Service Bulletin

Service Bulletin Number: 5411180 Released Date: 05-apr-2016

Crankshaft Reuse Guidelines

Crankshaft Reuse Guidelines

Introduction
This bulletin provides specific visual inspection criteria and reuse guidelines for crankshafts on
specific Cummins® engines listed below.

ISX CM570
ISX CM870
ISX CM871
ISX CM871 E
ISX12 CM2350 X102
ISX12 G CM2180 EJ
ISX12/ISX11.9 CM2250
ISX15 CM2250
ISX15 CM2250 SN
ISX15 CM2350 X101
PowerGen QSX15 CM2250
PowerGen QSX15 CM2250 ECF
QSX CM570
QSX11.9 CM2250 ECF
QSX15 CM2250 ECF
QSX15 CM2250 X115
QSX15 CM2350 X105
QSX15 CM2350 X106
X15 CM2350 X114B
X15 CM2350 X116B

This bulletin is intended for:

Progressive damage inspections following a debris-generating malfunction causing

contamination of the lubricating oil system.
Providing high quality, low repair cost guidance for reuse during progressive damage
inspections.
Crankshafts that are installed in the cylinder block, and the engine is installed in the
equipment chassis.
Photographs within this bulletin often depict a crankshaft removed from the cylinder block for
optimal clarity; however, repair locations are encouraged to perform crankshaft inspection while
installed in the engine block and equipment chassis.
Note : If evaluating a crankshaft for reuse during an engine rebuild or overhaul, or the
engine or crankshaft requires complete removal from the chassis to inspect, follow the
more comprehensive crankshaft inspection and reuse criteria within Procedure 001-
016 in Section 01. See the corresponding Service Manual.

Diagnostic Procedures
Similar to the diagnosis of an engine bearing failure, the best practice is to understand as much as
possible about the typical operation and service history of the engine during progressive damage
investigations, particularly following debris generating failures within the lubricating oil system. To
effectively evaluate a crankshaft for reuse, the condition of the bearings needs to be understood.
Bearing analysis will reveal a significant amount of information about engine operation,
maintenance, and any sources of external debris. A comprehensive guide to engine bearing
analysis can be found in Service Bulletin 3810387, Analysis and Prevention of Bearing Failures.
Crankshaft reuse criteria can be independent of the bearing condition. Bearings can be deemed
beyond reuse while the crankshaft journals show minimal or no damage. However, understanding
the condition and severity of damage to the bearings will aid with identification of potential
crankshaft damage categories.

Historically, crankshaft journal inspection criteria stated that surface imperfections identified by
‘catching a fingernail’ do not meet reuse. Although many of the descriptions below still advise
using a fingernail to detect the presence of damage, the result of this method does not necessarily
imply the crankshaft is damaged beyond reuse. Repairs for this type of imperfection ranged from
light polishing to complete crankshaft or engine replacement. Analysis and testing of these
components have revealed that all tested components meeting the reuse guidelines outlined in
this document would have continued to operate reliably for the duration of engine life. The results
of these inspections are documented below into the various categories of damage. The design of
the lubricating oil supply, bearing, and crankshaft system is such that a certain level of crankshaft
damage can be tolerated. The visual guidelines and descriptions below should be used to make a
high quality, cost effective reuse decision.

Definitions
Scoring

Scoring is the most common type of damage. Surface scratches appearing radially around
the circumference of the crankshaft journal. Typically, this condition is indicative of foreign
debris in lubricating oil.
Frosted Bands

High-density microdenting, appearing frosted (white) in appearance. Frosted bands are

typically not detectable with a fingernail. Crankshaft journal frosting could be a result of stray
electrical current through the engine (faulty ground in the equipment’s electrical system or an
improperly grounded electrical component on the engine).

Varnishing

Surface film of oxidized oil. Brown or blue in appearance. Varnishing is typically not
detectable with a fingernail. Moderate varnish build-up on the crankshaft journal is an
indication of high-temperature operation and/or extended oil drain intervals.

