A crankshaft with counterweight prevents vibration and foaming at high speeds, so it is a very good
investment for anyone whose engine regularly runs above 4500 to 5000 rpm. The engine runs more gently,
can produce more power and will have a longer life than if you mounted the original crankshaft.

All type 1, type 3 and CT/CZ crankshafts have 8 locking holes (the locking pins are mounted) for mounting
the flywheel and are asymmetrically drilled so that the flywheel can only be mounted on the
crankshaft in one way, which is important during balancing.

If you are not mounting a new lighter flywheel with 8 holes as standard, you must add 4 additional holes to the existing
flywheel using tool . Mounting the flywheel on 4 pins is possible but not recommended for higher power motors.

All crankshafts are equipped with large oil channels, a transverse bore for better oil flow, a micropolished bearing
bed and are dynamically balanced (rebalancing is recommended with the flywheel and crankshaft pulley). These
crankshafts are also manufactured from a single forged part in chrome-molybdenum 4140 or 4340.
Chromium-molybdenum 4340 is one of the most resistant metals we know, so it is very suitable for
crankshafts, especially if we want to get a high power from it.

All crankshafts are designed for connecting rods with VW dowel pins with original VW dimensions.
With long stroke crankshafts, the crankcase will have to be adjusted, if you buy a "Super Stock"
crankcase (available only for type 1 and type 3 engines) the adjustment is zero or very minimal,
these are adapted for a longer stroke.

Note: Thoroughly clean the oil ducts, some grinding remains may still remain at the factory.