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Originally Posted by Kirk
I am with you. Okay, I think I will do some calculations this next week too. We know the load ratings for the NSK stock bearing. I posted on Pelican Parts a link to the SKF bearing calculator that makes it easy to get an L10 calc. This assumes that the inner race is moving though. I suspect you can just multiply the results by 0.8 to get an answer for the outer race rotating.
SKF Bearing Calculator
You can use the numbers from the stock bearing to compare to other options. I believe I have seen LN post their ceramic bearing load figures in a forum post. You will have to "assume" a certain level of radial and axial loads. Thus you won't get a definitive answer, but you will get calculations that you can use to compare the options available. |
L10 life of the 6204 bearing is 90,000 miles assuming an average speed of 60 mph in top gear (the speed mph isn't really what is important - it's the engine RPM that is as engine rpm is directly related to IMS rpm to ball bearing life). Driving habits play directly to this.
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The one variable I don't know is what TuneRS is using for their ceramic bearing. What is the load capacity of that option? Does it use a nylon cage? I plan to call Mike at TuneRS next week to ask these questions and add it to the mix for comparison. I want to include them because, although I am still investigating, my gut feel right now is that the TuneRS DOF with ceramic bearing is the best "bang for buck" option that I can install myself in my own shop. If the radial load rating of their bearing is good and you've got consistent oil feed, then it seems that this solution would address the major failings of the stock bearing.
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How does adding more oil to a bearing that is already submerged address the major failing of the stock bearing and furthermore constitute being the best bang for the buck?