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WOW, this is one of the more extrememfailures I have ever witnessed from any engine.... Its not too often that a crankshaft shears on the track on an engine that has 7 main bearings, but this one damn sure did!
The engine has the 3.6 X-51 package and was making 325 RWHP and had seen TWELVE THOUSAND track miles prior to this failure. We had initially thought the engine had broken a rod due to the material that came from the oil sump, but as soon as the engine arrived at our facility a 5 minute inspection found the crankshaft to be in two pieces!
The material these cranks are made from is powdered metal, it's what most modern engines use for crankshaft and connecting rod materials and I am less than impressed with it thus far. I can't believe that a component with such mass could break so extremely.
I feel that this failure was attributed to by a couple of things-
1- The engine was "upgraded" to a lightened flywheel. This new flywheel was installed onto the existing stock engine without being balanced to that assembly. This created an imbalance in the rotating mass AND it did away with the factory dual mass flywheel.
2- The dual mass flywheel was removed to alow the single mass lightened unit to be installed. This eliminated ALL MEANS OF HARMONIC DAMPENING!! The crankshaft was forced to absorb ALL harmonics from the engine and transaxle when the dual mass unit was removed..
So- adding the light weight flywheel was a double negative, not only did it create imbalance, it also eliminated the harmonic dampening of the dual mass arrangement.
Due to this I feel that adding a lightweight flywheel to any existing engine is not a wise decision, and that they should only be added when the entire rotating mass can be balanced and indexed to accomodate the lightweight unit. This means engine disassembly, so I'd only add one of these when doing one of our performance upgrades so the entire assembly can be precisely balanced.
This X 51 will be going back together with our 3.8 package applied using LN Nikies cylinders. It will see some head work upgrades along with severe duty valves and Len's spring package. We'll be upgrading the rods from the stock powdered metal units to LN Billet connecting rods and we'll also be applying many oil system mods to this one. Since the crank needed to be replaced, a Flat Six Innovations Billet Chromoly Crankshaft is being used (instead of another crappy Porsche powdered metal unit) and is in the process of being made now. I feel quite certain that these mods and materials will eliminate failures in the future when coupled to our balance and assembly procedures.
Target for this engine is 425HP at the flywheel N/A
Now, here are some pics of the autopsy. Very few eyes have ever seen the anatomy of an X 51-
The engine has the 3.6 X-51 package and was making 325 RWHP and had seen TWELVE THOUSAND track miles prior to this failure. We had initially thought the engine had broken a rod due to the material that came from the oil sump, but as soon as the engine arrived at our facility a 5 minute inspection found the crankshaft to be in two pieces!
The material these cranks are made from is powdered metal, it's what most modern engines use for crankshaft and connecting rod materials and I am less than impressed with it thus far. I can't believe that a component with such mass could break so extremely.
I feel that this failure was attributed to by a couple of things-
1- The engine was "upgraded" to a lightened flywheel. This new flywheel was installed onto the existing stock engine without being balanced to that assembly. This created an imbalance in the rotating mass AND it did away with the factory dual mass flywheel.
2- The dual mass flywheel was removed to alow the single mass lightened unit to be installed. This eliminated ALL MEANS OF HARMONIC DAMPENING!! The crankshaft was forced to absorb ALL harmonics from the engine and transaxle when the dual mass unit was removed..
So- adding the light weight flywheel was a double negative, not only did it create imbalance, it also eliminated the harmonic dampening of the dual mass arrangement.
Due to this I feel that adding a lightweight flywheel to any existing engine is not a wise decision, and that they should only be added when the entire rotating mass can be balanced and indexed to accomodate the lightweight unit. This means engine disassembly, so I'd only add one of these when doing one of our performance upgrades so the entire assembly can be precisely balanced.
This X 51 will be going back together with our 3.8 package applied using LN Nikies cylinders. It will see some head work upgrades along with severe duty valves and Len's spring package. We'll be upgrading the rods from the stock powdered metal units to LN Billet connecting rods and we'll also be applying many oil system mods to this one. Since the crank needed to be replaced, a Flat Six Innovations Billet Chromoly Crankshaft is being used (instead of another crappy Porsche powdered metal unit) and is in the process of being made now. I feel quite certain that these mods and materials will eliminate failures in the future when coupled to our balance and assembly procedures.
Target for this engine is 425HP at the flywheel N/A
Now, here are some pics of the autopsy. Very few eyes have ever seen the anatomy of an X 51-
