WTB, Buick 225 odd-fire V6 crankshaft. Needs to clean up at .010"-.010" max.

Bad news from the machine shop.
My current 225 odd-fire 225 Buick crank is already .010"/.010" undersize.
Crank shops are now extremely finicky and will charge a core charge if it is sent out.
Max they now allow is .010" under, so I have to start with a Std./Std. crank.
225's were common in CJ5's and Commando's.
Lots of them swapped to V8's, so hoping a crank might turn up from someone here.
Engine has already had a fair amount of work done including new pistons so do not want to give up now.

Let me know what you have and a price.

Since when and why did machine shops stop turning cranks to .020?   We have an excellent local crank shop here that can weld cranks and then turn.  But cranks is all they do.  

Apparently this is the penalty I must pay for not just building ANOTHER SBC/SBF or LS.
Seems I should "Just buy an aftermarket crank".
And I did find one, made by Moldex, only $2,000.00 

This a top-notch shop but they do not do their own crank grinding.
When I was younger cranks were often ground as much as .040" under for mundane street duty.

I think you need a different shop not a different crank.

I think I may be addicted, actually considering the Moldex crank and Carillo rods!

But if I do that, the pistons I have are not worthy, so another Grand for forged pistons. 
Would you believe this started as a budget engine build?

It didn't stay budget if you are looking at a Moldex crank.  The strange thing is a Spitfire Moldex crank cost a lot more than that and takes along time to get it.  

NOS part, no idea what original price may have been.
Making some effort to negotiate.
I know it makes no real sense, but credit cards are the real Enabler's!

EDIT: If ordered new, about $3,250.00!

Grrrrr, harder choice than you might expect.

Seems the real question becomes weather or not I should expect potential buyers to appreciate the difference when the finished car is put up for sale.
This is an attempt to build a car for resale after all.

Moldex has been around long enough to be valid as a vintage part and I know of no one doing higher quality cranks.
Coupled with the Carrillo rods and some JE pistons this could be an ultimate odd-fire build.

How different are the following generations that went into Range Rovers?

edit: reading for ross is hard. lol!

Not much, just two more cylinders and aluminum block/heads. 

Trying to figure out where I might get an authoritative answer to the question of increased value verse cost.

APEowner said:

I think you need a different shop not a different crank.

Spoke to the shop again.
They say the rod journals have nicks in them.
Really not sure how that happened, but probably related to my having to move everything I own too many times. 

Wasn't the last year for the odd fire like 1978? Oof, I wish you luck.

Hey, if building authentic period correct high performance was easy everyone would do it and spoil the fun. 

APEowner said:

I think you need a different shop not a different crank.

Quoted for truth

spitfirebill said:

Since when and why did machine shops stop turning cranks to .020?   We have an excellent local crank shop here that can weld cranks and then turn.  But cranks is all they do.  

And their contact info is?

Oh oh, looks like my offer is being accepted!  
I had thought the 327 for the El Camino was going to be my most tricked out engine. 
But with mere Eagle rotating assembly and JE pistons it's really not that much compared to this 225.  

More details.

3.6 Stroke, it that going to fit in an OEM block?
Looks like that also makes the engine a 245" stroker.

Gotta love old NASCAR parts! 

EDIT: Bought!

RichardSIA said:

spitfirebill said:

Since when and why did machine shops stop turning cranks to .020?   We have an excellent local crank shop here that can weld cranks and then turn.  But cranks is all they do.  

And their contact info is?

Spartan Crankshaft.   864-503-9344.  

Good to know.

Seems I am giving in, putting the 231 that is nearly ready to run in the Dio/Buick and saving the now 245" Odd-Fire for myself and the TRICK-6 project.
Few potential buyers would know the difference anyway.
May change my mind again, but at the moment I do not want to give up such a trick engine to a car that will be sold.
This also speeds up the Dio build since the stroker is going to take a while to complete.
The extra torque is needed more in the heavier steel body car.