The Triumph Dolomite Club - Discussion Forum

Hi gurus. The engine is an 1850. The new crankshaft spigot bearing has a flat end (A) and a rounded end (B). Which way should I insert it into the crankshaft, flat or rounded end first?

I've no idea! I've only ever used/seen PB bearings in this location rather than a roller cage!!

It was a caged roller bearing that fell out when I dismantled the engine, not a bush. I wondered why it fell out and later discovered that it was slightly too small and had been wedged into place with insulating tape. I have known this car since it was three years old. It was owned from then on by my brother-in-law and it was always serviced and repaired by garages, never by an amateur. That's why I like to do things myself!

Personally i would put it in flat end first, thats what i have usually done with this type in the past
Because there was not much left of the original to tell otherwise
Cheers, Tony.

I agree but doubt it makes much difference.
TR7 was the only car that fitted these ................or so I thought. But if ever in doubt the crank has a 3/4 inch bore and the bush is 1/2 and the crank bore is 3/4 deep.

That looks like UKC8154 the needle roller bearing fitted to 1850s > WF70991. And being a Torrington one that is Quality !
With a Capital "Q".
I must admit when I did my 1977 ; 1850 clutch about 3 years back the advice was to fit the phosphor bronze one as it was less likely to break up if it failed.
But, to answer your question of which way round...
Sorry I don't know.
Tony.

MIG Wielder wrote: ↑Thu Sep 07, 2017 9:05 pm That looks like UKC8154 the needle roller bearing fitted to 1850s > WF70991. And being a Torrington one that is Quality !
With a Capital "Q".

My car is WF73203, so that ties in. I didn't know anything about the quality, but it came from Wins International. Interestingly it was in a Jaguar branded bag and a quick Google search shows it also fits the XJ-S 4.0 litre.

I've used a needle roller bearing in my race car for probably 7 or 8 years now without issue and no idea which way round we fitted it. So doubt it matters. Went that way as the previous PB one was wearing and causing issues. However, fitted one of Rob MacGregor's centre release units to the clutch at the same time so that was most likely what sorted the wear issue out.

Geoff

Those are jag ones.

I liked them at first but now returned to the solid bush. A solid bush only wears and doesn't fall apart.

When racing this bearing is most of the time doing nothing but in daily traffic it's a different story.

Jeroen.

And to answer your question I did fit them with the rounded side towards the gearbox. Some sort of better guidance when the input shafts has to go in.

Jeroen.

Thank you Jeroen, I shall put it in flat side towards the engine. As for whether it will wear out quicker than a bush, I am one of those old school drivers who has the gears in neutral with my foot off the clutch whenever the car is stopped so hopefully it will be fine.

I'm with Jeroen....

Rounded end outwards towards the box to guide in the input shaft.

Jonners

For once, Jeroen, Jonners and I are in perfect agreement, flat side towards engine for engineering reasons.

Steve

flat side towards engine for engineering reasons.

And that's the way I have inserted it. Thanks.

I just came across this old post and thought it might be worth adding the BL Technical Bulletin for when they were fitted on the TR7s.
They were brought in to avoid squeal problems with the phosphor bronze ones and fitted on production to all later cars.

Refarding which way round they should go, there is a seal incorporated in the bearing which should be facing the gearbox.