i wanna see results for the stock crank also

 

Mitsu has proved that it's good for almost 1000awhp and dead low 9 sec passes or even 8 sec passes if I am not mistaken... These numbers will cover 99% of the Mitsu owners... And most importantly it already came with the car! No additional funds required!

 

I'd be interested to see some torsional rigidity numbers for the cranks.

 

I don't think anybody pushs the stock cranks that hard without additional balancing. As far as strength though, it's pretty robust.

I don't see any of the cranks with half the counterweights removed? What's your thoughts on those, Spyros?

For example,
http://www.winbergcrankshafts.com/pdf/evo.pdf

Also, the work done on that head is awesome. Is that head going to be an actual finished product or is that being used for development purposes on the flowbench only?

 

You balance a crank when you build a motor..... no one in there right mind will put an OEM crank in a car, not balance it....and try to make it hold high rpm (aka 1000whp + )

 

Of course there could be some additional balancing. I was more referring to billet cranks and aftermarket cranks that many times claim to be better than OEM, however we have seen many times that this is not the case...

Spyros,

it ould be great to show a table with results for all the cranks you have... This would be the easiest way to interpret the results.

 

talk to CBRD about the winberg cranks, i know hes used them in a couple motors

 

Been checked multiple times with the same results, something like >0.5g at 9k...might have been 8k. I will have to ask the machinist that checked it for us.

With the exception of the long stroke crankshafts, the stock 88mm Mitsu crank doesnt have issues till 1100+whp and 11k. Even then all we have ever seen is micro fractures and that isnt a result of the balance. Maybe we just have a knack for finding good cranks, but if that was the case I'd rather use that luck on the lottery.

 

Huh.....well that just put me in my place, i really thought you would have to balance it.

 

We havent broke any 2.0L crankshafts in our 2 drag cars, the micro fractures showed up in magnafluxing but were only in the Evo crank. We havent had the DSM checked but I am sure they are there, that being said it hasnt been a problem.

 

no one said that you dont need to balance it.

 

You all have to remember that the 14000rpm that he talks about is not that they spin it to 14000rpm and measure the unbalance! The spin is done at about 500 rpm as usual, then the amount of unbalance is calculated like if the crankshaft was run at 14000rpm.

Spyros, the epoxy you have in the exhaust, I do not think that stays there for a long time? Is i Belzona, what number?

/Andre'

 

I also asked this earlier Andre. I've tried many epoxies and never found one will stay in exhaust port. Spyros, please let us know which you use.

 

he doesnt run the head with epoxy in exhaust port. cant believe you even tried that. he just used it to flow bench and develop head for his custom casting

 

The photos he showed it wasn't made clear that these weren't going to be running heads which is why the question was asked. Its a bit of a gamble to have a new head casting done without testing this epoxy version on a running engine i would have thought.

I tig weld the exhaust ports to the shape i require but its a lot of work that would be much easier done with epoxy and also its not always possible to tig every area due to size of port vs tig torch, so an epoxy solution would be very interesting.