Model: 4M10G110 / 4M10G70 / 4M10G88
Part Number: 1004743021
Brands: Baudouin
Engine Model: 4M10G70, 4M10G88, 4M10G110
Engine Type: Marine and industrial diesel
Scope of application: marine propulsion, marine auxiliary, generator sets, industrial power units
A four-cylinder engine fires twice per revolution, which produces a less smooth torque curve than a six. In a marine application that irregularity reaches the propeller through the gearbox, and the crankshaft absorbs it along with the bending loads. Part 1004743021 is the crankshaft used across the Baudouin 4M10G70, 4M10G88 and 4M10G110 ratings, forged from alloy steel, induction hardened and nitrided.
Because the shaft carries four rods and drives the camshaft and oil pump through the front gear train, journal condition decides how long the engine lasts after a rebuild. A journal that is out of round destroys its bearing within hours of running.
The three 4M10G ratings share the same crankshaft, which makes stock planning simple. Confirm the engine plate and the old shaft number before ordering: early and late production can differ in the damper fixing and, on some marine versions, the flywheel flange.
Every shaft is measured after grinding. Journal diameter and ovality are checked at several points. Fillet radii are verified because fatigue cracks begin at sharp fillets. Run-out is checked on centres, and the thrust face is measured for flatness and finish, which control end float and oil loss at the rear seal.
Shafts ship in a braced crate with journals sleeved. If you need an undersize, tell us before dispatch.
Marine engines often hide the knock because the engine room is noisy. Oil pressure records and oil analysis are the better early indicators on a working boat.
Match the part number, the journal size and the shells you intend to fit. Mixing a reground shaft with standard shells guarantees failure. Give us the bearing part numbers and we will confirm the journal size before shipping.
A four-cylinder crankshaft sees strong torsional pulses, and the damper at the front absorbs them. When the rubber perishes, the pulses reach the shaft directly and cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures. Inspect the damper whenever the shaft is out and replace it with a new shaft.
Marine engines live in a salt-laden atmosphere, and a shaft that sits idle for months can corrode on the journals even when oiled. Store the shaft in its crate, oiled and sleeved, and do not remove the protection until the block is ready. A corroded journal destroys a bearing just as quickly as a scored one.
Shafts are bolted into braced timber crates with journals sleeved and lifting points marked. Freight is charged on weight and volume, so tell us whether the shaft travels with a block so we can plan the load.
Lubrication and vibration control decide crankshaft life. Use the specified oil, change it at the hours-based interval for marine duty, keep the cooler clean and never run with a leaking injector that thins the oil. After a hydraulic lock or a broken damper, check straightness before reuse.
A marine crankshaft carries an axial load that a road engine never sees: the propeller pushes forward and the thrust bearing absorbs it. If the propeller is over-pitched or fouled, the axial load rises sharply and the thrust face of the crankshaft takes the punishment. A worn thrust face shows as excessive end float and, in the worst case, as a shaft that has moved far enough to damage the block.
Check end float at every major service, and investigate a propeller that no longer reaches rated rpm. Overloading the engine is the most common cause of premature crankshaft and bearing wear in marine duty.
Yes, the same shaft covers 4M10G70, 4M10G88 and 4M10G110.
Yes, journals and fillets are nitrided.
Only if enough hardened layer remains. Most marine operators prefer a new standard shaft.
Strongly recommended with a new shaft.
Explore the Baudouin crankshaft category, and complete the build with the 4M10G cylinder block 1004708401 or the 4M10G camshaft 1004720472.
Baudouin Crankshaft (1004743021). Everything the engine produces passes through this shaft. Journals, fillets and the damper interface all decide how long the bearings survive, and all three are measurable before assembly.
Measure ovality at several positions along each journal, not at one point. A journal can read the correct diameter and still be oval by a few hundredths, which collapses the oil film twice per revolution.
