Engine, rod and main bearings: journal-bearing identification and clearance
Engine main and connecting-rod bearings are commonly plain bearing shells rather than interchangeable rolling bearings. Their oil-film, housing, journal and assembly requirements cannot be derived from a ball-bearing size chart. An undersize or oversize marking must be interpreted using the exact engine and bearing documentation.
On this page25 sections ⌄
Main bearings, rod bearings and small-end bushes
In a conventional plain-bearing engine, main bearings support the crankshaft in the block or crankcase. Connecting-rod bearings sit at the rod's big end around a crankpin. The small end connects to the piston pin. These names describe different positions, not interchangeable versions of one part.
This is a position guide, not a statement that all engines use the same bearing construction. Some engine designs use rolling elements or other arrangements.
On smaller screens, scroll the table sideways to read all columns.
| Name in the query | Position and purpose | Identity to retain |
|---|---|---|
| Main / crankshaft main bearing | Supports the crankshaft's main journals. | Engine code, journal position and upper/lower shell requirements. |
| Rod / conrod / big-end bearing | Between the connecting rod's big end and the crankpin. | Rod identity, crankpin size and exact bearing grade. |
| Small-end / piston-pin bush | At the piston-pin end of a bushed connecting rod. | Pin and rod specifications; not the big-end shell. |
| Camshaft bearing | Supports a camshaft journal. | Engine and bore position, including oil-feed orientation. |
| Thrust bearing / thrust washer | Controls crankshaft axial movement in the specified arrangement. | Installed location and the engine's end-play requirement. |
What do rods and bearings mean in an engine search?
Is a connecting rod the same as a rod bearing?
No. The rod is the structural link; its bearing is the separate working interface at the crankpin in a shell-bearing design. Ordering or comparing one does not identify the other.
Are rod-end bearings and connecting-rod bearings the same?
No. An engine big-end shell must not be substituted with a rod-end joint used in a linkage. First identify whether the question concerns an internal engine journal or a linkage joint.
Does crankshaft bearing mean a main bearing or a rod bearing?
The phrase is ambiguous. Identify whether the journal runs in the engine block or in the connecting rod, and whether axial thrust control is involved.
Does a generic engine name establish bearing fitment?
No. Preserve the exact engine code and revision, position, shell markings, journal measurements and housing measurements. Vehicle year or nominal bore alone is not enough.
How the oil film supports an engine journal
A rotating journal draws oil into a narrowing clearance. In hydrodynamic operation the resulting film separates the running surfaces and carries load. Oil-pump supply pressure and the local load-supporting film are not the same measurement.
Film formation depends on operating conditions, oil supply and viscosity, geometry and load. Starting, stopping or disrupted lubrication can introduce surface contact. A normal dashboard pressure indication does not, by itself, establish adequate film at every journal.
Record oil specification and condition, temperature, speed, oil-feed restrictions and measured geometry when investigating a failure. A rolling-bearing grease interval or L10 fatigue calculation is not a substitute for an engine-journal assessment.
Oil clearance: measurement and calculation
Diametral oil clearance is the measured assembled bearing inside diameter minus the measured journal diameter. It is not the free shell's opening, bearing crush or crankshaft end play.
Arithmetic example only: 50.050 mm minus 50.000 mm equals 0.050 mm diametral clearance. These invented teaching inputs are not a bearing specification or a recommended clearance.
The parting-line region includes designed relief. MAHLE's measurement guidance also warns against abrading a bearing's working surface. Do not polish or sand a shell to achieve a calculated clearance.
On smaller screens, scroll the table sideways to read all columns.
| Record | Measurement basis | Limit |
|---|---|---|
| Assembled bearing ID | Shells installed in the correct housing with the specified fastener procedure; minimum-clearance measurement perpendicular to the parting line. | An unassembled shell measurement does not establish installed clearance. |
| Journal diameter | The actual corresponding journal, measured for size and geometric variation. | A nominal catalogue diameter does not describe a worn or reground journal. |
| ID minus journal diameter | Use the same units for both measurements. | Compare with the exact engine/build specification, not a universal internet target. |
Bearing crush, locating tangs and a spun bearing
Crush creates retention and back-to-housing contact when a split bearing is assembled correctly. A locating tang helps position the shell; it is not the main anti-rotation mechanism. Crush is distinct from the journal's oil clearance.