Raised Burrs

Displaced crankshaft journal material. Typically this is a result large hard particles in the
lubricating oil. This damage is similar to scoring but leaves a raised burr along the length of,
or at the termination point of the score tracer. The images in Figure 6 highlight a raised burr.
This damage is detectable with a fingernail, and in nearly all cases the crankshaft will not be
reusable.

Heat Distress (Bluing)

Heat distress differs from varnishing in the cause, however often looks similar in appearance.
Heat distress is discernable from varnishing and typically affects much larger areas of the
crankshaft journal and throw. A blue hue will be apparent even throughout the raw forged
surface, however, not all bluing is detrimental. Bluing is a byproduct of induction hardening of
the crankshaft journals and fillet radii. Often part of the crankshaft throw has a blue hue
indicating the extent of the hardening process and is not detrimental to the performance of
the crankshaft. Comparison to crankshaft journals where no bearing damage occurred can
help identify the normal blue hue from induction hardening from the blue hue resulting from
heat generation of bearing failure.

Inspection and Repair Instructions

 WARNING 
When using solvents, acids, or alkaline materials for cleaning, follow the manufacturer’s
recommendations for use. Wear goggles and protective clothing to reduce the possibility
of personal injury.

 WARNING 
Wear appropriate eye and face protection when using compressed air. Flying debris and
dirt can cause personal injury.
Cleaning the crankshaft journals while installed in the cylinder block can be difficult, but must be
completed to make an accurate assessment for reuse. Use a lint free cloth/paper and contact
cleaner/safety solvent to clean the journals when the bearing shells are removed. If the connecting
rods have been removed and the main bearings are being inspected or replaced, spray cleaner
into the oil drilling in the rod journal to flush any residual oil and dirt into and out of the oil drilling in
the main bearing journal. Rotation of the crankshaft may be necessary to make sure the contact
cleaner has an adequate drain path. Use clean compressed air to blow out the drilling.

Basic inspection sequence following a debris-generating component malfunction begins by

removing the number 4 and number 1 main bearing caps and bearings. If no damage is observed
to these main bearing shells, further inspection is not necessary. On the products listed above,
the number 4 main bearing journal is the first to receive lubricating oil. The number 1 main bearing
journal is inspected to evaluate how far debris has spread through the lubricating system.
Typically, more oil borne debris is found embedded in the main bearings than the rod bearings.
The main bearings receive lubricating oil first and have a greater surface area to embed more of
the debris. After inspection of the main bearings and crankshaft journals using the guidelines
presented in this document, use the chart below to determine the appropriate repair direction.

Table 1, Repair Direction Following Main Bearing and Crankshaft Journal Inspection
Main Bearings
Crankshaft Reuse
Reuse Criteria Repair Direction Further Inspections
Criteria Met2?
Met1?
Re-install original
Yes Yes None.
components.
Replace all main Connecting rod
No Yes
bearings with new. bearings.
No No See Warranty Considerations Section Below.

1. Use guidelines presented in Service Bulletin 3810387, Analysis and Prevention of Bearing
Failures.
2. Use guidelines presented below in Table 2 of this bulletin.

Warranty Considerations
Only damage categories for non-catastrophic failure modes are shown in the Reuse Guidelines
Section below. Any crankshaft exhibiting cracks, gross spalling/galling, or bearing seizure can not
be reused.

If the crankshaft does not meet reuse guidelines:

 Dealers should contact RAPIDSERVE™ Catastrophic group for preauthorization if the engine
is under warranty.
Cummins® Distributors should follow their local catastrophic process or contact
RAPIDSERVE™ Catastrophic group for repair direction if the engine is under warranty.

Reuse Guidelines
Objective analysis of crankshaft journal condition, as represented in Figures 1 through 7, can be
made by following the reuse information presented in Table 2. The reuse criteria applies equally to
the crankshaft main bearing journal and crankshaft connecting rod journal.

