Whats everyone use for crank bearing in a 440 race application, clevite has their p series,m series v series any preference and why.
thanks Tom

Full narrow groove truck bearings, Federal Mogul or Seal Power # 4500
I'll verify the proper part number and brand in the morning when I go out to the shop: up: Clevites makes, I think now, one like it also but I don't know their part numbers, if I have a set, I'll post that # tomorrow also

We have used Speed Pro 119M on our last few builds. They have worked very well.

As far as I know, top alcohol guys use the v bearing to absorb deflection,I use a similar bearing 481 that is discontinued

There was a research paper re-published with in the last couple years where years ago Mopar determined that 1/2 grooved bearings were better than full, and if the upper was only 3/4 grooved it was even better.

Anybody else ever see that?

My main bearings are Clevite MS2233HG. Mains are 3/4 groove. The rod bearings are Clevite CB-743HND.
Doug

Barton sold me CB-743HN and MS-1795V for the Hemi project.

Performance main bearing with 3/4 oil groove (#3 is full groove). Originally for 1959-1973 blocks with 3.555 in. and 3.675 in. main bearing flange outside diameter.
Can be used in 1974-newer blocks. Contains narrowed straight shells for extra fillet clearance.

Clevite MS-1795V or Speed Pro 119M. I haven't had any luck w/ the King main bearings giving the clearance I needed. The King rod bearings have been on the money though.

Better than what? If you are killing rod bearings the 1/2 and 3/4 groove bearings are worthless.

I can say I’ve never seen a main bearing fail from losing load carrying from a full groove. Ever.

But I’ve seen hundreds of rod bearings killed because there wasn’t enough oil out there at the right time.

Page 16-31 are pretty informative. Especially the section on full groove mains.

Learn here:

https://www.mahle-aftermarket.com/m...-literature/engine-bearings/eb-40-14.pdf

Doug

Clevite V's are the old Glacier Vandervell. Supposed to be the good stuff. But they didn't clear the radius on my crank. So always check. P's are the original bearing. M's are babbit for Pro Stock, don't use that. H's are their performance bearing.

Here are some of your choices:
Clevite MS-896P fully grooved, speced for Hemi, Tri-Metal TM-77, closest to OEM, discontinued
Clevite MS-877P similar to 896P narrower groove speced for wedge
Clevite MS-2324P is full groove, Tri-Metal, TM-77 (like OEM) closest to stock
Sealed Power 4095M full narrow groove race clearance
Clevite MS-1277HG is large thrust fully grooved, should fit radius crank, but verify
Clevite MS-1277P full groove
Clevite MS-1795V top quality but might not clear radiused crank
Sealed Power 4924MA
Sealed Power 5025MA large thrust
Clevite MS-2233HG is ¾ groove should fit radius crank
Speed Pro 119M is ¾ groove
Sealed Power/Speed Pro 142M ¾ groove

If you want your rod bearings to have oil pressure to them full time run a full groove main bearing, if not, on the oil pressure, run a half or 3/4 groove main bearing

Better than all others for longevity. If you didn't see/read the article (which I tried to find again) aint much sense in trying to discuss. But, hey, it wasn't my engineering study, it was Chrysler's.

Those degrees of grooving graphs showing horsepower loss are interesting.

Have the patents now expired on the 1.88 “Honda Bearings” so that anyone can now make bearings using that electrodepositing of tetra-methyl lead, Pb (h00) ?

sample quote

At about the same time, at another corner of Honda's Wako R&D Center, a group of advanced engine designers and engineers were striving to get another engine to combine high-rpm power and reliability under very demanding operating conditions–Formula One racing. Lack of reliability had for some time been plaguing the naturally aspirated, 3.5-L, V12 engine.

To remedy the problem, a team of Honda metallurgists/engineers created a highly seizure-resistant overlay on the bearing's sliding surface using a unique electrodepositing of tetra-methyl lead, Pb (h00). The highly oriented Pb surface has a composition of myriad minuscule pyramids, which possesses outstanding "wettability" or lubricant-retaining properties. Honda claims it has given a 30% or higher increase in the anti-seizure parameter, PV, than a surface with conventional deposits.

In August 1991, Soichiro Honda passed away. The Wako engineers' way of expressing homage to the late founder was to win the next Formula One race–the Hungarian Grand Prix of that year. The new highly oriented crystal bearings were used in the Honda V12 which propelled a McLaren racer to its long overdue victory.

The beauty of this bearing was that it was cost-competetive. It was subsequently adopted in the Legend's new longitudinal V6 engine. In the B18C, it enabled the engine designers to reduce the connecting-rod bearing width from the B16A's 19.5 to 17.5 mm. Two millimeters shaved off each connecting rod journal is added to the crankshaft webs flanking it, giving the crankshaft the extra strength it needed.

Furthermore, with the new bearing material, Honda was able to revert to a low-vicosity, low-friction lubricant (the smaller B16A VTEC is specified with a higher-viscosity one), that contributes to improved fuel economy.

end quote

from

https://dwolsten.tripod.com/articles/sep93a.html

take a look at that PDF, page 19. It says the same thing as the Chrysler paper. https://www.mahle-aftermarket.com/m...-literature/engine-bearings/eb-40-14.pdf