I know that this horse has been beat extensively, but I still have a few lingering questions. Other than a comment about the V12, this applies to V8s with 90deg bank spacing. The press has shown bits and pieces of a new "430 Modena". It's using the Maserati V8, but modified for nearly 100 more hp. One of the mods is a flat crank. Also, when the Maranello came out, they switched to a crank with a different firing order from the 456. (On a V12, I'm not sure it's a 180deg crank.) Supposedly the 456 crank was smoother. (Not positive, but they may have switched to a Maranello-style crank on the 456M.) Facts: 1. The flat crank used on the 308 series allowed Ferrari to build the motor as two separate 4 cyl units. (Altho there are single distr models.) This continued with the early electr inj models, as there is two separate control modules. So there may have been some financial advantage. 2. A flat crank can allow better exhaust scavenging (sp?), as the pulses in each header are evenly spaced. However, it doesn't look like early F-V8s have any sort of tuned or even length headers, so they are only partially, if at all, taking advantage of this. 3. If I understood a previous post from Mitch Alsup, a 90deg crank in a V8 vibrates less than a 180deg crank. The 180deg unit has similar problems as a 4 cyl, vibration-wise. This probably explains the 90deg unit in the Maserati, as well as most other cars. Possible myths: 1. "A flat crank gives better torque." Huh? With either crank, there is a power pulse every 90 degrees of crankshaft rotation. Does the end of the crank actually know whether a power pulse came from the left or right bank? 2. "A flat crank revs better." What about the extra vibration? And, again, the power pulses are spaced the same with either crank. I don't understand the advantage in using a flat crank. It seems that there is no real advantage, but using it carries a vibration penalty. Anyone?