USERS GUIDE TO

DIESEL ENGINE BEARING

Bearing terminology
General design recommendation
Assembly of crankshaft bearings
Bearing assembly checklist
damaged bearings
Bearing damage associated with assembly
Bearing damage caused by general use.

Users Guide to Diesel Engine Bearings

This publication has been prepared to give guidance on the installation of crankshaft bearings in medium
speed diesel engines and to help in diagnosing bearing damage. Where appropriate, recommendations
have been made regarding when new bearings should be fitted in replacement of damaged bearings. A
description of a typical bearing composition is included together with details of bearing terminology. For
both the installation of bearings and bearing damage analysis, a check list is also included. The installation
procedure is set out step by step and basically covers the major aspects that should be undertaken prior to
and during the fitting of engine bearings. The section on damaged bearings covers many forms, and the
examples have been taken from a variety of engines. They have been chosen as they display good
examples of the most typical forms of damage observed in medium speed diesel engines.
It must be understood that the recommendations contained in this publication are based on the general
experience to date of The Glacier Metal Company Limited. They are for guidance only and do not apply
to any specific case of bearing operation or damage. Each problem must be examined on its own merits
considering all the evidence available. The Glacier Metal Company Limited will be pleased to advise on
any cases of doubt.

Bearing Terminology
Thinwall Bearing
A thinwall bearing is a prefinished precision made steel backed component lined with an appropriate
bearing material that should be capable of withstanding the applied load and be compatible with the
crankshaft. Thinwall bearings offer the engine designer a range of materials and allow good repeatability
of a bearing assembly. In a bolted up assembly, bearings will conform to the profile of the housing bore
and therefore any irregularities in that housing will be reflected in the bearing. A sketch of a thinwall
bearing is shown in Fig 1.

Fig. 1 Typical features of a thinwall half bearing

Bearing Lining
A bearing is made up of various layers of materials as shown in Fig 2. The lining is bonded to the steel
backing. In some cases via a thin bonding layer of aluminium or copper based material. The most
common lining materials for modern medium speed diesel engines are tin-aluminium and lead bronze
materials. A typical bearing lining thickness will lie in the range of 0.5 1.00 mm.

Fig 2 Typical material composition

Overlay
On the majority of medium speed diesel engine bearings, a thin soft overlay plate is applied to the lining
material. The overlay provides better conformability and embeddability characteristics and consequently

improves the wear rate and the bearing life. Crankshaft wear is also reduced, particularly when the harder
bearing materials are used. The most common overlays are lead-tin and lead-tin-copper. On corrosion
prone copper lead lined bearings, an intact overlay will also provide some protection against corrosion by
degraded or contaminated oils.
Interlayer
On certain bearings a thin interlayer, typically nickel of no more than 5 m, is applied between the bearing
lining and overlay plate. On tin-aluminium bearings the nickel is required to ensure satisfactory bond of
the overlay. On lead bronze bearings the nickel interlayer generally reduces the rate of tin diffusion and
wear rate and increases the corrosion resistance of the overlay.
Flash
On the majority of bearings a thin "flash" of either tin or lead tin will be applied to the bearing bore and
back. This flash provides protection against corrosion prior to the installation of the bearing. A typical
thickness of flash would be of the order of 1-2 m.
Freespread
Freespread is the term referring to the difference across the joints of a bearing in its free state and the
housing diameter. Freespread is applied so that, when assembled into the housing, a bearing is positively
located radially. If there is no other means of retaining a half bearing within its housing, freespread will
allow an assembly to be inverted. Following a period of operation, bearings may show a loss of
freespread. As a general guide, any bearing with positive freespread may be refitted provided that positive
contact is ensured. Any bearing with negative freespread must not be refitted as this could lead to the
bearing being trapped against the shaft and could rapidly result in over-heating and seizure.
Nick, Tang or Lug
The sole purpose of the nick (also referred to as tang or lug) is to locate the bearing axially and thereby
ensure correct alignment of oil transfer passages and allow clearance between the ends of the bearing and
the crankshaft fillets. The nick recess in the housing must allow for sufficient clearance otherwise this can
lead to bearing distortion and rapid wear. It is recommended that bearings are manufactured with the top
of the nick below the joint face of the bearing, so that on assembly localised stress of the nick is
eliminated. This feature is called a nick relief.

