I have officially lost track of the amount of cranks we’ve been through, but I think we’re at number 5.  The first crank was of the big thrust bearing type, but the end where the flywheel & oil seal rides was severely pitted.  Crank # 2 was a back-up, with some light scoring.  Crank #2 was sent out for a core swap for a remanufactured crank. Crank #3 was the backup for the backup, and unfortunately had a ding on one of the piston bearing lobes.  Crank #4 was the rebuilt crankshaft, and this is the one we planned on using.  Mike at ABT has spent a good amount of time with crank #4.  Today, however, he discovered that whoever remanufactured the crank cut down the diameter of the crank where the rear main seal (and flywheel) mount by 0.010”.  That is pretty unforgivable.  Basically, this remanufactured crank is useless.  Great.  Six hours down the chute by Mike’s count.

Mike noticed the problem when he fit the flywheel over the end of the crank.  Instead of a snug fit, the flywheel sat loosely.  Without a snug fit between the flywheel and crank, the flywheel might not be centered and could potentially move around.  Not good!

Crank #5 was actually the replacement I got for crank #1, which was the original and significantly pitted crank that came inside my 2001 block.

in any event, we decided to go with stock Mazda bearings, because that is what I could get overnight (thank you Mazda Comp!).

While at ABT, I snapped a couple of pictures of crank #5 on the balancer and the Maruha Oil Pan Baffle installed.

PICTURES: Crank/flywheel play, balancing, Maruha Oil Pan Baffle.