Model: WP7 / WP8
Part Number: 610800020228
Brands: Weichai Power
Engine Model: WP7, WP7H, WP8, WP8H
Engine Type: Diesel
Scope of application: medium and heavy trucks, buses, construction machinery, generator sets
The WP7 and WP8 produce high torque from relatively low speed, so the crankshaft sees strong bending loads and torsional pulses from six firing cylinders. Part 610800020228 is the shaft used in this family, forged from alloy steel, induction hardened and nitrided, then ground 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 maintain an oil film, pressure falls and failure follows quickly.
The shaft fits WP7, WP7H, WP8 and WP8H engines in trucks, buses, loaders 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. 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.
A knock is the last warning before a bearing spins, and by then 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. Give us the bearing part numbers and we will confirm the journal size before shipping.
WP7 and WP8 crankshafts 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.
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 and fatigue cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures that went unnoticed.
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 severe-duty interval, keep the cooler clean and never run with a leaking injector that dilutes the oil. After a hydraulic lock or a broken damper, check straightness before reuse.
Bearing shells are supplied in standard and undersize grades and must match the journal after any regrind. Check clearance with plastigauge on every journal, and confirm that each shell sits fully in its saddle with the correct crush before the cap is torqued. A shell that is not seated shows a bright spot on the back and will fail early.
Keep caps and shells with their original positions and record every clearance. When a single journal reads wide, the cause is usually a reground journal mixed with standard shells rather than a worn bearing, and running the engine in that state destroys the shaft within a few thousand kilometres.
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 shaft 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 surface will leak oil even with a new seal. Inspect that surface when the shaft arrives and protect it during installation. A rear main leak on a freshly rebuilt engine is almost always a sealing surface problem rather than a defective seal.
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 WP8 cylinder block 1001854444 or the WP7 and WP8 connecting rod 610800030073.
Weichai WP7 Crankshaft (610800020228). This shaft carries every firing impulse in the engine through six throws, and the journals are what maintain the oil film under that load. Ovality matters more here than nominal diameter.
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 6108 belong to the WP7 and WP8 families. These engines share architecture but differ in detail, so a part that fits one will not necessarily suit the other without checking the casting. On this engine, confirm the WP7 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. If the old number has been superseded, the replacement number is quoted alongside the original so the purchasing file stays consistent.
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: WP7, WP7H, WP8, WP8H, 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. 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.
A knock is the last warning before a bearing spins, and by then 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. Give us the bearing part numbers and we will confirm the journal size before shipping.
WP7 and WP8 crankshafts 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.
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 and fatigue cracks begin at the fillets. Many failures blamed on lubrication are actually damper failures that went unnoticed.
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 severe-duty interval, keep the cooler clean and never run with a leaking injector that dilutes the oil. After a hydraulic lock or a broken damper, check straightness before reuse.
Bearing shells are supplied in standard and undersize grades and must match the journal after any regrind. Check clearance with plastigauge on every journal, and confirm that each shell sits fully in its saddle with the correct crush before the cap is torqued. A shell that is not seated shows a bright spot on the back and will fail early.
Keep caps and shells with their original positions and record every clearance. When a single journal reads wide, the cause is usually a reground journal mixed with standard shells rather than a worn bearing, and running the engine in that state destroys the shaft within a few thousand kilometres.
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 shaft 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 surface will leak oil even with a new seal. Inspect that surface when the shaft arrives and protect it during installation. A rear main leak on a freshly rebuilt engine is almost always a sealing surface problem rather than a defective seal.
Explore the Weichai crankshaft category, and complete the bottom end with the WP8 cylinder block 1001854444 or the WP7 and WP8 connecting rod 610800030073.
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.