The appropriate crush depends on the bearing and housing, including stiffness and temperature. Too little retention can permit movement; excessive crush can distort the parting-line region. There is no universal crush height to copy into every engine.
A spun bearing means a shell has moved around inside its housing instead of remaining in position. It can disturb oil delivery and damage the journal or housing. It does not mean a healthy bearing is simply rotating normally.
Suspected shell movement, severe knock or an oil-pressure warning calls for stopping operation safely and an engine-specific inspection. A sound alone cannot prove which bearing failed, and this page gives no safe driving distance or quick-fix clearance.
Standard, undersize, oversize and bearing material
Bearing materials balance strength with properties such as conformability and the ability to accommodate small debris. An overlay is a functional layer, not surplus material to remove. Keep material selection separate from journal-size selection.
On smaller screens, scroll the table sideways to read all columns.
| Term | What it describes | What remains to verify |
|---|---|---|
| STD / standard | A standard-size application in the maker's catalogue. | Actual journal, housing and required installed clearance. |
| Undersize journal application | A bearing intended for a smaller, reground journal. | The exact undersize and catalogue convention; do not guess shell thickness from the name. |
| Oversize outside diameter | A bearing intended for an enlarged housing bore. | Whether the part really changes OD rather than ID or clearance. |
| Extra-clearance variant | A separate clearance option for a specified application. | The maker's suffix and dimensional basis; not a universal performance upgrade. |
| Bi-metal | Typically a steel backing with an aluminium-alloy bearing lining. | Exact alloy, grade and application; the label does not establish fitment. |
| Tri-metal | Typically a steel backing, a load-supporting alloy layer and a thin overlay, with possible intermediate layers. | The specified construction and operating requirements; layer count alone does not rank service life. |
Engine bearing damage: evidence to collect before replacement
Keep shells labelled by position and orientation, with photographs of both faces and the corresponding journals. Record the engine history and measured clearances. These observations support an investigation; they do not supply a vehicle-specific repair procedure or machining approval.
On smaller screens, scroll the table sideways to read all columns.
| Observation | Investigate | Do not conclude from appearance alone |
|---|---|---|
| Smearing, wiped surface or heat damage | Oil supply, operating conditions, clearance and possible surface contact. | That changing the shell alone restores the engine. |
| Scratches or embedded debris | Contamination origin, oil passages, filter findings and journal condition. | That every mark has the same cause. |
| Edge-localised wear | Alignment, housing distortion and journal shape. | That nominal size proves correct geometry. |
| Cracks or flaking | Cyclic loading, material condition and lubrication history. | That colour or a photograph establishes the remaining life. |
Reading an engine-bearing size chart without mixing up the columns
The Clevite EB-20-26 catalogue separates engine application, bearing position, part/package identification and shop dimensions. A part-number match alone does not establish the correct engine, repair size or installed clearance.
The example tables below preserve the catalogue's inch units. They are a checked selection of records, not the complete Clevite catalogue, an ordering service or an engine-specific rebuild specification. A slash in the source interval is displayed as a minimum-to-maximum range; it is not division.
On smaller screens, scroll the table sideways to read all columns.
| Catalogue field | How to use it |
|---|---|
| Engine block and application notes | Match engine code, year, VIN qualifier and any special note before using the part row. Vehicle marketing names and displacement alone are insufficient. |
| Standard shaft diameter | The journal diameter range in the standard-size shop-data row, not the assembled bearing bore. |
| Vertical oil clearance | A diametral clearance range for the listed row, not radial oil-film thickness and not the axial endplay. |
| Maximum wall | The shell's maximum wall thickness; do not substitute a measurement at an arbitrary edge. |
| Bearing OD or housing bore | Retain the catalogue's combined label and the component context; it is not automatically a rolling-bearing outside diameter. |
| Maximum length | The listed axial length limit, not engine displacement or journal spacing. |
| Available undersizes | A separate size-option field. A millimetre option in this field does not make the neighbouring shop-data dimensions millimetres. |
Real connecting-rod bearing examples: part numbers and five-dimensional shop data
Source: MAHLE/Clevite EB-20-26, printed pages 100 and 107. All five numerical columns are inches. These standard-size rows are examples for identification; do not apply their oil-clearance ranges to unrelated engines.
