As such this would mean that the bearing’s would need a chamfer to compensate for the change in radii. The difference in the machining allotted for different radii between the counterweight masses and the journal surfaces. This is due to the fact that the machining tolerances of BC are different than that of OEM. Through my research, I discovered that it is not too uncommon for domestic crankshafts to require chamfer cut bearings. Titec2, (the person from whom I actually purchased my crank from as he was one of the original members of the first FCW group buy back in 2006) that some modifications to my Main Bearings as well as my Rod Bearings might be required. With respect to the crankshaft work, I had been told by another well experienced machinist, Jay Ruffer a.k.a. His knowledge of import engines impressed me, as did his facilities. Gord Bush of Gord Bush Performance is a milestone performance engine shop specializing in engine builds varying from Ferrari’s to Nascar spec’d Big Blocks. I took the time to look for well experienced and well represented machinists in my community and I found a Gem. Be forewarned that if you do indeed purchase this crankshaft, modifications to the crankshaft, or, your engine components will be required. I was however aware that there could be some fitment issues and that it was possible the crankshaft was not a simple drop-in component. BC does all of their milling and machining in house and they came out with an exceptional product. When I first got the crankshaft I was pleasantly surprised by the quality of the piece and the craftsmanship.
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