Model: WD615 / WP10
Part Number: 1000072536
Brands: Weichai Power
Engine Model: WD615, WD615E2, WD10, WP10, WP10G
Engine Type: Diesel
Scope of application: heavy trucks, buses, construction machinery, generator sets
The WD615 and WP10 are six-cylinder engines that spend most of their life at high load, so the crankshaft sees heavy bending and strong torsional pulses. Part 1000072536 is one of the shafts used in this family, forged from alloy steel, induction hardened and nitrided before final grinding to standard journal size.
The shaft carries the main and rod bearings, drives the oil pump and camshaft through the front gear train and delivers torque to the flywheel. Once a journal loses roundness, the bearing cannot hold an oil film, pressure drops and failure follows quickly.
The shaft fits WD615 and WP10 engines in heavy trucks, buses, loaders, excavators and generator sets. Confirm the engine plate and the old crankshaft number before ordering. Front pulley and flywheel flange details differ between variants even when the main dimensions look identical.
Every shaft is measured after grinding. Journal diameter and ovality are measured at several points along each journal. 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 for a repair, tell us before dispatch.
Bearing noise and oil pressure are the indicators that matter. A knock under load that fades at idle is the classic warning, and by the time it is loud the journal is usually already damaged.
Match the part number, the journal size and the shells you intend to fit. Mixing a reground shaft with standard shells guarantees failure, and the mistake is easy to make when two shafts look similar. Give us the bearing part numbers and we will confirm the journal size before shipping.
WD615 and WP10 shafts are closely related but not identical across production batches. The reliable identifiers are the number stamped on the shaft and the engine plate. Photographs of both shaft ends resolve the question faster than any catalogue lookup, because the damper fixing and flange pattern are visible there.
A six-cylinder crankshaft twists and untwists several times per revolution. The damper absorbs that oscillation; when its rubber perishes, the oscillation reaches the shaft directly and fatigue cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures that went unnoticed. Inspect the damper whenever the shaft is out.
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 and reduce cost.
Lubrication and vibration control decide crankshaft life. Use the specified oil, change it at the severe-duty interval, keep the oil 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.
The rear main bearing receives oil through a gallery that crosses the block and feeds the journal from above. If that gallery is left partially blocked after cleaning, the rear bearing runs dry first and the crankshaft shows heat marks exactly there. Brush every gallery during assembly and confirm flow before the crank goes in.
The rear seal runs on the shaft flange, so a scored or polished sealing surface will leak oil even with a new seal. Inspect that surface when the shaft arrives and protect it during installation. A rear main oil leak on a freshly rebuilt engine is almost always a sealing surface problem rather than a seal defect.
Yes, journals and fillets are nitrided.
Only if enough hardened layer remains. Most buyers prefer a new standard shaft.
Strongly recommended with a new shaft.
Mount on centres and measure run-out at the centre journal.
Explore the Weichai crankshaft category, and complete the bottom end with the WD615 cylinder block 1002099589 or the WD615 oil pump range.
Weichai WD615 Crankshaft (1000072536). The crankshaft converts combustion pressure into torque and carries the entire load of the rotating assembly. Its journals set the oil film that keeps the bearings alive.
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 1000 come from the newer numeric series used for assemblies and later-production parts. This series replaced several earlier numbers, so a cross-reference check is worthwhile. On this engine, confirm the WD615 application against the engine plate before ordering.
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. For fleet customers, a consolidated stock list can be quoted against the engine plates in service, which usually exposes duplicated part numbers across similar units.
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: WD615, WD615E2, WD10, WP10, WP10G, 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 measured at several points along each journal. 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 for a repair, tell us before dispatch.
Bearing noise and oil pressure are the indicators that matter. A knock under load that fades at idle is the classic warning, and by the time it is loud the journal is usually already damaged.
Match the part number, the journal size and the shells you intend to fit. Mixing a reground shaft with standard shells guarantees failure, and the mistake is easy to make when two shafts look similar. Give us the bearing part numbers and we will confirm the journal size before shipping.
WD615 and WP10 shafts are closely related but not identical across production batches. The reliable identifiers are the number stamped on the shaft and the engine plate. Photographs of both shaft ends resolve the question faster than any catalogue lookup, because the damper fixing and flange pattern are visible there.
A six-cylinder crankshaft twists and untwists several times per revolution. The damper absorbs that oscillation; when its rubber perishes, the oscillation reaches the shaft directly and fatigue cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures that went unnoticed. Inspect the damper whenever the shaft is out.
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 and reduce cost.
Lubrication and vibration control decide crankshaft life. Use the specified oil, change it at the severe-duty interval, keep the oil 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.
The rear main bearing receives oil through a gallery that crosses the block and feeds the journal from above. If that gallery is left partially blocked after cleaning, the rear bearing runs dry first and the crankshaft shows heat marks exactly there. Brush every gallery during assembly and confirm flow before the crank goes in.
The rear seal runs on the shaft flange, so a scored or polished sealing surface will leak oil even with a new seal. Inspect that surface when the shaft arrives and protect it during installation. A rear main oil leak on a freshly rebuilt engine is almost always a sealing surface problem rather than a seal defect.
Explore the Weichai crankshaft category, and complete the bottom end with the WD615 cylinder block 1002099589 or the WD615 oil pump range.
Yes, journals and fillets are nitrided.
Only if enough hardened layer remains. Most buyers prefer a new standard shaft.
Strongly recommended with a new shaft.
Mount on centres and measure run-out at the centre journal.
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.
