KING ROD BEARINGS FOR BBF FORD SIZE 429-460 ENGINES. 010 UNDER SIZE
We have used King bearings exclusively in every engine we have built for the past 20 years. The King bearings are not only of outstanding quality, but they are very unique in design. Here is where quality, design, and value all come together. These are simply the best bearings on the market. This particular series is intended for use on most all style rods, intended for use on all cast nodular, cast iron and cast steel crankshafts. When running 4340 forged crankshafts, this is not the style bearing recommended, as the HP series main bearings have a different design due to the built in radius on the journals of most 4340 crankshafts.
This auction is for a full set of rod bearings 010 UNDER We also have rod and main bearing combos available, as well as various sizes. See our other listings.
We have ran the King bearings in brutal applications, and never experienced a failure. The King Bearing company are manufactor engine bearings only. They also offer a high end race series bearing, and are used in engines costing $50,000.00 or more. The name King may not be as well known as some others, but rest assured, they are very well known in the racing industry as the ultimate bearing company. Below are some of the unique features about these bearings. The King bearings are perfect for most street/strip engines. This is one area you should never take short cuts to save a few dollars. We wouldn't even consider using or selling some of the low end bearings on the market.
Engine bearings are a very critical item, and must be of high quality. We know for a fact that there are many inferior bearings on the market, and many of the so called name brands outsource the product to manufactors that simply are not into building high end bearings. They don't address any of the critical factors such as metulargy and design. The King bearing company specializes in engine bearings, and are at the forefront of technology when it comes to making bearings. We never have considered anything but this line of bearings, and cost was certainly not a factor, as we are very aware that an engine bearing has to be perfect and should it cost slightly higher than most others, it's well worth it.
THE BENEFITS OF USING KING ENGINE BEARINGS
Tri-metal vs. Bi-metal Bearings
Traditional rod and main bearing construction is based upon a three layer configuration composed of a steel backing, a copper-lead layer and a very thin overlay of babbitt material only .0005" - .0008" thick.
King’s bearing uses just two layers, a high strength steel backing plus a bonded layer of "Alecular" bearing material .012" - .015" thick.
Alecular material is used exclusively by King. It is an alloy of aluminum, tin, copper and several other elements. Because it is an alloy, it maintains its properties throughout its entire depth, delivering consistent and reliable performance.
Benefit No.1 - Particle Embedability
More than half of engine bearing failures are caused by metallic particles which scratch crank journals and tear or weaken thin babbitt overlays such as in the tri-metal bearing.
Since King’s Alecular bearing layer is much thicker than the babbitt overlay (.015" vs. .0008"), it provides eighteen (18) times more embedability than a tri-metal bearing to catch and hold particles so they don’t scratch the crank journals. This is especially true for particles over .0004" in diameter which cause most of the damage.
Benefit No. 2 - Conformability
The much thicker layer of Alecular bearing material (.015" vs. .0008") allows the bearing to conform to problems such as metal to metal contact when there is mis-alignment present or the connecting rods stretch. Greater conformability means fewer bearing failures.
Benefit No. 3 - Temperature Resistance
The Alecular material’s melting/fatigue point is over 11000 F, almost three times that of the thin babbitt overlay in a tri-metal bearing (400OF). This means added protection against localized overheating due to mis-alignment, detonation, overloading, loss of coolant, etc.
Benefit No. 4 - High Load Capacity
Alecular bearings successfully withstand the stresses of blown, nitro-methane burning Top Fuel dragsters generating 5,000 hp at 8,000 rpm and in 700 hp circle track engines running for extended periods of time. The same metallurgical alloy is used in King’s street bearings that is used in King’s High Performance bearings, so the regular bearing user gets the advantage of the alloy developed and used in race engines.
Benefit No. 5 - Control of Wall Tolerance
Bearing -to- journal clearances on main and connecting rod bearings can be affected by several variables, all of which the engine builder must try to control. King has removed concerns about inconsistent shell to shell bearing wall thickness by the use of statistical control methods to keep wall thickness to very limited variation.
Other manufacturers produce bearings whose wall thickness at the crown can vary by up to + .00025". King bearings are produced using "Bull's Eye" specs which set a higher standard of controlling the wall thickness, permitting no more than + .00010" variation of the desired thickness.
The benefits of tight control of wall thickness tolerance are:
- Improved consistency of bearing to journal clearance. No more trying different bearings within a set to get the "right" fit.
- Superior eccentricity and crush relief values for a better oil "wedge" and less journal wear.
- Less taper across the bearing face, meaning superior wall stability, a more parallel wall and better oil film development.
- Crankshaft grinder does not need to grind cranks "fat" or "thin" to compensate for bearing variations.
Benefit No. 6 - Crankshaft Endplay
All bearing companies solve crankshaft journal wear by supplying oversized bearings. However, King went two steps further with the development of Max Flange and Pro Flange. Max Flange reduces endplay by supplying the flange on the high side of the tolerance to compensate for crankshaft thrust surface wear; this process is used on all King bearings. Pro Flange are bearing sets supplied with oversized flanges allowing the thrust surface to be ground to .010", .020", or .030" undersize.
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