As you probably know, V8 engines have a pair of connecting
rods sharing the same crankshaft journal. When assembled properly, the rods are designed to offset the rod bearing slightly to keep it from contacting the radii on the edge of the
journal and everything works fine. The rod bearing shell actually has a slight
chamfer on one edge to assist in this task.
High performance crankshafts have larger fillet radii on
the rod journals to make the crankshaft stronger. H and V series Clevite performance bearings have a substantially larger
chamfer on the edge of the bearing shell to avoid contact with these increased radii. This is quite obvious when comparing
a stock P series bearing to an H or V series performance piece.
The confusion arises when you occasionally see a supersession like the CB 831 H superseded
to the CB 831 HN. As bearings under go a periodic re-engineering, we are changing our process from machining a large
chamfer on the performance bearing, to actually narrowing the bearing width by the same amount that would have been included
in the chamfer. The net effect is the same; the bearing shell has relief from the large radii on a performance crankshaft.
There is no adverse effect. The actual bearing surface area is the same in both cases!
Frankly, it is easier for us in manufacturing to produce the narrower bearing shell than
to cut the increased chamfer. This helps us to maintain a competitive position in the market place while we face large
steel and energy cost increases. If you need more information, contact us at: www.engineparts.com.
