in 1969 we could nitrite, balance, shot peen.....we could not add
metal.....camshaft also...we could do any grind as long as we did not add
metal
Racer Bud
Spitfire #21
----- Original Message -----
From: "Jim" <britbits@netzero.com>
To: <fot@autox.team.net>
Sent: Thursday, May 14, 2009 3:20 PM
Subject: [Fot] Broken Cranks: Was - Any connection between these problems?
> That raises an interesting question.. Back when the cars were new.. What
> was "allowed" (wink wink) for crank prep? Different alloys?
> Nitriding/Tuftriding? Or just balance the factory piece and keep your
> fingers crossed?
>
> I'd always heard the small bearing crank was better for taking abuse (aka
> high revs) than the later big bearing 1296 and 1500 cranks.
>
> The only LBC crank I'd ever heard described as "bullet proof" is the
> Cooper
> S crank, EN40B steel and nitrided from the factory.
>
>
> Cheers,
>
> Jim
> Dallas
>
> -----Original Message-----
> From: fot-bounces@autox.team.net [mailto:fot-bounces@autox.team.net] On
> Behalf Of michael cook
> Sent: Wednesday, May 13, 2009 8:38 PM
> To: budscars@comcast.net; norlinengineering@comcast.net;
> fot@autox.team.net
> Subject: Re: [Fot] Broken Cranks: Was - Any connection between these
> problems?
>
> When I purchased the Triumph competition Dept. Spitfire Mk 3 (1969 FP
> champ)
> from Kas, he said "DON'T go more than six races without replacing the
> crank.
>
>
>
> Being budget-minded, I went six races and decided "Just one more."
>
>
>
> The crank broke at #3 in practice for the seventh race. I still have the
> rod
> as a paperweight - it has a nice hump bend in the middle.
>
>
>
> Mike Cook
>
>
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