Table 2, Reuse Guidelines for Figures 1 through 6

Figure Damage Category Reuse
1 New/Normal Condition Unconditional Reuse1
2 Scoring - Minor to Moderate Unconditional Reuse1
3 Scoring - Heavy to Severe Do Not Reuse
4 Frosted Bands Unconditional Reuse1
5 Varnishing Conditional Reuse2
6 Raised Burr Conditional Reuse2

1. Unconditional Reuse – Do not replace crankshaft.

2. Conditional Reuse – Reference the description following each of the images depicting the
type of damage.

Note : For all Figures below, scratches or scores appearing across the journal are not
a result of damage during operation, but are typically a result of installation,
disassembly, or handling practices.

New/Normal Condition
 Figure 1, In-Service Rod and Main Journal – Normal Condition – Unconditional Reuse
Appearance

Figure 1 is representative of undamaged crankshaft journals in operation. Note that oily

residue observed is a result of cleaning and is not an indication of bluing or varnishing
depicted below.

Cause

Normal.

Action

Unconditional Reuse.

Scoring - Minor to Moderate

 Figure 2, Journal Scoring – Minor to Moderate – Unconditional Reuse
Appearance

Figure 2 shows traditional journal scoring. The scores shown can be felt with a fingernail, but
just barely disrupt the surface material. Traverse motion with a fingernail could be interrupted
slightly, but not with an abrupt ‘catch of the fingernail’. These surface disruptions are minor
and do not create a raised burr along the edge of the score.
Cause

Debris in the lubricating oil.

Action

Unconditional Reuse.
The quantity and relative location of the scores are important. A small number of visible score
marks away from the fillet radii and evenly distributed across the bearing surface are
acceptable

Scoring - Heavy to Severe

 Figure 3, Journal Scoring – Heavy to Severe Damage – Do Not Reuse

Appearance

The images in Figure 3 show greater degrees of journal scoring in increasing order of severity
from left to right. These scores can be felt with a fingernail, but traverse motion will be
frequently and abruptly interrupted. These scores are more numerous, and/or more
concentrated. The depth of these scores is sufficient to raise a burr along the edge of the
score.

Cause

Debris in the lubricating oil.

Action

Crankshafts with scored journals of this severity must not be reused.

Frosted Bands
 Figure 4, Frosted Bands – Unconditional Reuse

Appearance

The images in Figure 4 depict frosted bands. Frosted bands can rarely be felt with a
fingernail, and are primarily cosmetic.

Cause

A common cause of frosted bands is very fine particle contamination in the lubricating oil,
which does not result in scoring.

Action

Unconditional Reuse.

Varnishing
 Figure 5, Journal Varnishing – A and B, Unconditional Reuse – C, Do Not Reuse

Appearance

The images in Figure 5 show varying degrees of varnish build-up in increasing severity from
left to right. Analyzing varnish build-up depends on a combination of coverage and color.
Image A and B of Figure 5 represent mild to moderate varnish build-up with a tan to brown
color and do not show defined witness marks at the edge of the bearing surface. Over time,
this level of varnishing will clean from the surface with the normal operation of fresh engine
lubricating oil.
The varnish build-up shown in image C of Figure 4 is more progressed and may lead to
reduced crankshaft running clearance. The color of the build-up in image C is purple to black
and has witness marks that define the edge of the bearing surface indicated by the white
lines.
Cause

Varnish build-up is a result of lubricating oil oxidation due to excessive heat and/or extended
oil drain intervals, among other less common sources of contamination.

Action

The crankshafts from images A and B can be reused.

The crankshaft from image C must not be reused.

Raised Burr
 Figure 6, Raised Burr as a Result of Deep Scoring – Conditional Reuse

Appearance

The images in Figure 6 show a burr remaining as a result of deep scoring. Burrs are typically
observed at the end of a non-continuous score.
Cause

Raised burrs is typically due to contaminated engine lubricating oil.

Action

Attempt to remove the burr by lightly polishing the area with crocus cloth or emery paper. If
successfully removed, the remainder of the damage must be assessed by the criteria shown
for scoring in Figures 1 and 2. If the burr can not be removed after an attempt to polish, the
crankshaft must be replaced.

Document History
Date Details
2016-4-5 Module Created

2016-8-18 Updated Product Affected section.

Last Modified: 23-Feb-2017