Cast vs. Forged
Manufacturing techniques play a substantial role in the ultimate strength of a crankshaft. Casting and forging are the two most common manufacturing methods, and each has benefits and drawbacks. Cast cranks start life as liquid iron or steel, and are poured into a mold. This allows the raw casting to closely resemble its final shape, which reduces the amount of final machining. Combined with the fact that the equipment necessary to produce castings is relatively inexpensive, it's obvious why cast cranks are the predominant choice of the OEs. Aftermarket cast cranks offer significant improvements in strength, and can be had for as little as $200.
In contrast, the forging process requires heavy duty presses and more extensive final machining operations. Forging involves heating up a cylindrical slug of metal to a molten state, then pounding it into shape with presses and dies. It is this compressing action that creates an inherently stronger end product over a casting. "In a casting, the grain structure looks like beach sand," explains Tom Lieb of Scat. "In a forging, the force of the press compresses the grain together so it becomes one uniform grain flow. As the space between the molecules is compressed, each molecule is forced to 'hold hands' with the next molecule." Compared to a cast crank, the drawback of a forging is cost. The heavy duty hydraulic presses used in the forging process are extremely expensive, which leads to a costlier product. Expect prices to start at $500 for more popular engine makes.
Strength
Before delving into the specifics of metallurgy, there are strength characteristics universal to all castings and forgings worth nothing. In a lab, metal is tested for strength by pulling a one-inch round bar apart until it breaks. Tensile strength relates to the amount of force required to start stretching the bar. Yield strength describes the force needed to continue to pull the bar apart. The difference between tensile and yield strength between castings and forgings is significant. "With a casting, you only have to reduce the cross section of the bar by six percent before it breaks," Lieb explains. "With a forging, the cross section can be reduced by 20 percent before the bar breaks."
Hierarchy Of Metals
Since the American Society for Metals allows for some leeway within each grade of metal, the tensile strength ratings listed in this chart and elsewhere in the story are approximate, not exact figures. Nevertheless, they do adequately allow comparison among the strengths of different metal grades. While these represent just a small portion of all the steel alloys established by the ASM, they are the ones most common in automotive applications. Here's a quick rundown:
MATERIAL: TENSILE STRENGTH: RATING:
Cast iron 70,000-80,000 psi OE engines
Nodular iron 95,000 psi OE engines
Cast steel 105,000 psi strongest of the cast cranks
1010/1045/1053 100,000-110,000 psi high-carbon factory forging
5140 steel 115,000 psi sportsman-grade forging
4130 steel 120,000-125,000 psi premium alloy
4340 steel 140,000-145,000 psi strongest alloy for cranks/rods