There are hundreds of different connecting rod kits with as many different sizes.

There are extensive lists of dimensions and model names. We have many common rod sizes available.

We provide a new rod kit according to the model, but also to measure. If a connecting rod is needed for a conversion, it often has to be reworked.

These revisions are also carried out. Likewise, we stock all the common connecting rod bearings for the lower crankpin, all standard piston pin bearings (10, 12, 13, 14, 15, 16, 18 mm), many thrust pins and thrust washers.

A small treat for all tuners is the eccentric crank pins. They are specially made and increase the crankshaft stroke by their eccentricity. In principle, it is possible to incorporate such a crankpin into each crankshaft. In most cases, however, a different connecting rod must be used because the lower connecting rod diameter must be larger than in the original state (to get the lower bearing cage on the eccentric pin) because of the eccentricity of the bolt. In addition, in 95% of the cases, the crankcase must be spindled internally so that the connecting rod does not grind inside.

In the extreme case, from 64 mm to 67 mm.

But also crankshafts with standard connecting rods can be extended in the hub. For this purpose, the lower connecting rod eye is honed in a specialist company in order to be able to mount a larger bearing. The shaft still has the original rod length and is still for a 16 mm piston pin !!! For example, for TS 1 or RB cylinders with 63 mm stroke (or even 67 mm).

We also have eccentrics for the Vespa T5. With the T5, the stroke is ramped from 52 mm to 54 or 56.5 mm. For the conversion to 56.5 mm stroke is another Pleul is necessary. It has a length of 110 mm and is thus 5 mm longer than the original. The stroke and the plunger length of the Vespa T5 is compensated by a 5 to 6 mm foot seal. With this stroke, the shafts can also be driven with rotary vane inlet after a machining operation.

Customized eccentric crank pins
It is possible to start eccentric crank pins for different crankshafts. For this purpose, the crankshaft must be disassembled, the crankpin dimensions determined and calculated. A production drawing is created. The crank pins are pre-machined from an insert steel, then surface-hardened and finally ground.

The crankshaft is streamlined, fine balanced and polished.

Replacing the connecting rod by another. This is e.g. when using some conversions. Even with extreme engine mountings, it is usually necessary to drive another piston (because of the length and / or the piston pin diameter). If the lower connecting rod bearing or the connecting rod itself is defective, the crankshaft is completely disassembled and a new connecting rod kit (new crank pin, new bearing, new starting disc, new connecting rod) is installed. Certainly, the wave is then aligned and best laser-welded.

Sometimes both crankshafts twist to each other. This is done by everyday hard and long driving. However, both crank jacks can also rotate relative to one another by means of a piston clamp. For example, the pic-up inside the rotor, it can be assumed that the crankshaft has a stroke. The shaft now gradually destroys the crankshaft bearings by its "egg". Here, the two crank webs are aligned with each other by means of a special straightening device. If necessary, the shaft can be completely disassembled.

But also some crankshafts, such as long stroke crankshafts for PX 200 and PX 125, etc., have a strong unbalance at the factory. Actually an absurd - Sadly sad truth. The crankshafts are checked on an extra balancing device and removed from the material so that they are again in equilibrium and run absolutely smoothly during driving. It is also possible for us to equip crankshafts with heavy tungsten weights in order to achieve a pleasant balance factor. This is necessary in some extreme cases.

A permanent washer spring is welded. This is unfortunately NOT possible for the Kuluseite.