Main Bearings, .080 Case, Standard Crank, .080 Thrust

OVERVIEW

When you are deep into a performance engine build or a vintage restoration, discovering that your engine case has seen better days can be a daunting realization. However, before you consider scrapping that valuable magnesium or aluminum housing, these EMPI Silverline Main Bearings offer the ultimate solution for cases that have been bored to the absolute limit. Specifically engineered for a case that has been line-bored .080 inches (2.0mm) over and a thrust surface that has been machined .080 inches (2.0mm) deep, these bearings are the "last chance" savior for high-mileage or previously damaged engine blocks. By utilizing a standard crankshaft journal size, these bearings allow you to pair a fresh or perfectly turned stock-spec crank with a case that required heavy machining to reach true alignment and structural integrity.

Quality is paramount when dealing with such specific tolerances, which is why these Silverline brand bearings are the industry standard for air-cooled professionals. Constructed with a heavy-duty steel backing and a high-grade bearing surface material, they provide the thermal stability and load-bearing capacity required for the high-revving nature of the Volkswagen Type 1 engine platform. Whether you are building a rugged off-road rail, a daily-driven Beetle, or a weekend-warrior Ghia, these bearings ensure that your oil pressure remains consistent and your rotating assembly stays perfectly centered. Don''t settle for inferior components when your engine''s longevity is on the line; trust in the precision of Silverline to keep your air-cooled investment humming for years to come.

FITMENT

These main bearings are designed for Volkswagen Type 1 based engines (1200cc to 1600cc+) and fit a wide variety of air-cooled models, provided the case and thrust surfaces have been machined to the .080 / .080 specifications:

• Volkswagen Beetle: 1961-1979 (Standard and Super Beetle)
• Volkswagen Karmann Ghia: 1961-1974
• Volkswagen Bus / Type 2: 1961-1971 (Up to 1600cc Dual Port)
• Volkswagen Thing / Type 181: 1973-1974
• Volkswagen Type 3 (Squareback, Fastback, Notchback): 1962-1973
• Custom Dune Buggies, Sand Rails, and Trikes: Utilizing Type 1 VW engine cases.

SPECS

Precision measurements are critical for a successful engine build. Below are the technical specifications for the 111-198-49180 bearing set:

• Brand: Silverline (Distributed by EMPI)
• Case Bore Diameter: .080 inches (2.0mm) Oversize
• Crankshaft Journal Diameter: Standard (Stock)
• Thrust Surface Width: .080 inches (2.0mm) Oversize
• Construction: Steel-backed for maximum rigidity and heat dissipation
• Material: High-performance bearing alloy for reduced friction
• Country of Origin: Mexico
• Interchange Part Number: 111-198-49180
• Weight: 0.85 lbs

PRO TIPS FROM THE SHOP

Measure Twice, Order Once

In the world of air-cooled VW engine building, you cannot simply guess the size of your line bore. Because many of these cases have been rebuilt multiple times over the last 50 years, the markings on the case might not reflect the current bore size. Before ordering, use a high-quality dial bore gauge to measure the main bearing saddles in the case and a micrometer to verify your crankshaft journals. These .080/.080 bearings are very specific; if your machinist only took the case to .040 or .060, these will not fit. Ensuring your measurements match the .080 case, standard crank, and .080 thrust specs is the only way to guarantee a proper oil film clearance.

Check for Case "Pound Out" and Burrs

When a case requires an .080 thrust cut, it usually means the original thrust surface was severely "pounded out" by a heavy clutch or lack of lubrication. Before installing these Silverline bearings, meticulously inspect the thrust area for any remaining burrs or sharp edges left behind by the machining process. Use a fine deburring tool or 400-grit sandpaper to lightly smooth the edges of the bearing saddles. This ensures the bearing sits perfectly flush against the case. If the bearing does not seat fully, it can lead to premature wear or "spun" bearings, which will ruin your case and your crankshaft in short order.

Proper Lubrication During Assembly

Dry starts are the leading cause of bearing failure in newly rebuilt engines. When installing these bearings into the case, apply a generous amount of high-zinc assembly lube to the bearing faces that contact the crankshaft. However, keep the "back" of the bearing (the side that touches the engine case) clean and dry, or use only a very light film of oil if specified by your machinist. You want the bearing to "grip" the case to prevent rotation, while the crankshaft needs to glide on a layer of lubricant. Additionally, ensure the oil holes in the bearings align perfectly with the oil galleries in the case; even a slight misalignment can restrict oil flow to the rest of the engine.