Fig 3

Nip or Crush
On thin shell bearings, interference fit is achieved by making the peripheral length of the bearing greater
than that of the housing into which it fits. As the nip is taken up on assembly, this creates a hoop stress in

the bearing and a contact pressure between the bearing back and the housing bore. It is the contact
pressure which prevents rotation or relative movement of the bearing. Reduction of nip by whatever
means can result in fretting (see Damage Section) and even rotation of the bearings. Fig 3 shows how the
bearings are checked following manufacture.
Bore Relief
Any variation of wall thickness between the two bearings of any assembly within the manufacturing
tolerance, will result in a step at the joints which can lead to disruption of the oil film in this region. To
overcome this possibility, a local relief of the bore surface at the joint faces, termed "bore relief", is
incorporated in most medium speed diesel engine bearings, (Fig 4).

Fig 4
Bore relief- typical sizes for a 160 mm diameter bearing

General Design Recommendations

Crankshaft Hardness Recommendations
For use with the most common bearing materials employed in medium speed diesel engines the
recommended shaft hardness is 265320 HV5 (25 32 HRc). This figure is based on general operating
experience and test rig work on main and large end bearings. Crankshafts with higher values of hardness
may have a lower wear rate, but in the event of seizure will be more prone to thermal cracking,
particularly above 425 HV5 (43 HRc). Crankshafts with lower values of hardness will tend to have a
higher wear rate.
Acceptable Surface Roughness
As thin wall bearings conform to the housing, it is important to ensure that the housing surface finish is
satisfactory. A housing with an inferior surface finish can result in poor contact between bearing back and
housing and be reflected in the performance of the bearing. The life of a bearing can also be affected by a
poorly machined journal, leading to excessive wear of the bearing bore.
The values shown below are the maximum levels of surface roughness accepted by most diesel engine
manufacturers.

Housing Bore
Hardened Journals and Pins
Soft Journals and Pins

1.6 m Ra
0.25 m Ra
0.4 m Ra

Clearance
There can be no exact rules regarding clearance as generally the optimum for each engine is established
by experience. The theoretical load carrying capacity reduces as the clearance between the crankshaft and
the bearing bore increases, but this does assume a constant bearing temperature and oil viscosity.
However, an increased quantity of oil can be pumped through a larger clearance thereby keeping the
temperature lower. Therefore a range of clearance evolves in which optimum bearing performance can be
anticipated. It has been established that as a general guide for main and large end bearings the
recommended minimum diametral clearance should be 0.00075 of the bearing diameter.

Assembly of Crank Shaft Bearings

1 Clean and Inspect Bearings
Prior to assembly any protective coating should be removed by washing with a suitable solvent or spirit
such as paraffin, methylated or white spirit and wiped with a clean cloth.
Ensure that the bearing is to the correct design by checking the part number stamped on the bearing back.
The bearings should be visibly checked to ensure that they are to correct design in relation to oil holes,
nick position and that there are no burrs or sharp edges.
A thinwall bearing is prefinished and therefore the joint faces of the bearing should not be rubbed as this
will affect the assembled bearing nip. The bore should not be scraped as this will affect the designed
assembled bearing bore and clearance.
2. Clean and Inspect Housing and Crank
The crankshaft, housing bore and joint faces, should be thoroughly checked to ensure that they are free
from oil dirt, burrs and sharp edges. All oilways, should be thoroughly clean and free of dirt particles..
It is essential that all used housing bores are checked for fretting or bruising damage. If damage is severe
the housing should be rebored or replaced. If a housing is rebored this will necessitate the need for
oversize bearings. If the extent of damage is considered minor the bore should be lightly rubbed with an
abrasive stone or burnishing tool. Care should be taken to ensure that the refurbishing does not create a
depression as this could lead to lack of support of the bearing and flexure, causing rapid onset of fretting
resulting in localised wear of the bearing bore.
The joint faces of used housings should also be examined for wear due to fretting. If the extent of fretting
is minor the protrusions can be lightly rubbed. If the damage is considered severe the housing should only
be re-used if the joints are re-machined followed by re-boring.
If location dowels are used they should be checked to ensure that they are satisfactory and free from burrs.
This is particularly pertinent to used assemblies.
3. Bearing Identification
If bearings are removed following a period of operation it is essential that they are replaced in exactly the
same location. All bearings should therefore be clearly marked to show their position in the engine prior to
installation, or on removal from the engine when no identification clearly evident. Identification can be
etched or scribed into a groove or nick. It is not advised that the joints or bearing back should be marked.
4. Housing Identification

