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Crankshafts and Accessories You simply WILL NOT FIND a better quality crankshaft in this price range!!! All "B" engine cranks feature the factory size 7.120" counterweights for drop-in clearance in any "B" engine. Scroll down for details and pictures... We carry a large selection of both new and used crankshafts for both B and RB engines, from stock strokes all the way up to 4.500"!!! Shown below are close up pictures of our brand new Platinum Series line of forged 4340 cranks. Now available in many different strokes and versions. Scroll down for more details, stock used crankshafts, and accessories such as pilot bushings, woodruff keys and bolt kits. |
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Shown above is an example of our new Platinum Series
crankshafts. We
encourage you to shop around and do your research, because we know that no
one else offers such a high quality product at an incredibly affordable
price. Compare these manufacturing processes, specs and tolerances with the
competition: First we start with super strong aircraft quality 4340 steel, certified to meet or exceed SAE (Society of Automotive Engineers) standards. We constantly pull samples and run tests on the chemical composition of our 4340 raw steel to make sure it meets every index included in the specifications. The approved raw steel is then forged in a massive 6 story tall 8000 ton (that's 16 Million pounds!) hot die forging press. The raw forgings are then run through multiple heat treating processes in which normalizing, tempering and quenching heat treatments are employed. This multi-stage heat treating significantly improves the mechanical properties (strength, resiliency, etc) of the forgings while also ensuring these properties are uniform throughout the entire piece. After heat treating, the forgings go through a rigorous process of being X rayed from 4 sides (A minimum of six separate times!), sonic tested, and then finally magnafluxed to thoroughly check for any small cracks or other defects. Finally, the forgings that pass the test are induction hardened. This ensures that the hardness throughout the entire crank is between 36-40 on the Rockwell Hardness C scale, producing an unbelievably strong piece with a tensile strength of 156,600 PSI, and a yield strength of 134,850 PSI!! The cranks are then rough machined. This includes shaping the counterweights, etc. Then they are heat treated AGAIN to release any inner stresses and prevent any last "settleing" of the steel before final machining. Cranks are then
shot peened. This is a process in which the surface of the cranks are
bombarded with smooth round steel shot. Each shot ball leaves a smooth
spherical impression, compacting the surface of the crank and causing a
compressive surface stress which closes up the grain structure of the crank
on a microscopic level. Since cranks can fail from tensile loads opening up
tiny surface flaws, this microscopically "compressed" surface of the steel
greatly reduces the possibility of any stress cracks developing by not
giving them a place to "start." Exhaustive testing has shown that not only
does this help to increase the maximum load the crank is able to take by
over 20%, but it it also helps to increase the fatigue life of the crank by
up to 50%! These are rated to easily handle 1000+ horsepower. Nitrous? Blower? No problem. The only thing stronger than these 4340 cranks is a solid billet crank, which is rated to 2500+ horsepower and will run you about $3000+. As you can see in the above pictures, the quality and workmanship on these is amazing. All our Platinum Series cranks have fully profiled counterweights to help reduce windage and cut through the oil film in the engine. They all feature .125" fully radiused journal fillets and fully chamfered oil holes as standard features. They ARE drilled for a 4 speed pilot bushing, but you will need to install the bushing yourself. We sell the bushings below as well. All versions come pre-balanced at a specific bobweight (listed in the chart below,) setup for internal balance. The bobweight we use is usually somewhat heavier than the final bobweight of the finished rotating assembly. The reason for this is to ensure you won't need to add any metal to the crank during balancing. For normal applications, all you will need to do is lighten the counterweights down to the desired amount when the final balance job is done. Adding heavy (mallory) metal to a crank is a very expensive and time consuming process. Removing metal is simply a matter of drilling holes in the counterweights, which is a normal part of any balance job. This makes balancing inexpensive, easy, and able to be done by any local shop. Want to stay with the factory stroke? Original factory 30-40 year old forged cranks are getting nearly impossible to find. Often our customers will spend countless hours scouring junkyards and swap meets with no luck. Those that do turn up have usually been turned multiple times, balanced, rebalanced, or even had bearings spun. In the past you had to find one, buy it, take it to the machine shop and hope it would clean up at a useable undersize. Even if it did clean up, you still have an original factory part built for passenger car use, now nearly 4 decades old and almost certainly towards the end of it's fatigue life. 440 Source now has the answer. Our platinum series cranks are now available in most stock strokes, good for everything from stock rebuilds up to 1000+ horsepower. The 4340 forged steel is many times stronger than the factory steel ever was, and it's BRAND NEW, which means it is at the beginning of its fatigue life. Also, because this is a Platinum Series crank, you also get fully radiused journal fillets, chamfered oil holes, STANDARD SIZE NITRATED ROD AND MAIN JOURNALS, and profiled counterweights, all features stock cranks won't have at any price!! If you're still weighing whether or not to go with one of our Platinum Series cranks verses a stocker, remember to deduct the cost of buying the stock crank, and the cost of the machine work you will need to put into it from what a Platinum Series crank will cost you. And don't forget, even after putting all that money into the stocker, you will still have a vastly inferior product. If you've already bought a stock crank, you can easily sell it and put that money towards the Platinum Series crank. With the cost of used forged cranks and machine work these days, when all is said and done, upgrading to a Platinum crank could have a net cost of $100-$200. It's a no-brainer. Don't be fooled by the low price. These are not "blems," ground undersize on the journals, or have any other kind of defect. As we explain above, there are no problems with balancing. There is no hidden "catch." They are the real deal, premium cranks straight from the manufacturer. Thousands of these cranks have been sold so far and are being raced with great results. We do 'em by the truckload (literally) and simply do not mark them up like everyone else does. The aftermarket industry is changing. Five years ago, a crank like this would have easily cost over $1800.00 However, if you need one, get it while they last. There is no guarantee these will stay at current pricing forever. You simply WILL NOT FIND a better quality crankshaft in this price range!!!
