Tell me how well this will work.....

[pbf777]

      Worthless to weld. The weld will actually cause it to break sooner by the stress cracks from the welding process.

     +1            
 

      It-is, what-it-is! 

      Now, the question is:  to-use-it, or-not?           

     Scott.

[Joe-JDC]

I'm with Barry here.  I had a 302 crankshaft offset ground to use Chrysler rods and get stroked which uncovered the oil passage for a full inch.  I called the crankshaft guy and he said they had done dozens like that without issue.  I put it together for a customer, and he raced that engine for several years using nitrous, pulling the wheels and running in the nines with a Fox mustang.  Looked terrible, but didn't lose oil pressure, didn't weaken the crankshaft, and didn't hurt the bearings.  That is just my experience, yours may be different.  Joe-JDC

[blykins]

That's the second crank that I've had issues with from this guy.  Last time, I paid $1400 to have a 391 crank ground down and then had to have it ground again locally because the thrust surface had .004" of run-out. 

As George Bush would say....

"Fool me once, shame on — shame on you. Fool me — you can't get fooled again.”

I know he saw it because he chamfered the hole.....

My 391 above was done for $700.00 (plus a discount for the long wait)

Who did yours?  Guys around here won’t touch an fe crank going to bbc journals.

[mike7570]

Castillo’s crankshafts in La Mirada, CA.  Offset ground to 3.990 stroke, 2.20 x 1.90 journal.
They also did my 427 TP back in early 2000

[cjshaker]

Is it just me that it looks like a really crappy polish job also? The ones I've seen/done have a more mirrored finish.

[gt350hr]

   Brent ,
       Does Cornett Machine in Somerset still do cranks? They used to do billets .

[mkopmani]

Short-Lived Certain Death
There are two forces to harness in crankshafts: bending stiffness and torsional stiffness.
Bending stiffness deflections occur from firing load and inertial forces, and is essentially the crank webs opening and closing. Main to pin overlap area, material strength, and fillet radius are the key input factors. Failures occur typically in the fillets.
Torsional stiffness deflection occurs from firing and management of driveline inertia and post dampening. The flange end is typically dampened, while the post is free. Inertia mass is added to the post to counteract this force. Key input factors for controlling torsional deflection are mass management, cross sectional thickness between the oil hole and web, and to a lesser extent material strength as if torsional are not managed, no material can contain torsional deflection.
As for this crank with its oil holes, both the torsional hot spot and bending fatigue hot spots are in the same area, the fillet, and the oil hole is so broad, it is likely into the peak area for torsional stress - not good.I
As another member noted, the oil hole breakout location is set when the holes are drilled, and their proximity is strategically placed to keep away from the stress hot spots. This condition is not the fault of the crank grinder other than he should be aware of it when reducing journal size, and caution against it. Apparently that wasn't the case of he didn't know.

Hope this helps; you can trust this info as I'm FoMoCo's Global Mfg. Engineering Technical Specialist for Crankshafts.

[blykins]

Short-Lived Certain Death
There are two forces to harness in crankshafts: bending stiffness and torsional stiffness.
Bending stiffness deflections occur from firing load and inertial forces, and is essentially the crank webs opening and closing. Main to pin overlap area, material strength, and fillet radius are the key input factors. Failures occur typically in the fillets.
Torsional stiffness deflection occurs from firing and management of driveline inertia and post dampening. The flange end is typically dampened, while the post is free. Inertia mass is added to the post to counteract this force. Key input factors for controlling torsional deflection are mass management, cross sectional thickness between the oil hole and web, and to a lesser extent material strength as if torsional are not managed, no material can contain torsional deflection.
As for this crank with its oil holes, both the torsional hot spot and bending fatigue hot spots are in the same area, the fillet, and the oil hole is so broad, it is likely into the peak area for torsional stress - not good.I
As another member noted, the oil hole breakout location is set when the holes are drilled, and their proximity is strategically placed to keep away from the stress hot spots. This condition is not the fault of the crank grinder other than he should be aware of it when reducing journal size, and caution against it. Apparently that wasn't the case of he didn't know.

Hope this helps; you can trust this info as I'm FoMoCo's Global Mfg. Engineering Technical Specialist for Crankshafts.

The location of the hole is certainly not the crank grinder's fault.   However, when you see something like this, you don't finish the crank up, chamfer the holes, do a polish, etc., then ship it out.   Just as an off-the-wall example, if I were boring a block, was on the last hole, and the last pass on the boring bar exposed a crack, I wouldn't go ahead and hone the cylinders, deburr the tops/bottoms, and then ship it out. 

[Joe-JDC]

At 2.200", that is still a lot of strength for a cast crankshaft, and should be able to handle quite a lot of horsepower.  My stock 292 Ford crankshaft is ground down to 1.88" on the rods, has the oil hole close to the edge, and has made 15 dyno pulls at 450+ hp., with several over 460 hp.  I know you want to wring this thing out and make as much horsepower as possible, but lightweight rods, light pistons, and good balance should make this survive all your testing and work well in the vehicle for years to come.  The only issue is not much left for a polish or regrind later on if needed.  The only other option is aftermarket forged from one of your suppliers.  Joe-JDC

[shady]

It's not like it is a customers engine that you will lose sleep over worrying if it's gonna survive.. Think of it as a dyno mule. Da Mule II.
Run it. You did buy 9 rods, right?

[pbf777]

     With a little chamfer on the bearing you won't need a piston oiler in this bore; and maybe if the intention was to use low tension oil rings, substitute a standard or high tension oil control ring in this bore.           

     Just trying ta help!           

      Scott.

     

[blykins]

I'm just not gonna chance it guys.   My cost on the pistons was $1300......not gonna take a chance of destroying parts, even if it is my own junk.   Got a lot of plans for this engine and don't wanna see it go away without making a full pull.

I know what bleeders under a rod bearing can do.  I smoked a 400 Pontiac on the first pull because of a crack that developed in a rod journal radius. 

[mkopmani]

Smart move.