the stock keyway only engages the balancer about 3/8" or 10mm... my "first" 180mm balancer clearly had a crack where the keyway was because all of the torque is being held by the tiny amount of keyway... this is simply my opinion, but there is no doubt in my mind that the MB tool is ultimately what caused my failure... besides, 250ft-lbs is not breaking a crank... i mean the engine does make 600+ and the crank doesnt break, right???

I see the point f the keys way taking the load then when torquing it with the factory tool. However this is how it was designed and countless people have done it this way.

Yeah u are confused about that second part. The Pistons/rods accelerating the crank does not apply the force in the same way as a twisting motion like holding it from the he other end of the crank.

think about it... 250 is transferred through a 1/2" drive extension... do you really think that extension is stronger than an AMG crankshaft... i installed a crank in mine, its a freaking beefy unit... either way, i can never in good consciousness use or recommend the oem tool... it is a design for use in the vehicle... it is not installed like that from the factory...

we can agree to disagree about it...

Im gonna be shopping around for a 180mm crank pulley soon. Looks like ASP is the way to go. Does anyone know anything about the Eurocharged 180mm crank pulley??

ive a 180mm ec cp ill be selling ones I get a new one.

Draggbody, is that the tool you were explaining to me when we were down at silver dollar? Looks mint and the concept behind it makes a lot of sense. Afterall, I believe there is another tool mb makes that bolts up to where the starter is mounted to lock the flex plate. I'll pm you some questions on the crank extension. Does anyone know how much it costs to make a 180 or 185 ASP when you send them a stock pulley assuming they still make them?

Has anyone had experience (good or bad) with Ultimate Performance Design (UDP) balancers?

Their website states that the balancer is designed and manufactured specifically for the M113K rather than from universal balancer/OEM hub which I believe the ASP is?

The price difference is negligible between the two options (both expensive) so I want to get one that will last and handle 600+bhp.

The UPD performance balancer is the only complete kit on the market and out specs all other competitors,as the UPD balancer is specifically designed for the Supercharged Mercedes AMG V8 and not a universal balancer hub that just adapts to your high performance vehicle`s crankshaft. http://ultimatepd.com/m113k-intercha...nk-pulley.html

* Hard Nitride coated hub, * Hardened Chrome moly CNC machined steel balancer hub VS competitors mild steel hub. * SFI approved harmonic balancer * Ultra strong, interchangeable, and hard annodized aluminum boost rings. The UPD high performance balancer is precision CNC machined in the USA and installs directly in place of the factory unit. The balancer and crank ring assembly weighs only 12lbs, compared to 15lbs lbs for the factory steel unit.

Does the UPD include ARP bolt and crank extension kit? Did you price the ASP pulley with these two (required) extras?

Yes, the price provided includes both the ARP bolt and crank extension kit.

Any thoughts whether it is as good or superior to the ASP crank pulley?

Is the ASP have a brand new core, or an use core?

ASP is the more sound solution, if you don't care about changing boost rings.

It is just a removal and replace of the existing so no change to the boost rings or need for a re-tune.

The ASP is new from ASP. I assume this means a new core??

Assuming the ASP is constructed from a new core, are the extra $'s justified over the UDP?

If asp is new core and includes crank extension and ARP bolt, and it's same price as UPD, then I would get ASP unit.

The ASP is about $150 more than the UDP..