Numbers beginning 1004 are numeric-series numbers used on later WP7 and WP8 production, where mounting detail changed without a change of nominal type.
Ask the machine shop explicitly whether the fillet radius has been restored, and to what value. Fatigue cracks start at the journal-to-web transition, and a sharp corner from grinding is where they begin.
Ordering note. Every shipment leaves with a packing list matched to the invoice, which matters when a rebuild is waiting on one seal and the whole pallet has to be cleared through customs.
Related reading: Crankshaft Inspection: Journals, Fillets and Regrinding
| We Are 30 Years Diesel Engine Parts Supplier | |
| Brand | EPID |
| Warranty | 12 Months |
| Condition | 100%New |
| More Models | Weichai: 4M10G70, 4M10G88, 4M10G110, and other Weichai series. |
| Shipping | By sea / air / express (DHL, FEDEX, TNT, UPS, EMS) |
| Packing | Standard exporting packing or as required |
| Payment Term | L/C, T/T, Western Union, Trade Assurance |
| Delivery Time | 3-7 days (depend on order) |
| Selling Point | 1. On-time Delivery 2. Genuine Quality Assurance 3. Professional Supplier |
Every shaft is measured after grinding. Journal diameter and ovality are checked at several points. Fillet radii are verified because fatigue cracks begin at sharp fillets. Run-out is checked on centres, and the thrust face is measured for flatness and finish, which control end float and oil loss at the rear seal.
Shafts ship in a braced crate with journals sleeved. If you need an undersize, tell us before dispatch.
Marine engines often hide the knock because the engine room is noisy. Oil pressure records and oil analysis are the better early indicators on a working boat.
Match the part number, the journal size and the shells you intend to fit. Mixing a reground shaft with standard shells guarantees failure. Give us the bearing part numbers and we will confirm the journal size before shipping.
A four-cylinder crankshaft sees strong torsional pulses, and the damper at the front absorbs them. When the rubber perishes, the pulses reach the shaft directly and cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures. Inspect the damper whenever the shaft is out and replace it with a new shaft.
Marine engines live in a salt-laden atmosphere, and a shaft that sits idle for months can corrode on the journals even when oiled. Store the shaft in its crate, oiled and sleeved, and do not remove the protection until the block is ready. A corroded journal destroys a bearing just as quickly as a scored one.
Shafts are bolted into braced timber crates with journals sleeved and lifting points marked. Freight is charged on weight and volume, so tell us whether the shaft travels with a block so we can plan the load.
Lubrication and vibration control decide crankshaft life. Use the specified oil, change it at the hours-based interval for marine duty, keep the cooler clean and never run with a leaking injector that thins the oil. After a hydraulic lock or a broken damper, check straightness before reuse.
A marine crankshaft carries an axial load that a road engine never sees: the propeller pushes forward and the thrust bearing absorbs it. If the propeller is over-pitched or fouled, the axial load rises sharply and the thrust face of the crankshaft takes the punishment. A worn thrust face shows as excessive end float and, in the worst case, as a shaft that has moved far enough to damage the block.
Check end float at every major service, and investigate a propeller that no longer reaches rated rpm. Overloading the engine is the most common cause of premature crankshaft and bearing wear in marine duty.
Explore the Baudouin crankshaft category, and complete the build with the 4M10G cylinder block 1004708401 or the 4M10G camshaft 1004720472.
Yes, the same shaft covers 4M10G70, 4M10G88 and 4M10G110.
Yes, journals and fillets are nitrided.
Only if enough hardened layer remains. Most marine operators prefer a new standard shaft.
Strongly recommended with a new shaft.
EPID supplies diesel engine parts for Weichai, Baudouin, Yuchai, Caterpillar, Sinotruk, FAW Xichai and Cummins engines. Every order is checked against the original part number before packing, and our team can identify a part from a photo of the engine plate. Ask for a quotation with your model and quantity and we will reply within one working day.
