Acura 13310-P73-J00 Crankshaft

The crankshaft can only be removed after the engine has been taken out of the vehicle, assuming that the flywheel or driveplate, timing belt, oil pan, oil pick-up tube, oil pump, baffle plate, and, for specific DOHC non-VTEC engines, the piston/connecting rod assemblies have already been detached. Before removing the crankshaft, check the endplay by mounting a dial indicator aligned with the crankshaft and touching the end, ensuring the main caps and main-cap bridge are in place and torqued. Push the crankshaft to the rear and zero the dial indicator, then pry it to the front to check the reading; the movement indicates the endplay, which should be corrected if it exceeds specifications. If a dial indicator is unavailable, feeler gauges can be used to measure clearance at the thrust bearing journal. For DOHC engines, verify that the main bearing caps are marked for their locations, numbered consecutively from front to rear, and if not, mark them accordingly. Loosen the main bearing cap or bridge assembly bolts gradually until they can be removed by hand, ensuring all bolts are detached before attempting to take off the caps or bridge assembly. Remove the main bearing caps and gently tap the remaining caps with a soft-face hammer if necessary, using bolts as levers to avoid dropping the bearing inserts. Finally, carefully lift the crankshaft out, ideally with assistance, and return the bearing inserts to their respective locations on the engine block, installing the main bearing cap bridge and tightening the bolts finger tight.

Remove all burrs from the crankshaft oil holes with a stone, file, or scraper to ensure sharp edges do not gouge or scratch the new bearings. Clean the crankshaft with solvent and dry it with compressed air if available. Check the main and connecting rod bearing journals for uneven wear, scoring, pits, and cracks, and inspect the rest of the crankshaft for cracks and other damage, which should be revealed through magnafluxing at an automotive machine shop. Measure the diameter of the main and connecting rod journals using a micrometer, comparing results at several points to detect taper and out-of-round conditions, including measurements at each end of the journal near the crank throws. If the journals are damaged, tapered, out-of-round, or worn beyond specified limits, replacement of the crankshaft is necessary as it cannot be reground. Inspect the oil seal journals at each end of the crankshaft for wear and damage; if grooves, nicks, or scratches are present, new seals may leak upon reassembly, and an automotive machine shop may be able to repair the journal with a thin sleeve, otherwise a new or different crankshaft should be installed. Place the crankshaft in V-blocks or a lathe, setting up a dial indicator to contact each main bearing journal in turn, rotating the crankshaft through two complete revolutions at each position and comparing the readings to the runout limit, replacing the crankshaft if it exceeds the limit. Finally, examine the main and rod bearing inserts.