Lotus Elan and Lotus Elan Plus 2 Forums

A week or so ago I adjusted the valve clearances. While doing this I noticed the camshaft bearings were a bit worn so I ordered some new ones. These have arrived and I took them out of the shrink wrap to compare with photos of the current ones.

They're made by ACL (which seem to be the same as supplied by most of the usual suspects). All but one look OK with nothing but minor machining marks. The other is one of the four smaller bearings and there's a small triangular nick in the side (I've tried to photograph it but it's not easy). I expect it's fully useable, but wondering whether I should return them?

Thanks!

Not on a load bearing part of the bearing. Won't cause any issues.

That's pretty small, don't think I would worry about it.

I would get it changed out of principle and because it might pray on your mind(if you are anything like me). Also if you have paid for a new part you should receive it in perfect condition.
Can’t see that it would cause any issues though.
Regards
Ed

Many thanks for the replies. These will now be a spare set, as a NOS set of Vandervell bearings appeared on ebay today I can usually guarantee that a NOS part will turn up the minute I give up looking and order a modern repro...

Vandervell spot on and for me the best.
Alan

Nothing wrong with ACL (ACL = Australian Components Limited). Now owned by Mahle. ACL were derived from Repco who were original equipment bearing and gasket suppliers for all the OEM manufacturers here in Australia (Holden, Ford and Chrysler). Repco used to have a big R&D division and dabbled in F1 engines during the 1960's.

I was perfectly happy to use the ACL bearings but prefer original if possible. BTW, Mahle make motorsport bearings in the UK (http://www.marmotorsport.com/products/mahle-motorsport-bearings/). Is this what became of Vandervell?

Edit:

Yes, https://vandervell.co.uk/ goes to Mahle motorsport.

You have to be careful with NOS bearings too. Unless properly sealed against moisture they can develop "black spotting" from surface oxidation. I'm not sure weather this affects the durability (I've only ever used bearings so affected for trail assembly purposes only) or performance but given the choice I for one would prefer to have an inconsequential small nick in a part of the bearing that is totally non load bearing.

Hi Rob,

it sounds like you reset the clearances on the old bearings, remember to check your clearances again when your new bearings are in and torqued down

Iain

Not intending to do it just yet - want to get some driving in first as it's been off the road for most of lockdown (refurbed hubs/calipers/discs/pads and clutch master/slave). But I'll remember to recheck the clearances. I guess with new bearings they can go wide

draenog wrote:Not intending to do it just yet - want to get some driving in first as it's been off the road for most of lockdown (refurbed hubs/calipers/discs/pads and clutch master/slave). But I'll remember to recheck the clearances. I guess with new bearings they can go wide

In my experience with new bearings the cam clearances normally close up a little as its the shell in the top cap that wears the most due to the spring loads on the cam pushing up. The exception to this can be the exhaust side first bearing as this also carries the downward chain load so the shell in the head also wears more.

cheers
Rohan

I remember the first head rebuild I did on my car 40 odd years ago the new cam bearings I ordered were sent to me loose in a bag....
You can imagine the mayhem of nicks and bumps everywhere.
I was so desperate to get the car back on the road I didn't even contemplate returning them as this was pre courier days and would have taken way too long.
So I got a smooth nosed punch and flattened all the nicks down, spun the cams up with an electric drill to check, ( initially minus buckets/valves ), and , as they spun ok, put it all together.
There were no problems and it all ran happily until redone 25 years later.

Ralph.