MichaelDelaney on Feb/19/05 said:Since we're on the topic of internally balanced engines and how the crankshaft's counterweights offset the weight of the rods and pistons, I thought I'd show you a "balls out" fully lightened Scat racing crank made for a 4 banger with the counterweights drilled out for minimal mass and knife-edged to reduce windage losses.:
Ultra-light pistons and rods would be selected blueprinted to within 0.1 grams of one another and the counterweights would be drilled out until they individually matched each piston and rod at each crank journal.
The crank would have the strength to withstand the hp and torsional (twisting) loads made with this racing motor at the rpms needed but would allow the engine to rev to that higher rpm without as much parasitic loss restriction.
Pocket Rockets Racing on Jan 3/06 said:[email protected]
I am proud to introduce our sophisticated lightweight cranks and crank service.
We are very serious, professional and only produce very high quality work/engines.
The work is not done offshore or Mexico, we do not use sweat shops or virtually free labour to produce anything we do. You cannot buy these cranks at Walmart
The cranks have been researched, developed and tested in-house.
The Factory Honda crank forging has proven to be quite strong.
I believe this to be a superior design to anything available anywhere, in a factory forging.
This is not merely spun on a lathe and "knife-edged".
The weight is strategically removed in a way that retains the torsional stiffness, while maximizing weight reduction and substantially decreasing windage losses.
Zero deflection is experienced during the process.
The Cranks are professionally balanced to ~0.5g
Oiling holes are teardropped chamfered for superior oiling properties. Teardropping the rod journal oil holes is specifically configured this way to feed oil to the piston wrist pins.
As an example, the H22 series cranks we have taken from 40 lbs to 33.5 lbs, or metric 18.0 kg to 15.2 kg.
This makes a HUGE difference in Acceleration !
Offset grinding and big radius rod journals available.
Ion Plasma Gas Nitriding also available.
6.6 lbs off this crank.
"Most" honda forged cranks can be processed.
The oiling holes go through a number of other process before being finished.
There are a couple pics of of a crank having been gone through some rod journal work, finishing processes and the nitriding process.: Distortion free nitriding process, surface hardening process and provides more wear resistance. Nitriding is a surface hardening that induces zero deflection during process, it enhances the honda quality forging, it does not affect the core hardness of the factory forging.
I do remove all the check balls, every crank has them removed....its one of the last steps in the process....the picture I posted simply had not had that finished yet. even this pic below is not completed....but it shows the gallery opened/threaded and ready to accept a plug.
I made a "special" tool for that myself some time ago to test it, to clean the galeries out, using compressed air, solvents and numerous cleaners, and after opening the galley up to verify the effectiveness, there is still dirt in there....and I want it 100% clean, no matter what, no guessing and no "hoping" it is actually clean, so the only way I have been satisifed that 100% clean is achieved is the way I do them....thats the way I like it. to each their own.
It is well proven for many decades that reucing the weight of the rotating assembly improves throttle response, which only happens when the engine has an increase in its acceleration...which means getting from A to B in a shorter period of time...deceleration is also increased.......if you disagree, then I guess you have not used a light weight crank yet.
To me, a primary cause of oil pump gears shatter as a result of contact/grinding themselves one way or the other, higher than stock rpm levels also plays into the equation....50 to 100 psi of oil pressure is the same whether the engine is a 200 hp engine or 1500 hp engine.....harmonics has some play into it as well.....an energy transfer that exceeds the capacity of the gears happens.
The ITR weighs more than the gsr crank, ITR places weight in different quanties in different spots, a compromise to maintain low rpm driveability as well as to manage and dissipate some of the harmonics present above 8250+ rpm.
I am not here to compete against Eagle, scat cheap cranks.
We take existing Cranks and make them better, or we make billet cranks.
Crower is not even going to offer a K series forging cause Eagle will flood the market with cheap sweat shop cranks.
If your thinking this to be a replacement for an "aftermarket crank" then your missing the point. if an aftermarket crank such as Crower has already been knife-edged, then less weight can off of it.
This is more geared towards the high end street and race customers, who want to run different bearings/ stroke or destroke, lighten, toughen cranks, make small but significant modifications............the s2000 crank would be a good candidate, the K series cranks, H series cranks....I think if you are in the market for an eagle crank and then want to do somehting like this, you might as well just get a billet crank from the getgo.
The stuff we make is custom low volume items,high quality, very accurate modifications, be it on cranks, injection specialty components, manifolds, sleeved blocks, heads, wheels, chassis components, so on so forth. Eagle and companies like that cannot produce this, they are into the mass market.
This work is intricate...the crank cannot be subject to forces that will cause deflection..these cranks run at high RPM and must be done properly.
I will say that depending on which crank is done/options...lightening, journal grinding/polishing work, nitriding hardenening process, balancing....Prices start at $689 and can go to $1289.