Application context for CB-1353P(4): the Acura section's block 4 lists Honda B17A1 (1992–1993) and B18A1/B18B1 (1990–2001). The separate B18C1/B18C5 block does not establish this connecting-rod part by association.
Application context for CB-1861P: the Acura section's block 7 lists Honda K20A2/K20Z1 (2002–2006) and K24A2/K24Z3/K24Z7 (2004–2015). Match the full engine identification rather than extending this to every K-series engine.
The CB-663P and CB-1776A rows shown are in AM General Truck block 3: GM LH8 VIN L (2008–2010), LH9 VIN P (2010), L92 VIN 8 (2008), and L9H (2009; the catalogue also lists VIN 2). CB-1776A specifically requires a rod housing bore resized 0.002 inch larger than stock. Its similar shaft diameter does not make it a drop-in substitute for CB-663P.
CB-663P is a pair-pack entry; CB-663P(8) is the eight-position set entry. Keep the package notation instead of treating both labels as different bearing dimensions or assuming one pair services the whole engine.
On smaller screens, scroll the table sideways to read all columns.
| Part / package | Standard shaft | Vertical oil clearance | Maximum wall | OD or housing bore | Maximum length |
|---|---|---|---|---|---|
| CB-663P / pair | 2.0990–2.1000 | 0.0007–0.0032 | 0.0620 | 2.2247–2.2252 | 0.8420 |
| CB-663P(8) / set | 2.0990–2.1000 | 0.0007–0.0032 | 0.0620 | 2.2247–2.2252 | 0.8420 |
| CB-1776A / pair | 2.0990–2.1000 | 0.0007–0.0032 | 0.0630 | 2.2267–2.2272 | 0.8420 |
| CB-1353P(4) / set | 1.7707–1.7717 | 0.0005–0.0034 | 0.0591 | 1.8898–1.8898 | 0.7680 |
| CB-1861P / pair | 1.8888–1.8898 | 0.0007–0.0035 | 0.0596 | 2.0079–2.0087 | 0.6102 |
Main-bearing shell dimensions and the set they belong to
Source: MAHLE/Clevite EB-20-26, printed pages 99, 100 and 107. All numerical dimensions are inches. MB shell identifiers below must not be mistaken for a complete MS main-bearing set.
MB3176P belongs to MS-1804P in the illustrated Acura block 2 entry: Honda D16A1 (1986–1989) and D16Y8 (1997–2000). MB3760P belongs to MS-2095P in Acura block 4, whose engine codes and years are given in the rod-bearing examples. The catalogue calls for TW-473S separately: the thrust-washer set is not included in these listed main sets.
MB3591P and the flanged MB3592P(F) are members of MS-2199P in the illustrated AM General Truck block 3. Their different axial lengths show why a single main-journal diameter does not identify every shell position.
Keep the source's (F) designation, set membership and thrust-washer note. Do not replace an entire assembly description with a single shell number, and do not infer that all main journals use identical shell widths.
On smaller screens, scroll the table sideways to read all columns.
| Shell / parent set | Standard shaft | Vertical oil clearance | Maximum wall | OD or housing bore | Maximum length |
|---|---|---|---|---|---|
| MB3176P / MS-1804P | 2.1644–2.1654 | 0.001–0.0019 | 0.0790 | 2.3228–2.3237 | 0.7870 |
| MB3760P / MS-2095P | 2.1644–2.1654 | 0.0010–0.0019 | 0.0785 | 2.3228–2.3237 | 0.7870 |
| MB3591P / MS-2199P | 2.5588–2.5593 | 0.0002–0.0018 | 0.0957 | 2.7509–2.7515 | 0.8050 |
| MB3592P(F) / MS-2199P | 2.5588–2.5593 | 0.0002–0.0018 | 0.0957 | 2.7509–2.7515 | 1.0280 |
Ford 4.6, 5.4 and 6.8 main-bearing sets: why engine configuration matters
The following is a historical identification reference from MAHLE/Clevite TB-2080 (March 2013), not a claim that a 2013 application listing is a current fitment approval. The bulletin distinguishes block material, valve layout and included thrust washers. Compare the actual removed configuration and current application information.
