“Not All Crankshafts Are The Same”
Our crankshafts (top) are works-of-art because they are fully counter-weighted. Partially counter-weighted cranks (bottom) do not evenly counter each piston/rod’s thrust but they are slightly lighter, which is why they tend to be used for racing. Ironically, race engines do not have the same dynamic loads as street engines because they are always spinning between 4000 & 7200 RPM when they are loaded. Street engines are loaded from just off idle. The original cast steel cranks in Jaguars are cycle fatigued and can fail when put into high performance engines. For example, we broke our test engine’s Jaguar crankshaft after 200 pulls on our dyno during our testing sessions. This is why it is advisable to replace your crankshaft with a billet steel crank when doing a total rebuild - even when you are keeping the original stroke. E-Torque also stocks normal (106mm) engine stroker crankshaft kits.

E-Torque’s Stroker crankshafts have narrower rod journals than a sock Jaguar crank. This was done for two reasons. First - it removes substantial weight from the rod, and Second - the narrower rod journal also stiffens the crankshaft. An inline six cylinder engine has a very long crankshaft, which makes it prone to instability. This was a way of helping to stiffen the crank and reduce reciprocating weight.