Crank question

idiocrates · Post by **idiocrates** » Fri Mar 27, 2009 7:14 am

Got an update from my machine shop.....the crankshaft in my engine is a bit odd. All the main bearing journals are in good shape and will be reground to .030 undersize. All the connecting rod bearing journals except one are currently at .020 undersize and will be reground to .030 us. The one exception is at .050 us and will be reground to .060 us. My question is......is this common on this engine? Could this be a problem on down the road.....I mean other then eventually having to have the one journal built up and tooled back down to match the others? I guess what I'm asking......when one journal is off-sized like this...can there be off-balance problems that will cause the other bearings to fail prematurely? My machinist tells me there won't be a problem with it......I'm just looking for some confirmation. Thanks.

Jim

Post by **Ryan_Miller** » Fri Mar 27, 2009 9:28 pm

Jim,

I don't think it would be a problem.

Wes or someone else here might be able to tell us more.

Post by **wesk** » Fri Mar 27, 2009 10:22 pm

It would certainly be an issue in a modern higher revving engine with larger parts but shouldn't be a problem in the Willys 134. Is #1 rod journal the .050 one?

idiocrates · Post by **idiocrates** » Mon Mar 30, 2009 1:35 pm

Yes, sir.........its the no. 1 cylinder connecting rod journal that's under all the other cylinder sizes. I'm just gonna assume its from too much holding the finger over the spark plug hole lookin for TDC of cylinder 1.....just kidding.......so is this pretty normal for the cylinder located furtherist from the load or what?

On an additional note....I finished my rebuild on the Dana18 transfer case this weekend. I ended up with a .004 end play on my output shaft and only needed four shims total.....two .030's and one .010 and one .003. The gaskets Novak included to be placed behind the output shaft seals were too small so I ended up having to cut my own. Other than that everything else they provided in the rebuild kit was excellent.....including the additional "o" rings for the intermediate shaft since I buggered the first one up pretty bad just spearimentin. Also....since I was using the rebuild guide from willystech web site.....I would like to thank those folks for some really great instructions. Two things though.......I could not get the intermediate gear in as described in the web site. The thrust washer tabs would not go down past the case bosses when plastered to the gear so I had to plaster them to the bosses first and then slide the gear down in between them. Secondly.....what with all the assembly lube I found it darn near impossible to hang on to the intermediate gear.....hold it in-place against the output gear....and drive in the intermediate shaft. This was easily overcome though by running a piece of wire over the output shaft and under the intermediate gear and securing both ends around a bottom cover bolt temporarily screwed into the case. This allowed me to pull the intermediate gear up and over engaging the out gear and aligning the core with the intermediate shaft. Worked pretty slick once I got the wire in there. Now its on to the transmission.

Jim

Post by **wesk** » Mon Mar 30, 2009 7:52 pm

#1 rod bearing is the first to suffer when oil pressure diminishes. This is often the result of the orifice in the front of the block that oils the timing gears. If your block has an .070 orifice you need to reduce it to .040 either by replacing it with the smaller jet or soldering that one shut and drilling it .040.