Some year ranges overlap. Do not turn this table into a rule that year plus displacement uniquely selects a set, or interpret the A/P/H suffix alternatives as a universal material recommendation. The bulletin's assembly illustrations and the particular engine version remain necessary identification evidence.
On smaller screens, scroll the table sideways to read all columns.
| Main-set identifiers in the bulletin | Listed engine configuration / years | Thrust-washer information |
|---|---|---|
| MS2202A / MS2202P / MS2202H | 4.6 SOHC 16V 1997–2010; 5.4 SOHC 16V 1997–2011; 5.4 SOHC 24V 2004–2011; 5.4 DOHC 32V 1999–2004 | MB3139WL and MB3139WU included |
| MS2203A / MS2203P / MS2203H | 6.8 V10 SOHC 20V 1997–2012; SOHC 30V 2005–2011 | MB3139WL and MB3139WU included |
| MS7141A | 4.6 SOHC 16V 1991–1992 | No separate washer identifier stated in this illustrated entry |
| MS2007A / MS2007P / MS2007H | 4.6 SOHC 16V 1992–2011; cast-iron block | MB3139W included |
| MS2259A / MS2259H | 4.6 SOHC 16V 1993–2011; SOHC 24V 2005–2010; DOHC 32V 1993–2005; aluminium block | MB3139W included |
| MS2293H | 5.4 DOHC 32V supercharged 2005–2006; aluminium block | MB3139WL and MB3139WU included |
| MS2295P / MS2295H | 5.4 32V supercharged 2007–2012; cast-iron block | MB3139WL and MB3139WU included |
Which tools measure rod/main oil clearance and crankshaft endplay?
A plastic clearance gauge is not a substitute for checking journal and housing geometry. A reading at one location cannot establish roundness, taper or the condition of every bearing. For a full Plastigage procedure, use the exact gauge instructions and engine assembly procedure; this page does not prescribe generic fastener torque.
On smaller screens, scroll the table sideways to read all columns.
| Measurement | Tool and setup | Result to record |
|---|---|---|
| Journal diameter and shape | Outside micrometer; measure the specified locations and directions | Actual diameters, taper/out-of-round assessment and engine-specific limits |
| Housing geometry | Suitable bore gauge or inside micrometer with the matching cap tightened by the specified procedure | Bore size, roundness and taper; not a guessed correction using a thicker shell |
| Assembled bearing oil clearance | Measure the installed bearing bore under the prescribed fastener condition and subtract the corresponding measured journal diameter | Diametral clearance; preserve units and the measuring direction |
| Plastic clearance gauge | Use the chosen gauge's instructions, range and correct cap tightening procedure | Compare the flattened strip with its own scale; do not confuse the gauge range with the required oil clearance |
| Crankshaft endplay | Dial indicator aligned to axial movement; move between the two prescribed end positions | Total axial travel compared with the engine's endplay specification |
Clevite Plastigage range chart: four actual gauge identifiers
These are measuring ranges listed by MAHLE's engine-bearing failure guide, not recommended running clearances. Millimetres below are calculated from the published inch values using exactly 25.4 mm per inch.
Choose a range appropriate to the specification and measurement method. A product whose scale reaches 0.020 inch does not make 0.020 inch acceptable in your engine. Record the part identifier and units instead of relying solely on a colour name.
On smaller screens, scroll the table sideways to read all columns.
| Gauge identifier | Published inch range | Calculated millimetre range |
|---|---|---|
| MPG-1 | 0.001–0.003 in | 0.0254–0.0762 mm |
| MPR-1 | 0.002–0.006 in | 0.0508–0.1524 mm |
| MPB-1 | 0.004–0.009 in | 0.1016–0.2286 mm |
| MPY-1 | 0.009–0.020 in | 0.2286–0.5080 mm |
Main and rod bearing installation: workshop checkpoints, not a universal rebuild recipe
This sequence organises King Engine Bearings' installation guidance for a technical reference site. It assumes an identified engine and its service procedure; it does not replace access, disassembly, timing, tightening or commissioning instructions.
Do not file a cap, shell parting face or locating lug to make a mismatched bearing fit. New bearings alone do not restore a damaged housing or crankshaft. Stop and resolve inconsistent part identity, binding or out-of-spec measurements before running the engine.
