä takasumppu, muuten vakio öljynkierto. Saattais mennä ihan vakiollakin pumpulla. Eihän noi mitään racerace laakereita varmaankaan ole, mutta saanee myös Buickiin?

 

Kyllä siinä P-sarjan clevite menee mainiosti.

Everything you've ever wanted to know about bearings...

Following is a detailed article in which we attempt to clarify the difference in construction, materials, fit, etc, between Clevite's different bearing series (types,) as well as a general guide to engine assembly as it relates to bearing fitment. Every engine builder and/or machine shop has their own preferences for how they like to set things up, and what series of bearings they like to use (etc, etc,) so be sure to collaborate with them before ordering. Opened bearings are non-returnable. This is for educational purposes only, it is not meant to be a substitute for an experienced, professional engine builder and/or shop. Just as you would not attempt to perform surgery after reading a pamphlet in a doctors office, you should not attempt to assemble a performance/racing engine without the proper experience / knowledge / tools, etc.

First, we will cover the differences in the construction of the various "series" of bearings Clevite offers.

P Series:

Clevite's P series are the original staple bearing. Recommended for stock rebuilds up to medium performance use, these tri metal bearings are made from TM-77 material. They start with a hardened steel back for strength and support. Over that is a cast copper lead lining to provide the durability and support to withstand the loads of engine operation. Then a nickel plating is applied to prevent interaction between the copper lead and the final layer, a strong, extra thin (.001" or less) electroplated overlay of babbitt. Babbitt is a tin or lead based alloy with varying amounts of antimony, copper or arsenic which is designed to resist flaking and is very soft by nature. This helps to give the bearing embedability (the ability for stray particles to be "absorbed" by the bearing so they don't rip the crank journal to shreds), conformability (the ability of the bearing to "conform" or adapt to any out of spec surfaces or distortion) and resistance to both seizure and corrosion while still withstanding the high loads a performance engine can generate. Finally they are flash plated with a lead/tin mixture to help protect them and mostly make them look better, (yes this step is mostly cosmetic.) These bearings have high crush for better retention and their high eccentricity helps to accommodate any housing bore distortion. These are a good quality line of bearings, however if you are building an engine that is highly modified, such as aftermarket cylinder heads, etc, you will probably want to think about upgrading to one of the performance bearings listed below. P series are not clearanced for aftermarket cranks with larger crankshaft fillets, although they will usually still work correctly, and any competent shop should be able to easily perform this operation to them if needed. (See below for more details on this)

H Series:

Originally developed for Nascar racing, H series are made of the same TM-77 material as the P series, and include most of the features described above, however they are not flash plated with the lead/tin apparently in an effort to help them seat better. They also have enlarged champhers to help them clear bigger crankshaft fillets. In rod bearings, these are available in .001" oversize, standard (.000") and .001" undersize, making them an ideal choice for those who want more flexibility in setting their clearances. They also have a medium level of eccentricity. A good overall performance bearing, especially if you need the precision sizes.

M Series:

"M" stands for Micro Babbitt, and these bearings are made of Clevite's B-2 material. This consists of a hardened steel backing, to which a .006" thick layer of babitt material is bonded. Because babbitt is very soft, these bearings have an outstanding level of conformability, (the ability of the bearing to "conform" or adapt to any out of spec surfaces or distortion) for applications where the crankshaft may be subjected to severe deflection under load. However, the downside of this is that the life of these bearings can be very short, and these are generally considered a "race only" item. Although some engine builders are familiar with and prefer this style of bearing, it is generally accepted that the V series will do just as good a job without the short lifespan, making the M series in our opinion, not the best choice for all but the most specialized of applications.

V Series:

The "V" series were originally manufactured by the Vandervell company in England, Clevite bought Vandervell and is now distributing their bearings under the Clevite name as the "V" series. We feel the "V" series are a great choice for performance bearings. "V" series have found their way into nearly every form of motorsports with virtually no problems. Nearly 100% of 8000+ horsepower top fuel drag racing teams use them. They are almost universally used in Pro Stock and Winston Cup. Cosworth Formula one engines that turn 11,000 RPM for extended periods of time use them with great success. These bearings are still a tri metal bearing, however they use a lead indium overlay instead of the babitt in the above bearings. Lead Indium has amazing properties. It has a super low surface friction coefficient or lubricity, meaning wear at startup before the engine can develop oil pressure is greatly reduced. It can withstand and operate at higher temperatures for longer periods of time. It will resist flaking and peeling under extreme loads better than any other bearing. It has the highest resistance to corrosion of any bearing material, and it does all this while still having unsurpassed properties of embeddability, conformability and fatigue strength. And the best part is just because these perform so exceptionally in a racing environment, there is no reason they can't be used with equal success in a street car or in milder performance engines as well. These have a low to medium level of eccentricity, and also are usually narrowed to help them clear bigger crankshaft fillets (see details below.). These are a very nice choice for nearly all performance applications.

 

Meillä on stokkeripuikissa ihan us-parts hyllylaakerit joita on vielä sorvissa sävelletty ja näkyy kestävän vaikka ihan vakiomittaisella öölipumpulla niitä ruokitaan. Paineensäätöjousikin on melko löysä .