The Numbers First
Order-of-magnitude reality, auxiliary/medium-speed range: a new OEM crankshaft typically runs into six figures (USD) with 6–14 months foundry lead time. A reconditioned, MPI-verified shaft of the same specification generally lands at 25–45% of new price with dispatch in days from ready stock. For slow-speed crosshead shafts, the absolute saving can exceed the price of a full spare-parts consignment. These are bands, not quotes — exact figures depend on series, size and class requirements — but the ratio holds across every maker we handle.
What the Discount Actually Buys
A reconditioned shaft is not a polished unknown. Ours ship with journal diameter sheets, run-out readings, MPI reports and preservation records. Compare that with a new shaft's factory certificate: different paper, same engineering question — is this journal round, straight and crack-free? Read how verification works before deciding the premium is worth it.
When New Is the Right Call
- Class or charterer mandates new-for-old on that component (rare for crankshafts, but check the charter party).
- No verifiable history: if a used shaft comes without dimensional and NDT records, walk away — or buy new.
- Final undersize already consumed: a shaft at its last grind size with worn journals has no reconditioning margin left.
When Reconditioned Wins
Vessel off-hire at $15,000–$50,000 a day makes a 9-month foundry wait cost more than the part. Emergency breakdowns, planned dry-dock windows and budget overhauls are exactly where verified used shafts pay: documented examples include MAN B&W 7L32/40, Wärtsilä 18V32 and MaK 9M20 crankshafts dispatched with full test packs. Browse current ready stock or send your part number to the sales desk for a dimensioned quote — and read the broader new vs reconditioned decision guide for components beyond crankshafts.
