Main Bearings, .020 Case, Standard Crank, Standard Thrust

OVERVIEW

When it comes to rebuilding your classic air-cooled Volkswagen engine, the foundation of your build relies entirely on the precision and quality of your main bearings. These EMPI Main Bearings are specifically engineered for engines where the engine case has been line-bored .020 inches (0.50mm) over stock, yet the crankshaft remains at the factory standard dimension and the thrust surface has not been cut. In the world of VW restoration, a "pounded out" or warped case is a common hurdle, and line-boring is the professional solution to restore perfect concentricity to the main bearing saddles. By utilizing these .020 case-oversize bearings, you ensure a snug, high-tolerance fit that restores oil pressure and provides the stability needed for a long-lasting engine life. Whether you are building a stock 1600cc daily driver or a spirited weekend cruiser, these bearings provide the essential interface between your rotating assembly and the engine block.

Precision is the name of the game in air-cooled performance, and EMPI delivers with this aluminum-backed bearing set. Unlike inferior alternatives, these bearings are designed to handle the thermal expansion rates of your magnesium or aluminum VW case, ensuring that tolerances remain consistent even as engine temperatures rise during long summer drives. The aluminum-alloy construction offers excellent embedability, allowing any microscopic debris to be trapped within the bearing material rather than scoring your expensive crankshaft journals. As a master builder knows, you cannot compromise on the "bottom end." These bearings offer the perfect balance of durability and low-friction performance, ensuring that your Beetle, Bus, or Ghia remains on the road for another generation. Don''t settle for "close enough" when you can have the exact fitment required for a professionally machined engine case.

FITMENT

This main bearing set is designed for Type 1 based air-cooled engines (1300cc, 1500cc, and 1600cc) with a .020" (0.50mm) line-bored case, standard crankshaft journals, and standard thrust. Specific model fitment includes:

• Volkswagen Beetle: 1950 through 1979 (Sedan and Convertible)
• Volkswagen Karmann Ghia: 1956 through 1974
• Volkswagen Bus / Transporter: 1950 through 1971 (Type 2 with Type 1 based upright engines)
• Volkswagen Type 3: 1962 through 1973 (Fastback, Squareback, Notchback)
• Volkswagen Thing: 1973 through 1974
• Custom Applications: Dune Buggies, Sand Rails, and Trikes utilizing a VW Type 1 engine case

SPECS

• Part Number: 111-198-471
• Case Bore Dimension: .020" (0.50mm) Oversize
• Crankshaft Journal Dimension: Standard (Stock)
• Thrust Surface Dimension: Standard (Stock)
• Bearing Material: High-Quality Aluminum Alloy Backed
• Engine Compatibility: 1300cc, 1500cc, 1600cc, and 1600cc based stroker engines
• Component Count: Complete set for one full engine assembly
• Manufacturer: EMPI

PRO TIPS

1. Always Verify Your Machinist''s Work

Even if your machine shop tells you they bored the case .020" over, you should never take it on faith alone. Before you begin your final assembly, use a high-quality dial bore gauge or a micrometer to measure the internal diameter of the main bearing saddles in the case. Cross-reference these measurements with the outside diameter of your new EMPI bearings. A proper "crush" fit is vital for heat dissipation and to prevent the bearing from spinning within the case. If the case was bored incorrectly, or if you use the wrong bearing size, you risk immediate oil pressure loss and catastrophic engine failure within the first few miles of operation.

2. The Importance of Oil Passage Alignment

One of the most common mistakes during a VW engine build is failing to properly align the oil holes in the bearings with the oil galleries in the engine case. When installing the .020 case bearings, pay close attention to the locating dowel pins. Ensure the pins are fully seated and that the bearing is not "riding" on top of the pin, which would prevent the case halves from sealing correctly. Once the bearings are seated, look through the oil holes to ensure there is a clear, unobstructed path for the oil to reach the crankshaft. If the hole is partially blocked, you will starve the journal of lubrication, leading to a "spun" bearing and a ruined crankshaft.

3. Use Proper Assembly Lubricant, Not Just Engine Oil

During the initial startup of a freshly rebuilt engine, there is a brief window of time before the oil pump can fully prime the system and provide pressurized lubrication to the main bearings. Standard motor oil is too thin and will often run off the bearing surfaces during the assembly process. Always use a dedicated, high-tack engine assembly lube on the bearing faces. This specialized lubricant provides a protective film that prevents metal-to-metal contact during those first critical rotations of the crankshaft. Additionally, always hand-prime your oil system by spinning the engine with a drill or by hand before installing the spark plugs to ensure oil has reached every corner of the bottom end.