K1 - Blog
K1 Technologies and its fellow piston suppliers under Race Winning Brands have joined forces to help Power the Cure for cancer through support of the American Cancer Society. Learn how you can represent the high-performance community and truly make a difference!
The Small Block Chevy has arguably (hardly) been the most popular platform for performance and racing engine builds for decades. While there's many ways to skin the cat with these builds, a 434-inch setup is a great way to serve performance goals, from track to street. K1's latest 5.850" SBC connecting rod is ready to deliver reliable horsepower for seasons to come.
Already equipped in K1 connecting rods standard, small end rod bushings are now available in universal and engine specific sizes.
K1 Technologies has expanded their lineup of connecting rods with their latest H-beam rod for Ford 7.3L Godzilla engines. Manufactured from 4340 steel and held to precise tolerances, these connecting rods are prepared for monster power in Ford’s latest big displacement V8.
Posted: July 12, 2021
Mitsubishi 4G63 and 4B11T engines are among the most popular sport compact platforms for horsepower enthusiasts, and K1 Technologies has these potent 2.0L powerplants covered with a selection of premium quality, H-beam style connecting rods. Among the most popular are 150mm and 162mm long rods for the 4G63 and 143.7mm rods for the 4B11T.
Forged from 4340 alloy steel and precision machined to remove unnecessary weight for optimal strength-to-weight ratio, they are fitted with premium ARP2000 (220,000 psi) rod bolts. Additionally, each the surface of each is shot peened to reduce stress risers and smooth surface blends, improving fatigue life and for long and reliable use. Premium bronze wrist pin bushings in the small end improve wear resistance of the wrist pin and connecting rod, along with the small end oiling hole features.
Part numbers and specifications for these rods include:
Part Number Application Rod Length Retail
Dan Parker is living proof you can't keep a good man down. After loosing his sight in a racing accident, dan got back on the horse–Corvette in this instance– and achieved the impossible, becoming the fastest blind man in America.
“A dream changed my life forever,” Dan Parker recalls. “I went to bed thinking about my late brother – he had told me about a group of guys from France who had flown to the United States with a disassembled 50cc motorcycle in their luggage. They rented a car and drove to Bonneville, put the bike together, and each one set a different record with it. And when I fell asleep, I dreamt that I could race again – that I could become the first blind man to race at the Bonneville Salt Flats.”
While testing out a new engine combination in March of 2012, Parker was involved in a horrific crash that would completely
Posted: July 10, 2019
Properly installing connecting rods is key to long engine life. Here, we take a look at the different ways to accomplish this task and which works best.
There is perhaps no more important component contained in the internal combustion engine than the connecting rod fastener. Regardless of whether a particular connecting rod uses a bolt/nut arrangement, or a capscrew configuration, the connecting rod fastener's performance is critical. Understanding the details for proper installation is important for veteran engine builders and first-timers alike.
The relationship between bearing clearance and oil viscosity is a delicate balance. Read on for more information on how to get it right!There are some fairly famous duos in the entertainment industry – Abbott and Costello, Rogers and Hammerstein, and Batman and Robin among the more illustrious. So it may not be much of a stretch of the imagination for an engine guy to include the pairing of bearing clearances with oil viscosity as a duo you should become acquainted.
The typical rule that most engine builders follow is that bearing clearance establishes the viscosity of the oil to use within a given oil temperature range. Generally, the tighter the bearing clearance, the lower the viscosity the engine can use while wider clearances require thicker oil. But there are plenty of variables that come into play that are worth investigating.
The traditional bearing clearance standard for street and most performance applications has been 0.001-inch of clearance for every one inch of crank journal diameter. So a typical small-block Chevy 2.200-inch rod journal would call for a bearing clearance of 0.0022-inch. Some add another 0.0005-inch to be safe – making that 0.0027-inch.This standard works very well especially for engines using production tolerance parts where there could be minor issues with out-of-round or tapered journals or even minor errors in measurement.
This approach isn’t quite as colloquial as it may seem. There are several contributing factors that directly affect a given bearing clearance. The top three variables are load carrying capacity, the amount of oil flow allowed by the clearance, and localized oil temperature. These three are best considered together as opposed to individually since each affects the others in important ways.
Lubrication is the lifeblood of any high-performance engine. That’s particularly true for the rotating assembly that absorbs the many thousands of pounds of combustion pressure and converts it from reciprocating motion to rotary motion to drive the vehicle. Straight shot oiling plays a major role in that brutal environment. Here’s why.
Main bearings and connecting rod bearings must have a constant supply of fresh clean engine oil to do their job correctly. Anything less means instant catastrophic engine failure. Engine builders devote considerable effort to ensuring a steady supply of cool unaerated engine oil to the rods and mains in high-performance or racing engines.
Posted: March 25, 2019
Is a stroker crank part of your next build? That factory block may need some massaging to make it fit. Here's how to make more real estate in your crankcase.
Stoker engine have been popular for many years, but there are some pitfalls that can bite you if you are attempting to stroke a stock-block engine. The longer throws on a stroker crank naturally swing the big end of the rod out farther toward the pan rails on any block. This can be problematic on stock factory blocks because they often do not have enough room to accommodate the extra stroke length without interference at the pan rail or other areas in the lower block or crankcase assembly such as the bottom of a cylinder. The most common area of interference is between the rod bolt nut or cap screw and the lower portion of the cylinder adjacent to the oil pan rail or the pan rail itself. To check this,