On smaller screens, scroll the table sideways to read all columns.
| Checkpoint | Evidence needed before continuing |
|---|---|
| 1. Keep matched parts identified | Record cap number, position and orientation before removal. A main cap or rod cap is not an interchangeable loose clamp. |
| 2. Establish geometry | Inspect torqued housing bores and crank journals for size, shape and finish; investigate out-of-spec results before installing new shells. |
| 3. Remove contamination | Clean the component and oil passages by the engine-approved process; retain failed shells and debris separately for diagnosis. |
| 4. Verify shell identity and seating | Check upper/lower position, oil-feed alignment, locating features and journal-fillet clearance. Shell backs and seats must be clean. |
| 5. Lubricate and assemble | Use the specified assembly lubricant on running surfaces and the engine-specific fastener preparation, sequence and tightening method. |
| 6. Check each assembly stage | Investigate abnormal resistance as each cap/rod is secured; verify oil clearance before final assembly. |
| 7. Measure axial travel | Record crankshaft endplay against the exact engine specification rather than borrowing a value from another engine. |
| 8. Prepare lubrication before starting | Use the engine's priming and commissioning procedure; an oil-pump drive method from one design is not universal. |
Crankshaft thrust-bearing failure: inspect axial loading as well as the bearing
An engine thrust bearing controls crankshaft axial movement; it may use a flanged main shell or separate washers. Do not confuse it with a clutch release bearing or assume every engine locates it at the rear main journal.
MAHLE TB-2043 explains why thrust-face lubrication differs from the radial journal's oil wedge and identifies finish, alignment and overload as major investigation areas. Replacing only the visibly worn washer can leave an external loading problem unresolved. This is a cause-checking framework, not permission to modify a thrust shell or an internet endplay tolerance.
On smaller screens, scroll the table sideways to read all columns.
| Investigation area | Evidence to check |
|---|---|
| Thrust-face finish and geometry | Crankshaft face condition, alignment and machining history; inspect the less-damaged face as well as the failed one. |
| Oil and contamination | Other distressed bearings, debris, oil supply and local seal-related heat evidence. |
| Bearing identity and assembly | Correct thrust arrangement, seated parts, oil access and measured endplay. |
| Automatic-transmission loading | Correct converter/flexplate/bolts, converter engagement, alignment and transmission pressure checks specified for the assembly. |
| Manual-transmission loading | Release-system adjustment/condition and persistent clutch-pedal loading, assessed using that vehicle's procedure. |
| Repeat failure | Record what was replaced last time and whether the axial-load or alignment cause was actually corrected. |
Bearing wear patterns: turn the removed shells into a useful evidence record
Keep every shell labelled by cylinder/journal, upper/lower position and direction. Appearance suggests a mechanism to investigate; it is not a complete diagnosis from a photograph.
Retain oil/filter and machining/assembly history where appropriate. Do not call every damaged shell a material defect, or assume a spun bearing can be corrected with a new locating tang. A rebuild decision requires measured crankshaft and housing condition as well as a cause investigation.
On smaller screens, scroll the table sideways to read all columns.
| Observed pattern | Investigation prompted by MAHLE's failure guide |
|---|---|
| Embedded particles or local scoring | Debris at the running surface and the upstream contamination source |
| Local wear with debris behind the shell | Seat cleanliness and disrupted shell-to-housing contact |
| Wear at the extreme axial edge | Fillet interference and the specified journal/chamfer geometry |
| Wear near both shell parting lines | Housing shape and installed clearance; assess crush and seating separately |
| Uneven wear across journal width | Journal taper or other out-of-shape geometry; record measurements rather than a visual guess |
| Dark, etched or porous-looking surface | Oil contamination and chemical attack, including possible coolant/fuel contamination |
Tangless bearings, upper/lower shells and piston-pin bushes are different questions
MAHLE TB-2085 explains that the locating lug positions a half-shell; crush provides retention in the assembled housing. A bearing manufactured without a lug is not automatically defective. Position still matters: maintain the intended oil-feed alignment and clearance from the crankshaft fillet.
