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and start looking for aftermarket replacement based upon this one failure, which, other than a dyno number, has very little history presented with it. I think the stock crank can be substantially improved with surface preparation by smoothing the rough-forged surface and then shot peening (masked journals of course). Also, as you mentioned before, the use of a harmonic dampner seems to be a logical addition. I do like the idea of knowing the crank's material chemistry, at least you can then compare the alloy's baseline properties to that of another. I'm not sure how you're going to get a valid tensile test from the crank material though, since the coupon to be tested typically needs to be no less than 3" in length (not allowing for additional length needed to clamp to) with no surface irregularities.
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