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Been There Done That
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i'll look into those. i dont mind spending the money on a good rod that will last. doesnt have to be the lightest thing in the world but has to withstand the abuses of daily driving. will be going with supertech or mahle 4032 pistons.

edit: i just looked into those tsx pistons but want something with bigger valve reliefs to fully utilize my svm 212s. :eek:
 

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i'll look into those. i dont mind spending the money on a good rod that will last. doesnt have to be the lightest thing in the world but has to withstand the abuses of daily driving. will be going with supertech or mahle 4032 pistons.

edit: i just looked into those tsx pistons but want something with bigger valve reliefs to fully utilize my svm 212s. :eek:
I was initially looking at supertech 4302 pistons but the only overbore pistons they had were 87.5mm 12.5cr. The 09 TSX pistons were exactly what I was looking for, 87.25mm overbore and decent compression of 11.1. I'm limited to 33*vtc with the DC 2.2. Im also limited to 91 octane so that was another factor I had to consider in regards to high compression and reliability.
 

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Arouse the DAMPFHAMMER!
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6,578 Posts
I can start a list for regular shelf rods... I have some weights written down somewhere. I will try to update this over the next couple days.

(a) = advertised weight
k20

589g OEM Honda/Acura (PRB)
490g BluePrint Pro-Series I-beam
445g BluePrint Ultralite I-beam
440g BluePrint H-beam (a)
495g Eagle H-beam (a) #CRS-5470K3D (ESP-H beam)
514g Brian Crower Sportsman H-beam (a)
415g Brian Crower Sportsman Lightweight H-beam (a)
555g Brian Crower I-beam
460g k1 H-beam (a)
450g k1 lightweight H-beam (a)
511g k1 turbo (a)
Manley H-beam #14014-4 (made by eagle) probably 460-495g
550g Manley Turbo Tough I-beam
Pauter #Hon-220-510-1389F
480g Carrillo Pro-A
501g Carrillo Pro-SA
526g Carrillo Pro-H
Crower Steel Billet B93738B-1
Crower Maxi-lite ML93738B-1
512g Cunningham (custom k20)
374g Cunningham (custom titanium k20)


k24

498g OEM Honda Accord (PPA)
617g OEM Acura 04-05 TSX (RBB)
600g OEM Acura 06+ TSX (RBB)
538g BluePrint Pro-Series I-beam
459g BluePrint Ultralite I-beam
BluePrint H-beam probably 525-535g
Eagle H-beam probably 525-535g
535g Brian Crower Sportsman H-beam (a)
422g Brian Crower Sportsman Lightweight H-beam (a)
Brian Crower I-beam
526g k1 H-beam (a)
454g k1 lightweight H-beam (a)
542g k1 turbo (a)
590g Manley Turbo Tough I-beam (a)
578g Pauter (courtsey of Bigworm) #Hon-220-510-1520F advertised at 585g


496g Carrillo Pro-A
538g Carrillo Pro-SA (courtsey of Blazed)


547g Carrillo Pro-H (a) with actual being 551g (courtsey of [email protected])


Crower Steel Billet

506g Crower Maxi-lite ML (courtsey of JDMEK4COUPE)


512g Crower Maxi-lite with upgraded AMS5844 Bolts (6spd_ek pic :p )


Rod Bolt Info
ARP 2000 rated at 220,000
ARP L19 rated at 265,000
ARP 3.5 (ams5844) rated at 280,000
ARP 625+ rated at 280,000

Crower 8740 rated 180,000psi
Crower H11 rated 220,000psi
Crower AMS5844 rated 280,000psi

Carrillo WMC (H11) rated at 220,000psi
Carrillo CARR (multiphase) rated at 285,000psi
Amazing information about rod weights, materials, fabrication. BTW, some of the actual F1 engines, which has cylinder pressures way over 250 bar, and those of the 20,000 rpm generation (V10, 3 Liter displacement and 2.4 Liter displacement) used to Pankl conrods for reason. None of them, I know, uses aluminium alloys, most of them use Titan-Aluminide-Alloys like the flag ship material Ti-6Al-4V.

I really liked the conversation DRAG and Joe McCarthy had about material choices for different applications and engine specification. I think both are right regarding the requirements of an rod, just they spoke about different applications and budget approaches. Aluminium is an cheap and can be a very strong material e.g. A2024 + 35 % Al2O3 gives a yield strength of 650 MPa, Ti-6Al-4V has minimum 900 MPa, but the price for material and fabrication is much higher. So it is a cheaper approach to get an Alu conrod to 350 g as it would be with the Titan-Aluminide-Alloy would be. DRAG was talking about what works out, Joe was talking about specification and limits. That's a difference, the application may need not that much cyclic-to-failure. Because the weak links of Aluminium are not only the lower yield strength, which can be compensated by a thicker design, also the much lower durability because of the much lower cyclic-to-failure (< 10^8 for Alu) in keeping it's specification in measurements and last but not least the higher temperature sensitivity. This can be addressed by adding Al2O3 (ceramic base material). A huge advantage of the Alu rods is the good E-modul (you may know as Youngs modulus) of around 160 GPa (steel around 210 GPa) for the above mentioned in combination with the thicker design compared to equal weight steel version. Therefore Alu rods may bend first at higher boost levels compared to steel versions. But this bill can't be done without design of the rod. Same weight, different designs = different stiffness!

We are actually building a 1200 hp-I4 engine (budget limited) on steel rods because the are already in the shelf. There are Pankl and CP rods, today the same company house, but way different qualities. Unfortunately the Pankl's are of a lower C-C measure, I afraid we will use the CP's. We will see how it goes.
 

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are these figures including the rod bolts or not?
Here are some more:
ZRP std H-Beam K20 rods w/o rod bolts: 474 g ( cheap kitchen balance) / 470g spec

ZRP K20 H-Beam Connecting Rods Lightweight: 436 g spec

ZRP K20 I-Beam Connecting rod: 502 g spec

ZRP K20 Heavy Duty I-Beam Connecting Rod: 510 g spec
 
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