Everybody in the engine business has suffered crank failures at one time or another, with recalls, lawsuits, and all the rest. There is little point in headbanging Superior over the recent XP-400 crank problem.
In any case, Superior is actively looking for a new crank vendor, so any future XP-400 purchase won't include the old crank. I say "future" because right now you can't buy one.
We might also note the EAB world is cavalier about ignition advance, which can add significant crankshaft mechanical stress. Let him without sin throw the first stone.
The deleted court links were interesting only from the standpoint of identifying outside parties, information an engine company generally guards as top secret. Outside vendors are a fact of life for everyone, although Lycoming and Continental are both working toward integrating more of their supply chain in house. Lycoming's automated piston production and Continental's German machining facilities are good (public) examples.
So, we have a crank forged in Europe, machined by a US contract shop, sold by Superior, and possibly flown with far too much ignition advance. IIRC, the forensic metallurgical reports indicated a below-the-surface initial point, generally undetectable in a QA inspection. At the micro level, there are probably a few such inclusions in every crank, of any vintage, from every manufacturer. To find them, all you need to do is stress the crank hard enough. The 215HP XP-400 shares journal diameters with the slightly smaller displacement Lycoming-pattern engines, so its design sin (if we were to point fingers) is stressing those journals a bit more. Nothing is perfect...and we might also note the new 215HP rating for the cold air version of the 390.