Main Bearings, .020 Case, .040 Crank, .080 Thrust

OVERVIEW

Precision is the lifeblood of a long-lasting air-cooled engine, and when you are dealing with a vintage Volkswagen case and crankshaft that have seen decades of service, standard bearings simply won''t cut it. These Silverline main bearings are engineered specifically for engines that have undergone significant machining to restore structural integrity. If your engine case has been line-bored .020 inches over to correct for warping or "pounding out," and your crankshaft journals have been ground down .040 inches to remove scoring or heat damage, this is the exact professional-grade set you need. Silverline is world-renowned in the VW community for their steel-backed construction, providing the superior heat dissipation and fatigue resistance required to handle the stresses of a high-mileage or performance-oriented flat-four powerhouse.

What sets this specific bearing set apart is the massive .080 inch thrust cut. In the world of VW engine rebuilding, the thrust surface of the engine case often takes the brunt of the force from the clutch, leading to excessive crankshaft end-play that can destroy an engine. By machining the case thrust surface and using these specialized .080 oversize bearings, you are effectively "shimming" the crank back into its factory-correct lateral position, saving a case that would otherwise be destined for the scrap pile. These bearings are manufactured in Mexico to exacting standards, ensuring that every oil hole aligns perfectly and every tolerance is met. Whether you are restoring a classic Beetle for the street or building a rugged engine for a Baja Bug, these Silverline bearings provide the robust foundation your internal rotating assembly demands.

FITMENT

• Volkswagen Type 1: 1966-1977 Beetle and Super Beetle (1300cc, 1500cc, and 1600cc engines).
• Volkswagen Type 1: 1966-1974 Karmann Ghia.
• Volkswagen Type 2: 1963-1971 Bus / Transporter (1500cc and 1600cc upright engines).
• Volkswagen Type 3: 1962-1973 Fastback, Squareback, and Notchback (1500cc and 1600cc).
• Volkswagen Type 181: 1973-1974 Thing.
• Custom Applications: Ideal for Dune Buggies, Sand Rails, and Trikes utilizing a VW Type 1 based engine case.

SPECS

• Brand: Silverline (High-Quality Steel-Backed Alloy).
• Case Bore (Oversize): .020 inches (0.50mm) - For cases machined to a larger diameter.
• Crankshaft Journal (Undersize): .040 inches (1.00mm) - For cranks ground to a smaller diameter.
• Thrust Surface (Oversize): .080 inches (2.00mm) - For cases with a machined thrust face.
• Material: Heavy-duty steel backing with a high-tin content bearing surface for reduced friction.
• Part Number: 111-198-479OS+2 (EMPI 98-1611-S).
• Engine Compatibility: 1300cc to 1600cc based dual-relief and single-relief cases.
• Manufacturing Origin: Mexico.

PRO TIPS

Pro Tip 1: Triple-Check Your Machinist''s Work. Before you even open the assembly lube, you must verify the dimensions of your engine case and crankshaft with a high-quality micrometer and bore gauge. It is a common mistake to assume the machine shop hit the exact .020/.040/.080 mark. Measure the main journals on your crank and the line-bore diameter of your case. If your measurements don''t align with the bearing specs, you will face oil pressure issues or, worse, a seized engine. Never rely on the labels on the box alone; the "measure twice, build once" rule is the law in air-cooled engine assembly.

Pro Tip 2: Align the Dowel Pins Perfectly. When installing these main bearings into the case halves, pay extremely close attention to the dowel pins. The bearings must be fully seated onto the pins; if the bearing is slightly "cocked" or sitting on top of the pin, the case halves will not crush together properly when torqued. This can lead to a cracked case or a destroyed bearing. We recommend a light "dry fit" of the bearings into the case to ensure they click into place. Also, always check that the oil holes in the bearings perfectly align with the oil galleries in the case to ensure your crankshaft gets the lubrication it needs.

Pro Tip 3: Manage Your End-Play with Precision. Since these bearings feature a .080 thrust cut, you are dealing with a case that has been significantly modified. After installing the crankshaft and torquing the case halves, you must check your crankshaft end-play using a dial indicator. Your target is typically between .003 and .005 inches. If your end-play is too tight, you risk burning up the thrust bearing; if it''s too loose, you''ll experience "hammering" that will ruin the case. Use high-quality flywheel shims to fine-tune this measurement, and always double-check the movement after the flywheel is torqued to its final spec.