Following assembly of caps it is recommend that a clear identification mark is made on one end of both
the cap and rod or block either side of one joint. On any subsequent reassembly the identification marks
should line up with each other ensuring correct location.
5. Bearing Assembly
Having ensured that all parts of the assembly are free from oil, dirt and burrs the bearings can be fitted.
Oil should not be applied between the bearing back and housing bore. During operation such oil can
become carbonised in patches between the bearing back and housing which has the effect of creating high
spots in the bearing bore. This can result in localised overheating and overloading.
However, a liberal coating of oil should be applied between the bearing bore and crankshaft surfaces.
The majority of engine bearings contain a locating nick or tang. When assembling a bearing, the nick joint
should be positioned first, whenever possible. Locate the nick in the recess and carefully rotate and press
the bearing into its housing so that any excess peripheral length is protruding from the plain joint. The
nick should not protrude above the joint line as this can lead to excessive stress on the nick. Many
bearings now have the nick relieved below the bearing joint face in order to reduce the possibility of this
happening.
Where main bearings are being refitted into field or service engines, with the crankshaft in position, it
becomes necessary to enter the un-nicked end of the bearing first, and rotate it around the housing. In such
cases it is doubly important that the nick is checked to make sure that it correctly enters its recess in the
housing. When this has been achieved, it is still good practice to ensure that the joint face of the nick is
below the level of the joint face of the housing.
Prior to assembling the two halves together oil should be applied to the bearing bores. When assembling
the main and large end caps to the block and connecting rod, care should be taken to ensure that any
location dowels are correctly positioned. For used assemblies, it is essential that damaged dowels are
renewed.
The bolts should be inspected and should conform to the accepted standard. Any regulations regarding life
of bolts should be strictly adhered to. Following a period of operation yield can occur in the bolts and they
should be renewed. Prior to fitting the bolts, the recommended lubricant should be applied to the thread
and underhead area of the bolts. The bolts should then be stretched or torqued to the recommended figure,
and it is essential that the correct tightening sequence is followed, as defined in the engine instruction
manual. Any deviation from the prescribed procedure can lead to a distorted bore.

Bearing Assembly Check List

This check list itemises the most important aspects that should be covered prior to and during assembly of
crankshaft bearings.
a) Ensure bearings are to correct design.
b) Bearings should be free from burrs and thoroughly cleaned.
c) Ensure housing, crankshaft and oilways are thoroughly cleaned.
d) Ensure any locating dowels are satisfactory and free from burrs. The locating nick should be correctly
positioned.
e) Ensure bearing has positive free-spread.

f) Clearly mark on bearing its location within the engine.

g) Clearly mark on one end of each bearing housing its position within the engine.
h) Do not apply oil between bearing back and housing bore.
i) Apply liberal coating of oil between bearing bore and crankshaft surfaces.
j) Tighten bolts in the correct sequence to the correct torque or stretch as defined in the engine instruction
manual.
k) Check that shaft can rotate freely

Damaged Bearings
Examination of bearings is an important factor in the usage and operation of medium speed diesel engines.
Many bearings will exhibit wear or some form of damage following service, and it is important to
establish the cause, which may not be a direct consequence of the bearing assembly. The examples shown
cover the most typical forms of damage that are likely to be seen and although the photographs can be
used as a guide. bearings may not relate exactly to the examples shown. Where possible, comments have
been made regarding the feasibility of refitting damaged bearings, and the actions to take regarding the
associated assembly.
The bearing damage referred to has been split into two categories, those associated with assembly (e.g.
misalignment, high bolt load) and those associated with general operation (e.g. corrosion, fatigue). It
should be stressed that categorising bearing damage can be misleading as often one cause may result in
various effects.
To assist an investigation of bearing damage, the following check list itemises particular points that should
be established.
a) Duration of operation of bearing.
b) Engine designation and application.
c) History of engine operation.
d) Have bearings from same engine previously shown similar damage, particularly in the same assembly?
e) Has bearing been examined during service and if so what was the condition of the bearing at that time?
f) What is the condition of the other bearings within the engine?
g) Have any other engine components suffered damage, eg piston?
h) What is the condition of the crankshaft?
i) What is the condition of the bearing housing?
j) Is there a defect within the engine, eg faulty oil pump, blocked filter, water leak?
k) Have there been any changes to the bearing installation procedure?

