For sale : whitemetal bearings

WolseleyWD & Ruston PB/PT Main Bearings

Finding no supplier for new bearings for my Wolseley WD2, I decided to have a go at home production. My experiments were eventually rewarded by a casting which can be machined to suit the main bearings to suit the following engines -

The bearings are not identical to the originals in the case of WD1 and Ruston PB, but are a working compromise.

The alloy used is approximately to BS3332A (89% tin, 7.5% antimony, 3.5% copper) which should give longer service life than the original lead-based Wolseley bearings.

The bearings are available as a rough casting for home machining (machining guide provided), or fully finished.

The photo above shows a new bearing on the left and an original Wolseley WD2 bearing on the right.

COSTS

The following items are not currently available due to lack of alloy - the price is that which would be charged if new alloy is sourced .

I am trying to decide if it is worth continuing to make bearings as alloy costs have increased more than threefold since I first offered the bearings for sale. The cost of a pair of new bearings is now close to the cost of a scrap engine which may have servicable bearings - it makes me wonder if it makes sense to continue.

If interested please e-mail webmaster@skiprat.net to enquire about current availability and delivery time (I am not a professional engineer, so machining bearings has to take second place to earning a living). My remaining stock of WD2 bearings exist as part machined items which are finished to order which allows me to customise the bore if necessary. When current stocks are sold, the price will have to rise to £35 (if I decide to continue production).

Do you really need new bearings?

I am often approached for bearings when the problem is oil leakage or excessive crankshaft end float. New bearings will not cure these problems. The bearings have an oilway across the entire width of the bearing surface so an oil seal as originally fitted is required. A bronze washer fitted next to one or both of the crank webs is a far more cost effective remedy for the end float problem.

A new bearing is required if the bearing bore itself is genuinely worn with the crankshaft journal still at its original diameter. If the crankshaft journal has worn undersize a new bearing alone will not cure the problem as the bearing is not split and has to slip over the unworn section of crankshaft to reach the journal. The cure here is to have the crankshaft skimmed and order a bearing with customised bore. I cannot skim crankshafts on my small lathe - you need to find a local engineer to do this.

Details of the production process are outlined on the linked Whitemetal bearing production page.

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