It takes me 6 months to get a crank made by Moldex for us in here.

Customer ordered this one, now does not need it, and I'm trying to help him move it. This one has the optional rod journal lightening.

Normally $ 3,395.00
He will take $2,400 for it with no waiting.

Still in the original box, has never been installed.

Our webpage about them: http://www.928motorsports.com/parts/stroker_crank.php

From the webpage:
Description: The 928 Motorsports stroker crankshaft is machined from a single billet of 4340 steel (38 Rockwell hardness) and then shot-peened for stress-relief and surface toughness. It is also magnafluxed, checked to be straight and true, and all journals are fully polished before leaving us for you.

Additionally, the crank has updated oil passageways that oil the journals from both sides - a real upgrade over stock. Our design incorporates "Chevy" rod journal sizes so there are more rods available for you to choose from at a lower cost.

Provides a full 3.750" stroke (95.25mm) compared to the stock 3.106" (78.9mm) stroke. If you use the same diameter piston (100mm) as stock, this crank will produce a 6.0 liter motor. Upgrading to a 4.125 sleeved bore and piston will yield a 6.57 liter motor. This crank will handle applications up through 800 HP without difficulty

Cut from a single 4340 Steel Billet
Shot-peening
Magnafluxing
Straightening
Polishing
Improved Oil Passageways
Rod Journal lightening

If interested, email me or Gretchen or call.

At this price, it wont last long!

 

no knife edge??? looks nice though! someone can get rolling soon with this.
if you get a set of 968 pistons, how much for a set of rods to match?

thats a bigger stroke that what we normally see at 92mm, right?

 

Just selling the crank here, Mark.

The crank comes with SBC rod journals (fractional) , so a set of rods with a fractional big end and metric small end journals would be custom and pricey. I would try to avoid that for my customer.

For this crank, I would use SBC rods and custom forged pistons. Less expensive, and stronger than the 968 setup.

I would use 968 pistons maybe if it were a metric crank so the rods could be metric-metric.

However - you can do whatever you want.

Like you say - If someone has wanted a 928 stroker crank but cant stand the waiting period, this is there day!

 

great price for the standard stroker crank........someone is gonna get a smoking deal

 

How will this crank line up with the cylinders as far as rod off set goes? And I noticed the tag saying it wasn't balanced, can you provide this?

 

Can't balance the crank w/o the rest of the reciprocating pieces.

 

Great price for a nice chunk of metal!

Please Carl: Don't encourage people to use the incorrect offset SBC connecting rod.....it's soooo wrong....and enough of these 928 engines have been ruined by this single mistake. The "side loading" on the piston walls is in the "thousands of pounds"....which ruins an Alusil bore really, really quick. I'm so sorry that Devek started this terrible "sin" and so sorry that other's have followed. The SBC rod misses the centerline of the piston by .060", which literally twists the rod each and every time the engine fires. People that use "stiff" connecting rods "get away" with this huge mistake....until the rod finally breaks from this side loading....or the pistons starts galling the bore.

I keep the correct 928 offset rods, in stock, 24/7 for the Chevy rod journal and both the metric and "Chevy" wrist pin size. Made by Carrillo, so these uber quality rods go well with this high quality crankshaft.

BTW Carl: I had a customer come in and have me install one of your replacement harnesses for the alternator and the starter (with the 14 pin connector.) I was plesantly surprized at how nice this loom was and how nice it fit. The construction and the material quality were first class. Excellent job!!!

 

Greg;

Thank you for the feedback on our engine wiring harness. Glad you liked it.

I do not encourage anyone to use the wrong rods or rods with the wrong offset. Of course not.
And I do not see anywhere in my post where I encouraged people to use the wrong rods.

I mentioned the SBC bottom end specificaly because I do not want someone to think they can just drop this in their 928 with the stock rods.

As it says on our webpage for this item: "NOTE: Stroker crankshafts require careful measurement by an engine assembly professional to select rod length and piston crown height to use with the crankshaft."

I'm glad you use the Carrillo rods. No question about their quality, but a little pricey I think. I have Oliver rods of the correct 928 offset for the Chevy rod journal and both the metric and "Chevy" wrist pin size. The Oliver rods have done very well for us.

So there you go, Mr. Rennlister: if you want this crank, both Greg and I have rods in stock for it.

 

So nice to see you two getting along.

This is a great deal for someone with their engine apart and $2400 burning a hole in their pocket!

 

Man, why couldn't this have been up for sale last summer when I had the engine out and apart! Just to ask though. Say I got either set of rods and this crank, would I have to do anything else? I could use my existing pistons and put in new bearings, rings, associated nuts and bolts and call it good? What would be the anticipated power out of a Frankenstein like I am thinking of?

 

best have a lot more than $2,400 since it requires custom pistons even at the standard 100 mm bore and custom rods .

 

$10K for total cost is minimum investment even if buyer does all but machine work him/herself.

 

So you currently have a 5L crank with a stroke of 78.9mm. A stock S4 piston has a compression height (top of piston to centerline of wrist pin bore) of 42.8 mm. And an S4 rod has a length (big-end center to wrist pin center) of (EDIT) 150.0 mm.

That Moldex crank has a stroke of 95.25mm. So if you use the same pistons, the rods have to be ((95.25-78.9)/2) = 8.175 mm shorter so the pistons don't smash into the heads. Ok, except that then the pistons will travel 8.175 mm lower down the bore because of the greater stroke, and another 8.175 mm down the bore because of the shorter rod. I haven't measured, but I'd guess that the oil control rings would pop out the bottom of the cylinder if the piston travelled 16.35 mm lower in the bore. Or the piston skirts would hit the crank throws. Or something bad.

 

Rod lenght is 150.00mm.

Piston would hit block before reaching BDC. Piston need to be same shape as Kolbenschmidt 968 to clear block. Skirt cannot be full round style like it is in all 928 pistons. Low compression and skirt height GTS piston will hit block same way as all others. Block bore is not round all the way through. Even with 968 pistons its good idea to check skirt clears crank counterweights before crank is balanced.

 

Erkka-

D'oh, I'd better check the calibration on my $19 caliper. Or perhaps my ability to use it.....