Bearing Damage Associated with Assembly

Misalignment
The most common forms of misalignment are caused by a distorted or tapered crankshaft or housing. This
is generally referred to as static misalignment. In such cases the result is uneven wear of the bearing bore
as shown in Fig 5. Another form observed is that of dynamic misalignment. This is caused by load
deflection under dynamic conditions and if it occurs, it is generally inherent within the engine design. In
the event of uneven wear it is imperative to establish the cause, otherwise if new bearings are fitted they
will rapidly exhibit the same wear pattern. If the defect cannot be corrected it is often preferable to refit
the worn bearings provided that the wear has been gradual and smooth with no signs of overheating.

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Fig.5
Joint Face Fretting
Fretting of the bearing joints is basically due to the applied bolt load being insufficient to contain the nip
and applied dynamic forces. The cause may be an interference fit that is too high or more probably
insufficient bolt tensioning. An insufficient bolt load does not have the capacity to contain both the
bearing nip and the applied dynamic load. Either cause would have the effect of partial opening of the
housing joint faces, resulting in movement of the bearing and the type of damage shown in Fig 6. The bolt
tensioning should be checked to establish if the bolts have become slack or have yielded during operation.
Bearings suffering from joint face fretting must not be reclaimed by rubbing the joints and should not be
refitted. If bolts have yielded they must be renewed. Before reassembly, check housing joints and remove
any fretting protrusions, but the general level of the joint face should not be reduced.
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Fig.6
Fretting of Bearing Back
Movement between the bearing back and housing can result in fretting. Many bearings will show minor
fretting which can be tolerated. These can normally be refitted providing they are cleaned of any
carbonised oil deposits and any localised build up of tin flash. Severe fretting will result in tearing and
metal transfer between the bearing back and housing. Fig 7 shows an example of uneven wear in a
connecting rod bearing due to a badly worn or fretted housing. The back of the bearing shows severe
fretting pits and metal transfer near the edges and joint, and a ridge is evident along the centreline
corresponding to the groove in the housing. Movement of the bearing in the housing has produced severe
wear of the bearing back and of the housing which has worn concave. A new bearing fitted in such
circumstances will conform to the concavity of the housing and will also suffer wear at the ends of the
bearing bore.
Before assembling new bearings all fretting protrusions must be carefully removed otherwise the bearing
will not conform to the correct profile. Care must be taken to ensure that refurbishing does not create a
depression in the housing bore as this could lead to flexure of the bearing resulting in localised fatigue.
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Fig.7
Excessive Nip or Crush
A bearing assembly with an excessive nip or crush can have an adverse effect on the assembly and the
operation of the bearings. It can cause the bearings to push in towards the shaft in the joint face region,
(Fig 8). This would be evident by rubbing or wiping of the bearing bore in this area and can lead to metal
to metal contact. An excessive nip can also lead to separation of the housing joint faces due to insufficient
pre-load of the bolts which in turn leads to partial joint face separation due to the engine operating forces,
(Fig 9). Separation of the housing joints will result in fretting of the joints and the bearing backs in the
vicinity of the joints. These areas should be carefully checked before each reassembly. The most probable
cause of an assembly with a high nip is a housing bore below tolerance (see Housing Bore Below
Tolerance). This can be due to faulty manufacture but can also be caused in time by wear of the housing
joint faces. An excessive nip or crush may lead to yield of the bearing steel back and therefore it is not
recommended that the bearings are refitted:

Fig 8

Fig 9

Housing Bore Below Tolerance

A housing bore below the designed tolerance can lead to reduced operating clearances and therefore
higher operating temperatures. It can also result in a distorted bearing bore and will increase the
assembled bearing nip (see Excessive Nip or Crush). The increase in operating temperature would reduce
the oil viscosity and lead to lower oil film thicknesses. Distortion of the assembled bearing bore may
result in areas of poor or no-contact between the bearing back and housing bore which can lead to flexure
and eventually fretting of the bearing back and localised wear of the bearing bore. The increase in bearing
nip when operating under dynamic forces can lead to yield of the bearing steel back (Fig 10). One cause of
a housing below tolerance that may occur in service, is wear of the joint faces due to fretting. (Fig 9).
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Fig.10

