Ford E9DZ-6V303-BRM Remanufactured Crankshaft Kit

Crankshaft installation is the first major step in engine reassembly, assuming the engine block and crankshaft have been cleaned, inspected, and repaired or reconditioned. Position the engine with the bottom facing up, then remove the main bearing cap bolts and lift out the caps, laying them out in the proper order for correct installation. If old bearing inserts are still in place, remove them from the block and caps, and wipe the main bearing surfaces with a clean, lint-free cloth to ensure cleanliness. Clean the back sides of the new main bearing inserts and place one half in each main bearing saddle in the block, with the corresponding half in the main bearing cap, ensuring proper alignment of tabs and oil holes. The flanged thrust bearing must be installed in the third cap and saddle. Clean the bearing faces in the block and crankshaft main bearing journals, checking the oil holes in the crankshaft for dirt. Once the crankshaft is confirmed clean, carefully lay it in position in the main bearings. Before permanent installation, check the main bearing oil clearance using appropriately sized pieces of Plastigage placed on each crankshaft main bearing journal. Clean the bearing faces in the caps and install them in their respective positions with arrows pointing toward the front of the engine, tightening the main bearing cap bolts in three steps to the specified torque without rotating the crankshaft. After removing the bolts and lifting off the main bearing caps, compare the width of the crushed Plastigage to the scale on the container to determine the main bearing oil clearance, ensuring it meets specifications. If the clearance is incorrect, verify that no dirt or oil was present during measurement, and if necessary, consider different bearing inserts. Carefully scrape off any Plastigage material from the main bearing journals and bearing faces, then lift the crankshaft out, clean the bearing faces in the block, and apply a thin layer of clean moly-base grease or engine assembly lube to each bearing surface, including the thrust faces. After ensuring the crankshaft journals are clean, lay the crankshaft back in place, clean the bearing faces in the caps, apply lubricant, and install the caps with arrows pointing toward the front, followed by the bolts. Tighten all except the third cap bolts to the specified torque, then tighten the third cap bolts to 10-to-12 ft-lbs, tapping the ends of the crankshaft to align the thrust surfaces before retightening all main bearing cap bolts. For manual transmission models, install a new pilot bearing in the end of the crankshaft, then rotate the crankshaft by hand to check for binding. Finally, check the crankshaft end play with a feeler gauge or dial indicator, ensuring it is correct if the thrust faces are not worn or damaged and new bearings are installed, followed by the installation of the rear main oil seal.

Clean the crankshaft with solvent and dry it with compressed air while wearing eye protection. Ensure the oil holes are cleaned with a stiff brush and flushed with solvent. Check the main and connecting rod bearing journals for uneven wear, scoring, pits, and cracks. Rub a penny across each journal several times; if copper rubs off and embeds in the crankshaft, the journals should be reground. Remove all burrs from the crankshaft oil holes with a stone, file, or scraper, ensuring the oil holes are chamfered to prevent gouging or scratching new bearings. Inspect the rest of the crankshaft for cracks and other damage, and have it magnafluxed to reveal hidden cracks. Measure the diameter of the main and connecting rod journals with a micrometer, comparing the results to the specifications, and check for taper and out-of-round conditions by measuring at several points around each journal's circumference. If the crankshaft journals are damaged, tapered, out-of-round, or worn beyond the specified limits, have the crankshaft reground by an automotive machine shop, using the correct size bearing inserts if reconditioned. The crankshaft journals cannot be machined more than 0.010 inch under the standard dimension, and the rear journal on supercharged engines cannot be refinished as it is already 0.010 inch under size. Check the oil seal journals at each end of the crankshaft for wear and damage; if grooves, nicks, or scratches are present, the new seals may leak upon reassembly. An automotive machine shop may repair the journal by pressing on a thin sleeve, but if repair isn't feasible, a new or different crankshaft should be installed. Examine the main and rod bearing inserts for further assessment.

The crankshaft can only be removed after the engine has been taken out of the vehicle, assuming that the flywheel or driveplate, vibration damper, timing chain, oil pan, oil pump, and piston/connecting rod assemblies have already been detached. Before removal, check the endplay by mounting a dial indicator with the stem aligned with the crankshaft and touching one of the crank throws. Push the crankshaft to the rear and zero the dial indicator, then pry it to the front and check the reading; the distance moved indicates the endplay. If it exceeds specifications, inspect the crankshaft thrust surfaces for wear, and if no wear is found, new main bearings should resolve the issue. If a dial indicator is unavailable, feeler gauges can be used by pushing the crankshaft to the front and slipping the gauges between it and the thrust main bearing to measure clearance. Check the main bearing caps for markings indicating their locations, ensuring they are numbered consecutively from front to rear; if not, mark them with number stamping dies or a center punch near one of the bolt heads. Main bearing caps typically have a cast-in arrow pointing to the front of the engine. Loosen each cap bolt a quarter turn at a time until they can be removed by hand, gently tapping the caps with a soft-face hammer if needed, and using the bolts as levers to avoid dropping the bearing inserts. Carefully lift the crankshaft out, ideally with assistance due to its weight, and with the bearing inserts in place, return the caps to their original locations on the engine block and tighten the bolts finger tight. It is important not to refinish the crankshaft journals beyond 0.010 in. (0.25 mm) to prevent fatigue failure, and for supercharged engines, do not refinish the crankshaft at all as the journals are already undersized by 0.010 in.