It perhaps would be interesting to have the sectioned snout, near the failure, hardness tested; both a surface 'Rockwell' Hardness testing and a 'Case Depth' hardness inspection. And although this may prove very interesting, but the issue becomes what values do you have available to compare to in order to draw any conclusion? And this truly is one of the biggest problems with the import materials, no real specifications with a lack of consistency in the metals and heat treating effects as witnessed.
Now, there are always dissenting opinions if one asks for enough of them, so if I may opine:
I believe the initial crack failure started at approximately the eight o-clock position
; this due to the more 'ragged' edge perpendicular to the surface, this caused by directional changes in the migration of the crack, this giving the impression of a slower migration process nearer the surface and proceeding about the perimeter, as presented in this hemisphere. As we observe to the opposing side the migration is smoother, over longer distances, with what would seem more directional intent, in other words moving faster, this as the deflection becomes greater and so the influence. Also the greater sum rubbing and working or mauling of the two surfaces in this area to the left erasing the crack migration evidence vs the opposite side with cleaner more visible evidence indicating fewer motion events, less deflection and interaction of the surfaces over the time period of the failure process. The "inclusion" at two o-clock, is as I believe actually the point where the crack proceeding about the circumference both from the left and right (clockwise & counterclockwise) met, just out of alignment, this resulting in a step, (the smear of metal here took place after separation) thus this was actually later in the process, not early. Also note the discoloration of the crankshaft face, this generally to be referenced as heat effect, and working of the surface where the timing chain gear loads this surface; this indicating to me that the timing gear with a reduction in clamping load due to elongation of the distance of the snout over the stacked clamping distance on this side allowed the gear to work this surface vs. the opposite side (@ 2 o-clock) which is cleaner indicating perhaps less time exposure to this event.
Yep, just another opinion
, as I believe it is all supposition at this point.
Scott.