Housing Bore above Tolerance

A housing bore above the prescribed tolerance in the fully bolted condition will increase the operating
clearance but reduce the bearing nip or crush. The increase in clearance will, in most cases, have little
effect providing there is a sufficient quantity of oil to fill the clearance space. With insufficient nip, the
bearings will not have the designed contact pressure between the bearing back and housing bore. This can
lead to fretting of the bearing back and in extreme cases the bearing joints, (Fig 5). Eventually, rotation of
the bearing within its housing may also occur.
Fouled Locating Nick
When assembling a bearing, the nick must be carefully fitted into the housing recess and there should be
clearance between the nick and recess. Any mis-assembly in relation to the nick may lead to distortion of
the bearing bore resulting in rubbing or wiping. Fig 11 shows the effect of not machining the housing
recess deep enough. The back of the nick has been in hard contact with the recess and this results in an
area of no contact between the bearing back and the housing. The bearing bore is pushed in and rapid wear
in the nick region is seen. Localised fretting at the edge of the no-contact area can also be seen.
The nick recess should be machined to the correct depth prior to reassembly. The worn bearing could be
refitted provided that the lining has not fatigued or overheated. If the damage has occurred in the field and
rectification of the nick recess is difficult, the protrusion of the nick could be carefully reduced (for
example by filing) provided that, on reassembly, careful attention was taken to ensure correct location.
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Fig.11
Joint Face Bruising
Fig 12 shows an example of bruising of a bearing joint face which results in swelling. The swelling causes
a lip at the back which stops the bearing making total contact with the housing. Fig 13 shows this effect
with an area of no contact adjacent to the joint face and the subsequent effect of fretting commencing at
the interface of the contact/no-contact area. The bruising can also result in swelling into the bore which
will lead to an area of hard rubbing. This will be made worse by the bearing back not making total contact
with the housing resulting in a localised high spot in the bore. Fig 14 shows this effect in the form of hard
rubbing against the shaft. In most cases, bearings with joint face bruising could be fitted into an engine

following careful refurbishing. However, if there are any doubts it is recommended that the bearings are
not fitted.
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Fig.12
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Fig.13
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Fig.14
Offset Cap
Correct assembly of the cap is imperative otherwise rapid bearing wear can occur. If dowels are used for
location they must be correctly positioned otherwise a lateral offset will almost certainly occur. The same
effect can result from assembling main, or connecting rod caps in a reversed position or by fitting a cap
from a different assembly. (Fig 15). Any offset of the cap can reduce the clearance between the shaft and
bearing bore at the split line, possibly resulting in no clearance. This will rapidly produce hard rubbing at
one bearing joint face and can result in total breakdown of the oil film, metal to metal contact, overheating
and seizure.
If any such damage is observed the dowels should be checked and renewed if necessary and in most cases
new bearings should be fitted. As previously mentioned, all assemblies should be clearly marked.
Identification marks should be checked to establish if assembly was correct, if marks are not evident,
careful reassembly and checking of all caps should be undertaken to ensure correct assembly followed by
clear identification.

Fig-15

Trapped Particle
If an isolated region of wear occurs in the bore this can often be attributed to a particle trapped between
the housing and bearing back. Examination of the back of the bearing will indicate if this is the cause as
shown in Fig 16. If this has occurred the bearing can be refitted if the lining has not fatigued or
overheated, provided that the housing has been suitably refurbished
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Fig.16

