SKF22214CKJC5W33Double-Row Spherical Roller Bearing, 70 x 125 x 31 mm, 1:12 Tapered Bore, Stamped Steel Cages, W33 Lubrication, C5 Extra-Loose Clearance

Product Description

What this part is

An SKF 22214 CKJ C5 W33 double-row spherical roller bearing measuring 70 mm bore x 125 mm outside diameter x 31 mm wide. It has a 1:12 tapered bore, stamped steel cages on a guide ring, a lubrication groove and three holes through the outer ring, and C5 radial internal clearance. Spherical roller bearings carry very high radial load plus axial load in both directions, and the spherical outer raceway lets the inner-ring assembly swivel so the bearing self-aligns to shaft deflection or housing misalignment. Sold as 1 Pc.

Decoding the designation

222 — double-row spherical roller bearing, ISO dimension series 22.
14 — bore code; 14 x 5 = 70 mm bore.
C — SKF internal design: optimised internal geometry with a guide ring between the roller rows in place of a fixed central rib.
K — tapered bore, taper 1:12.
J — stamped steel cage, centred on the inner ring.
C5 — radial internal clearance greater than C4, which is itself greater than C3. This is the loosest standard clearance class in general catalogue supply.
W33 — circumferential lubrication groove around the outer ring outside diameter plus three radial lubrication holes through to the raceway, so the bearing can be regreased in service through the housing.

What these specs mean in practice

C5 is the headline here and it is a deliberate engineering choice, not an upgrade. Clearance gets consumed three ways at once on a bearing like this: by drive-up on the tapered bore, by a heavy interference fit, and by the inner ring running hotter than the outer ring so that it expands into the gap. C5 exists for positions where all three happen together — hot mill and furnace-adjacent drives, kiln and dryer supports, heavy vibrating equipment, and applications where the shaft grows substantially relative to its housing. Fitting C5 into an ordinary lightly loaded gearbox position is the wrong move: with that much clearance and little load, the rollers can skid instead of roll, which polishes the raceway and shortens life, and the bearing will be noisier. If your drawing calls for CN or C3, get CN or C3.

The tapered bore is the other thing to get right. A 1:12 taper is a mounting system, not a shaft fit. On a plain cylindrical shaft the bearing sits on an H314 adapter sleeve (or is withdrawn with an AH314 withdrawal sleeve), and the sleeve is what sets the interference: you drive the bearing up the taper until the internal clearance has been reduced by the amount the design calls for, then lock it with a KM14 locknut and MB14 lockwasher. Because the sleeve carries the shaft, the shaft seat under an H314 is 60 mm, not 70 mm. Alternatively the bearing mounts directly on a machined 1:12 tapered shaft seat with no sleeve. Starting from C5 gives you an unusually wide usable drive-up window, which is exactly why the two features are specified together.

W33 only earns its keep if the housing has a matching grease feed. Line the housing port up with the outer ring groove and fresh grease is pushed straight into the centre of both roller rows, which is what lengthens relubrication intervals. Feed it from the side instead and the groove does nothing.

Published mounting data for the 70 x 125 x 31 envelope

Bore d: 70 mm (1:12 taper)
Outside diameter D: 125 mm
Width B: 31 mm
Chamfer rs min: 1.5 mm; fillet ras max: 1.5 mm
Shaft abutment da min: 79 mm; housing abutment Da max: 116 mm
Inner ring shoulder d1: 84 mm; outer ring shoulder D1: 113 mm
Outer ring lubrication groove width: 7 mm; lubrication hole diameter: 3.5 mm; three holes
Axial load factors: e 0.22, Y1 3.01, Y2 4.48, Y0 2.94
Permissible angular misalignment: 1.5°
Number of rows: 2
Precision: ISO normal class (ABEC 1 / P0)
Matching adapter sleeve: H314 (60 mm shaft); withdrawal sleeve AH314

Quantity and configuration

One bearing per sale — 1 Pc. What ships is the complete non-separable bearing: inner ring with the 1:12 tapered bore, two rows of spherical rollers, stamped steel cages, guide ring and outer ring with the lubrication groove and three holes. The H314 adapter sleeve, AH314 withdrawal sleeve, KM14 locknut, MB14 lockwasher and housing are separate items and are not included. If your shaft is not already machined with a 1:12 taper, you need the sleeve to mount this bearing.

Fitting notes

Measure the unmounted radial internal clearance with a feeler gauge before you start — on a C5 bearing that starting figure is large, so record it rather than assuming it. Drive the bearing up the taper and re-measure until the clearance reduction matches the mounting table for the fit you want, and keep the residual clearance the drawing calls for; the whole point of C5 is that there is something left after drive-up and thermal growth. Support and drive against the inner ring only; the outer ring swivels and will cock the rollers if used to drive the assembly. Align the housing grease port with the outer ring groove before final assembly. Keep the axial component well below the radial load: with Fa/Fr above e = 0.22 the unloaded roller row can lose contact and skid, and a C5 bearing is already more prone to that at light load. Grease fill is typically 30–50% of free space.

Interchange guidance

The 70 x 125 x 31 mm 222-series envelope is industry-standard, and the tapered-bore version takes the same H314 sleeve across every brand. When you cross-reference this one, carry the C5 across — it is the whole reason the bearing was specified. Equivalents: SKF’s own current 22214 EK/C5W33, FAG 22214-E1-K-C5, NSK 22214 CDKE4C5, NTN and NTN-SNR 22214 EAKW33C5, Timken 22214 KEJW33C5, Koyo 22214RHKW33C5, RHP 22214 EKJW33C5. A CN, C3 or C4 version of the same number drops into the same seat but is a related size with a different clearance, not an equivalent — substituting one changes the operating clearance and can put the bearing into preload once hot. A version without the K suffix has a straight cylindrical bore and needs no sleeve; a brass-caged version carries CA in SKF nomenclature and is the choice for heavy shock.