GS / GSA Crankshafts

• Complete dismanteling, dimensional and wear checking at con rods and main journals.
• CONRODS: Removal of old bearings and bushings. Pressing in new special massive bronze bushings in the small ends, rivet them, followed with fine boring to very close H6 bore diameter tolerance.
• CRANKSHAFTS WEBS & JOURNALS: Timing sprocket, thrust bearing and gear box primary shaft bushing removal. All journals surfaces are checked for scratching, wear, dimensions and tolerances.
• ULTRASONIC CLEANING: Of crankshaft parts, especially the very important cleaning of the hollow bored conrods journals!
• ASSEMBLING: All parts are assembled. Primary shaft bushing or needdle bearing pressed in. Then the most important part follows: The run out of round correction! Typical value are in the range between "zero" (philosophic value: zero doesn't exist in reality!) and 1,5 hundredst of a millimeter (not inches!).
• DELIVERING: The crankshaft is assembled and with a final recheck, it is delivered including his flywheel bolts, bushing and shaft seals. With the shafts seals you can indicate what you wish: Standard are normal shaft seals, but you can also get the very better silicon or viton seals at flywheel side (2CV-cranks). At fan side you can get "normal", but also better ones: Improved with dust lip or Viton with dust lip. This only depends on how much you want to spend!

We have indicated that a lot of options are available, from a standard (better than new!) unit to a full racing crank that can easily take high loads and 9000 rpm without break down or strafing.

Available Options:

• Stronger connecting rods.
• Checking and correction of parallelism in the two planes for small and big ends bore of connecting rods.
• Additional oil supply to middle conrods journals at middle of crankshaft in the thrust bearing. This IMPROVES oil flow at conrod journals resulting in better lubrication/cooling of conrods big end.
• CONRODS: Oil routing change, so the piston dome cooling is very improved. An oil jet is necessary for this in the top of small ends. Radially the lubrication between big ends and crank web can be improved. ROUGH forged surfaces at the crank webs are finelly polished. Oil can better flow away and dont clog on the roughs surfaces.
• BALANCING: It's a world for itself with great profits: An engine that runs a lot more smoothly! Less friction lost, lower oil temps, more power and so on: No more comments are necessary about this or we would have to write a book about this!
  A "normal 2CV crankshaft" is balanced at only 16 %, a Visa crank at even less! We can offer a more adequate 30 or 33% balancing and, thanks to modern computer aided dynamical balancing, offer a balancing precision with a resolution up to 0,1 gram (metric)!
  For sport and racing, we currently offer the following: Connecting rods are matched to the same translatoring, rotational and total balance and weights. This include finest polishing of the entire rod surfaces. That all results in that what we call: The hidden secrets of a smooth running engine!
• WEBS: They can be profiled such an airfoil! This greatly reduces the aerodynamical drag! But only in conjunction with an entire new balancing. For profiling the webs and counterweights we must remove some material and that dramatically changes the balance! Heavy metal plugs are needed to compensate for the loss in balance of the crank!

NEVER FORGET : THE WEAR STATUS OF A CRANKSHAFT CAN ONLY BE EVALUATED AFTER DISMANTLING AND THE CHECKING OF CONRODS JOURNALS CAN BE DONE!

For all options see above, and please be so friendly to send us a mail about your request wisches so we can propose you what make for you sense and what not!

To go in touch with us, please refer to our contact page!