Bearing Damage Caused by General Use

Abrasion
Abrasion is probably the most common form of damage seen in bearings, and is usually the result of dirt
in the lubricating oil scoring the bearing bore. Fig 17 and Fig 18 show two examples of different types of
abrasion. The bearing shown in Fig 17 has suffered from severe scoring from a few large particles,
whereas the example shown in Fig 18 is of abrasion caused by many small particles over a long period of
operation. Both examples can result in overheating, due to the rough surface penetrating the thin oil film.
Dirt particles can embed themselves into the soft overlay or the bearing lining, and, in time, work harden
to a higher level than that of the crankshaft and can result in scoring of the journal. If a bearing contains
several deep scores, or if the general surface is rough, the bearing should be renewed and the cause of the
damage established and rectified. Some bearings may exhibit only one or two small circumferential
scores, and provided that the dirt particles have been removed or embedded, the bearing could be refitted,
although the crankshaft should be examined, and any damage rectified prior to reassembly.
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Fig.17
Damage to bearings by dirt can be due to built-in dirt at the time of assembly, either on the bearing, the
crankshaft, or in the oilways. Other probable causes can be oil by- passing the filter, or a blocked or faulty
filter. If sever abrasion in the bearings has been noted, it would be advisable to check cylinder liners,
piston rings etc for signs of wear.
Gradual wear over many thousands of hours operation resulting in smooth removal of overlay is not
generally considered damaging and if required, the bearings can be refitted provided that the extent of any
exposed lining does not exceed approximately 30% of the bore surface
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Fig.18
Built in Debris
Many bearings show evidence of dirt particles embedded into the bearing surface during assembly. These
can be established by the "halo" effect, surrounding the particles where displaced bearing material has
subsequently been polished by the shaft, see Fig 19. The bearings usually are considered satisfactory and
can be refitted.
The "halo" effect can also be seen when small particles are carried into the bearing with the oil creating a
circumferential score and eventually become embedded into the bearing bore. If the dirt particle is fully
embedded, the bearing is considered satisfactory.
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Fig.19

Nitride Shaft Damage

Fig 20 shows the v markings in the bearing bore caused by iron nitride particles from an incorrectly
prepared nitrided shaft. In this instance the thin friable layer, remaining on the shaft surface after nitriding,
was not ground off from the surface. The bearings must be renewed and the shaft reground, removing at
least 0.02 mm of material (0.04 mm on diameter) to avoid the damage being repeated. If standard wall
thickness bearings are fitted against a reground crankshaft the clearance will increase, however, due to the
small amount removed from the crankshaft, undersize bearings (with a greater wall thickness) should not
normally be considered necessary.
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Fig.20

'Cam' Wear
If dirt contamination is excessive and particles are not totally embedded into the bearing surface, such
debris can penetrate the thin oil film and rub against the crankshaft. The dirt particles will work harden to
a higher level of hardness than the crankshaft. This would inevitably result in wear of the crankshaft
surface and with fully grooved bearings a circumferential ridge, corresponding to the oil groove is
eventually produced. With fully grooved bearings, no real problem exists unless the oil is prevented from
escaping from the bearing groove and across the crankshaft surface.
With partially grooved bearings a similar ridge is produced on the crankshaft surface. This can lead to
wiping and wear of the ungrooved region of the bearing in line with the partial groove, and is often
referred to as "cam wear". If new partially grooved bearings are fitted against a ridged shaft, the loads will
be concentrated on a narrow band corresponding to the ridge and can rapidly lead to severe wiping Fig 21
or fatigue Fig 22 and in some cases seizure.
If such cases exist the shaft must be effectively dressed to remove the ridge. Where partially grooved
bearings are used the crankshaft should be checked following operation to establish if a ridge exists, in
particular if a high level of contamination is seen. Where excessive dirt contamination is observed the
cause should be established and rectified. The height of the ridge should not be allowed to exceed the
thickness of the overlay plate, generally 0.03 0.02 mm.
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Fig.21
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Fig.22

Static Fretting
Fig 23 is an example of a lower half main bearing showing a blackened and pitted bore and is caused by
the shaft rubbing against the bore when the engine is not running and is a result of an external vibration.
The most common cases of this type of damage are in auxiliary engines on ships where there is a
continual vibration or in engines being transported. Engines standing unused, particularly those standing
in an environment prone to vibration should have oil circulated on a regular basis. This may require the

installation of a separate externally driven oil pump. Bearings suffering from static fretting damage should
not be refitted into the engine. In severe cases it may be necessary to modify the engine mounting or
platform to reduce the exposure to vibration. Engines being transported should have the crankshaft locked.
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Fig.23
Unsupported Bearing Back
Fig 24 shows an example of a connecting rod assembly with a groove in the housing bore and a drilling in
the rod shank for supplying oil to the small end. The bearing back has fretted adjacent to the groove,
basically due to insufficient crush and shows an area of no-contact around the hole. On the bearing bore,
fatigue has occurred due to flexure in the region of the oil hole. Similar damage could have been observed
if the oil channel had been machined in the back of the bearing. It is preferred that oil channels are
positioned under grooved regions in the bearing. If ungrooved bearings are required and the transfer of oil
cannot be re-routed then the channel width should not exceed the thickness of the bearing steel backing.
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Fig.24

