J05E Second Hand Crankshaft For Excavator SK200 - 8 SK250 - 8 134112281
Specification
| Product name: Engine crankshaft | Model Number: J05E | |
| Application: Excavator | Part code: 134112281 | |
| Staus: Normal | valve: 16 valve | |
| Size: Standard | Number of Cylinders: 4 | |
| Cooling: Water cooling | Injection: Electric Injection | |
Description
A crankshaft contains two or more centrally-located coaxial cylindrical ("main") journals and one or more offset cylindrical crankpin or ("conrod") journals.
CRANKSHAFT MANUFACTURING PROCESSES
There is an old argument that a forged crank is superior to a billet crank because of the allegedly uninterrupted grain flow that can be obtained in the forging process. That might be true of some components, but with respect to crankshafts, the argument fails because of the large dislocations in the material that are necessary to move the crankpin and counterweight material from the center of the forging blank to the outer extremes of the part. The resulting grain structure in the typical V8 crank forging exhibits similar fractured grain properties to that of a machined billet. More than one crankshaft manufacturer has told me that there is no way that a forging from the commonly used steel alloy SAE-4340 (AMS-6414) would survive in one of today's Cup engines.
Some years ago, there was an effort at Cosworth to build a Formula One crankshaft by welding together various sections, which comprised the journals, webs and counterweights. The purported intent was to be better able to create exactly the shape and section of the various components, thereby reducing MMOI while achieving the same or better stiffness. While no one was willing to divulge details about the effort, it is rumored to have been run once or twice then abandoned due to the high cost and complexity compared to the measurable benefits.
In certain cases, there are benefits to the use of a built-up crankshaft. Because of the ‘master-rod’ mechanism necessary for the implementation of the radial piston engines that powered most aircraft until well into the second half of the 20th century, a bolted-together crankshaft configuration was used almost exclusively. Figure 5 illustrates a typical two-row composite radial crankshaft and master-rod layout. The loose counterweights will be addressed later in this article.