The 2015 bulletin discusses Ford 6.7 diesel and the production change in Chrysler 4.7 V8 bearings as examples. Those dated examples do not authorise removing a lug from another bearing or substituting an unlisted part. Use the application-specific configuration and shell position.
King's positioning diagram distinguishes main bearings, big-end rod bearings, flanged/thrust arrangements, piston-pin bushes and camshaft bushes. A piston-pin or small-end bearing query must therefore not be answered with a big-end CB part solely because both belong to the connecting-rod assembly.
Can I swap upper and lower engine-bearing shells?
Do not assume so. Identify the specified position and compare oil holes, grooves, locating features and any positional part markings. The exact set's instructions determine the arrangement.
Is a stronger locating tang the cure for a spun bearing?
No. A tang is not the shell's anti-rotation fastener. Investigate housing condition, retention, lubrication, heat and assembly instead of treating the tang alone as the cause.
Does an MS main-bearing set always include separate thrust washers?
No. The checked examples include sets with washers and sets that explicitly require a separately identified washer set. Read the entry instead of inferring completeness from the word set.
Check the vehicle and component identity
Use the source-backed vehicle directory to inspect BCA bearing, hub and seal references by make, model, year and position. Read the original restrictions before treating a number as a candidate. The lookup does not diagnose noise, supply an installation torque or approve fitment from dimensions alone.
Find the recorded vehicle reference →What the evidence can — and cannot — tell you
| Observation or context | Interpretation to consider | Verification needed |
|---|---|---|
| Main / connecting-rod shell | Plain-bearing application | Record engine identity, position, shell marking and journal condition. |
| Oil clearance | Assembled clearance is the relevant quantity | Use the engine's specified measuring method and fastener state. |
| Undersize or graded shell | A controlled dimensional variant | Confirm exactly which dimension and repair condition the code describes. |
A practical investigation sequence
Identify and record
Keep the original part number, engine version and complete shell markings. Do not translate them into a rolling-bearing base number.
Check the context
Obtain the applicable service dimensions, oil-clearance limits and assembly procedure. Missing engine specifications remain a data gap here.
Verify before acting
Inspect the journal, housing and lubrication system together; a new shell alone does not resolve a damaged journal or oil-supply problem.
Keep the decision traceable
For OEM or old-number research, require a documented part-to-part relation with its engine and revision scope. Similar names and dimensions are insufficient.
Capture the information a model search cannot guess
Keep this checklist with your inspection or comparison. Checking a box only records that you have collected the item; it does not certify the bearing.
0 of 4 information groups recorded.
Technical basis & editorial scope
Original BearingScope workflow, written for catalogue research and comparison. Manufacturer material is used to check principles, not copied as a product endorsement or substituted for model-specific instructions. Reviewed 1 October 2026.
- GGB — Roller bearings and plain bearings — Plain versus rolling bearing principles
- JTEKT Basic Bearing Knowledge — Bearing selection — Selection conditions, bearing types and operating environment
- King Engine Bearings — Engine Bearings and How They Work — Engine bearing positions and oil-film principles
- King Engine Bearings — Design of Crush Height — Housing retention, crush and non-universal limits
- King Engine Bearings — Engine Bearing Materials — Layered material structures and material tradeoffs
- King Engine Bearings — Engine Bearing Failures — Failure evidence and contributing conditions
- King Engine Bearings — Bearing Terminology — Shell identification, undersize/oversize and spin terminology
- MAHLE — Engine Bearing Installation Tips — Assembled clearance measurement and surface precautions
- MAHLE/Clevite — EB-20-26 engine-bearing catalogue (2026), selected checked entries — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- MAHLE/Clevite — Engine Bearing Failures, wear mechanisms and gauge ranges — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- MAHLE/Clevite — TB-2043 thrust bearings (revised 2010) — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- MAHLE/Clevite — TB-2080 Ford main-bearing identification (March 2013) — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- MAHLE/Clevite — TB-2085 locating lugs (July 2015) — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- King Engine Bearings — Installation Guidelines — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
- King Engine Bearings — Bearing Positioning — Engine journal-bearing reference; preserve source edition, units, part/package and application qualifiers. No universal service tolerance or current fitment approval. Reviewed 2 October 2026.
Source addresses and collection status are retained in the internal audit. No unpublished dimensions, torque settings, service intervals or interchange approvals are inferred.