PSH
PCGB Member
Big update for tonight, so bear with me, so fitting of the Crankshaft. Before refitting the crank there are a few things that need checking, the oil clearance and end float. I tend to check things twice if possible when building things for safety(Although only had one way available to me for oil clearance ) in different ways so first thing I did was to measure the crank journal diameters followed by the inner bearing shell diameter to see if there was enough oil clearance. the normal way of doing this is by using a plastic-gauge that you crush within the bearing shell by fitting the crank and temporary torquing down to the correct force and then measure between the crush marks checking a tolerance chart for correct measurement. Unfortunately I don't have any suitable gauges so relied on measurements using a vernier making sure that the shell was sufficiently larger than the journal to allow a correct oil lubrication, happy to report that Serdi had done a good job when grounding the crank, in fact the differences between each journal was very close, closer than Porsche tolerances for a new crank and the oversize OEM bearings were correct. Next was the end-float, this is checked during assembly using a dial gauge but beforehand I also checked the width of the thrust bearing compared to the crank centre journal clearance, any problems here would mean a new crank but the difference here of 0.115 clearance suggested that the actual play would be well within that of a new crank so no discernible wear there at all. btw a new crank should have between 0.110-0.312mm end-float with 0.40 being the max limit for wear, so not much to play with, I'll double check anyway with my dial gauge in the morning once I dig it out. First picture tonight shows the bearing shells fitted to the upper engine casing, also in the picture is the MPZ engine assembly lube that I'm using and a bearing shell that will be fitted into the lower casing just to show the difference between the two, the upper bearing having the oil way while the lower is plain.
next picture shows the lower bearing frame with the plain halved bearing shells fitted, the thrust bearing in the centre is identical for both top and lower shells. The ( missing) front bearing shell is one piece so goes onto the crank first and has to be aligned with a small locating pin to stop it spinning.
crank in position awaiting the lower frame, note the Loctite 574 sealant being applied to the block, the normal procedure is to apply this with a small roller to the lower from but it's not that important as long as it seals. The journals will have more lube applied before assembly.
Finally the frame is now torqued down following Porsches sequence but not their torque settings. Raceware settings are in 3 steps, 12mm are 20-40-55ft/lb and the 10mm are 15/20/30ft/lb, the smaller bolts are Porsche's so done to their settings.
I've left the oil pickup tubes off for now as they'll get in the way when fitting the con-rods which I hope to do soon..
Pete
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