Uneven Machining of Housing Bore

Uneven machining of the housing bore can leave ridges and hollows resulting in areas of the bearing
being unsupported. This can rapidly lead to fretting. Circumferential waviness as shown in Fig 25 is
generally caused by a faulty bearing in the boring spindle housing. Axial waviness can be produced by
poorly maintained boring machines. Severe cases of waviness cannot be reclaimed by scraping as this
would invariably result in an uneven surface which is seldom good enough to support thinwall bearings.
Severe cases should only be reclaimed by reboring to a prescribed oversize. Minor cases can sometimes
be improved by scraping, but care must be taken to ensure that a smooth surface is obtained.
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Fig.25
Corrosion
Overlay plating of copper lead or lead bronze lined bearings is essential as one of its functions is to serve
as protection against corrosion. If the lead bronze lining is exposed it becomes prone to corrosion of the
lead phase by contaminants in the lubricating oil. A degraded oil will attack the lead phase leaving a weak
porous structure which subsequently fatigues. The most common causes are water, products of
combustion, particularly when using heavy or high sulphur fuel and anti-freeze when used in the cooling
water. If the oil is not changed at the prescribed intervals, the oil can become degraded and can lead to
corrosion. If satisfactory oil is used, and maintained in good condition, corrosion should not occur on
exposed lead bronze linings.
Fig 26 shows an example of a corrosion of sintered lead bronze bearing, as shown by the formation of
pits. It should be noted that although corrosion may be evident in an isolated region, the effect would
probably be seen throughout the bearing if micro-sections were taken. If corrosion is found, new bearings
must be fitted and it is imperative that the cause of the degraded oil is established.
Tin-Aluminium bearings are resistant to this form of corrosion. However, if tin-aluminium bearings are in
direct contact with water (in the absence of oil) an aluminium oxide film can form in the bore. In some
instances, the bond line between the lining and the steel backing can be affected, resulting in loss of

bonding. This form of corrosion is usually seen if the bearing has been subjected to a wet or damp
environment without adequate protection.
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Fig.26

Fatigue
Fatigue of the bearing lining is caused by the dynamic load exceeding the fatigue strength of the lining, It
is rarely seen in the higher strength bearing materials used in medium speed diesel engines unless there
are localised stress concentrations. Typical examples are shown in Figs 22 and 24.
The soft overlay plate that is applied to the majority of medium speed diesel engine bearings has a lower
fatigue strength than the lining particularly if its thickness is greater than 0.05 mm. Overlay fatigue can
occur in localised regions, for example due to misalignment, or as shown in Fig 27 across the bearing
length. It is possible to refit some bearings suffering from overlay fatigue but it is more common practice
to renew the bearings. If it is observed consistently and is not though to be attributable to some form of
misalignment, a thinner overlay should be considered.
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Fig.27

Cavitation Erosion
There are various forms of bearing damage associated with cavitation erosion but due to the complexity of
the subject it will not be covered in detail and only the most common forms are shown.
Fig 28 shows a typical example of cavitation erosion associated with a large clearance or flexible housing.
In the example shown the assembled clearance was approximately twice the designed maximum. With the
correct clearance no damage occurred.
In partially grooved large ends it is not uncommon to see damage at the end of the groove run out in the
direction of rotation, as shown in Fig 29. In this example the damage can often be overcome by drilling a
hole through the bearing at the end of the groove.
Fig 30 shows a partially grooved main bearing exhibiting typical damage downstream from the partial
groove. In this instance only the overlay has been attacked and further satisfactory operation could be
expected. More severe cases of this type of damage have been observed requiring modification to the
bearing design. The addition of a tangential blend from the groove to the bearing bore has proved the most
successful although in some cases further modification to the groove and slot may be required.
Recommendations regarding the acceptable limits of cavitation erosion can only be in the form of general
guide lines. If damage is beginning to occur in the lining, then the bearings should be renewed. However,
if the damage is confined to the overlay it is generally acceptable to refit them with the following
limitations:a) Circumferentially If the damage does not exceed a 90 arc.
b) Axially If the damage is restricted to one third of the land length
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Fig.28

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Fig.29
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Fig.30