The 2.009" (Chevy) width rod journals allow you to use any off the shelf big block Chevy rods with perfect side clearance. The smaller 7.120" counterweight diameter on "B" crankshafts allows the counterweights to clear the block in all "B" engines without any modifications. We also now offer our new "NOT WEDGE" cranks listed below. Chrysler's Hemi® components (rods and pistons) are often much bigger and heavier than their wedge cousins. To avoid any problems with balancing, the factory made the counterweights on Hemi® cranks physically larger than wedge cranks. In the past, many aftermarket crank manufacturers (especially on reasonably priced cranks) have offered a "hemi"® version of their cranks with an 8 bolt flange. However, what they really did was take a standard wedge crank and just change the flange to an 8 bolt Hemi® style, without changing the counterweights. With the super heavy duty rods and pistons that Hemi's® are known to run, this often required putting many slugs of heavy metal in the crank to allow it to balance, which usually offset the savings gained by going to a budget crank in the first place. With our new "NOT WEDGE" cranks, we have completely redesigned the forgings to accommodate the largest possible counterweights, which will most closely resemble the original factory Hemi® cranks. This will allow most heavy bobweights to balance without having to add heavy metal in most all cases. In our pre-balanced cranks above, holes are drilled into the counterweights to "pre-balance" them. Since these are not supplied as pre-balanced to a certain bobweight, the counterweights are not drilled at all. If your application should require heavy metal for any reason, your machinist won't have to worry if he needs to add a slug of mallory to a counterweight in the exact location where a hole has been previously drilled. This will help you to save even more time and money. Because of these extra large counterweights, some blocks may require clearancing. Because of licensing issues, we cannot call these Hemi® crankshafts, or have "Hemi®" in any part of the name, so we decided to call them "not wedge" crankshafts, but they are made to interchange with Chrysler's Hemi® engine. If you are using these in a wedge block, you may need to clearance the block for the larger counterweights.
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| Need to free up even more additional
horsepower? Our new
Ultralight
series cranks are the answer!
These use the same super strong 4340 forgings and manufacturing specs as our
above platinum series cranks, however they also go through several extra
machining operations to shave additional unnecessary weight off. As you can
see in the pictures above, these cranks feature pendulum undercut
counterweights to reduce weight and rotating mass. They are also gun
drilled lengthwise through the center of the crank. Look closely in the
pictures and you can spot the gun drilling as well. This saves additional weight, and also helps to equalize crankcase
pressure. Our ultralight cranks can save anywhere from 7-10 POUNDS off of
the weight of your rotating assembly! That translates to a savings of about
3000-4500 grams!! Average weight of these cranks when placed on a scale will
usually be about 59-60 pounds.
Also, these now include a STAR SHAPED FLANGE, where the rear flange is custom milled around the outside of each bolt hole to help save even more weight. (not yet shown.) ULTRALIGHT CRANKS ARE LIMITED AVAILABILITY!!
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| Used 440 Forged steel crankshaft.
Used on almost all "RB" (413/426/440) engines starting in 1962 up until
late 1973 for passenger cars. Standard 6 bolt flange. Very limited
availability. Part No: 100-1097 - Crankshaft "RB" Forged. USED. Price: $245. Following is a table of the "RB" used core cranks we currently have in stock. This table may not be up to date, so please call us for details:
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Used "B" Forged steel crankshaft. Used on almost all "B" (361/383/400) engines starting in 1962. Standard 6 bolt flange. Part No: 100-1099 - Crankshaft "B" motor - Forged - Used. Price: $149.95 Following is a table of the "B" used core cranks we currently have in stock. This table may not be up to date, so please call us for details:
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| New Heavy Duty Bronze Pilot bushing
for input shaft on manual trans (4 speed) applications. Crank must be pre
drilled to accept this bushing. Most factory steel cranks were, while most
cast cranks were not. Also makes a great replacement for worn out older
bushings. Approximate OD is .940" Part No: 101-1012 - Bronze Crankshaft Pilot Bushing - NEW - Price: $8.95. |
| New Heavy Duty Alloy woodruff key.
Use for all engines, all years. Package of ONE woodruff key. Two different
styles are made, both are shown above, and interchange 100%. Part may be
either style, depending on stock. Part No: 101-1017 - HD Alloy Woodruff Key - NEW - Price: $6.95. |
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