Connecting Rod vs.

Stroke Analysis
The ratio between the connecting rod length and the stroke length of a motor greatly
affects the way it performs, and how long it lasts. This ratio (normally represented by n)
can be calculated as follows:

Ratio n = Rod Length Stroke

The rods length is measured (for this purpose) from the center of the piston-pin opening
to the center of the big-end bore, not overall. There is a small range of ratios for most
conventional piston engines: the rod is between roughly 1.4 and 2.2 times the stroke length.
Its not possible for the rod to be the same length as the stroke, and rods much longer than
twice the stroke make the motor very tall, and are not practical for most purposes (although
used for racing).
The rod angle must not encourage excessive friction at the cylinder wall and piston skirt.
A greater angle (smaller value of n) will occur by installing a shorter rod or by increasing
the stroke. A reduced angle (larger value of n) will occur with a longer rod or a shorter
stroke.
If the rod length is decreased, or the stroke is increased, the n ratio value becomes
smaller. This has several effects. The most obvious is the mechanical effect. Motors with
low values of n (proportionately short rods or long strokes) typically exhibit the following
characteristics (compared to high n motors):

physically shorter top-to-bottom & left-to-right (more oil pan, header, and air cleaner
clearance)

lower block weight (400 vs. 440, for example)

higher level of vibration

shorter pistons, measured from the pin center to the bottom of the skirt

greater wear on piston skirts and cylinder walls

slightly higher operating temperature & oil temperature due to friction

There are also differences in how the motor breathes:

intake vacuum rises sooner ATDC, allowing bigger carburetors or intake port runner &
plenum volumes to be used without loss of response

on the negative side, a small or badly designed port will run out of breath sooner

piston motion away from BDC is slower, trapping a higher percentage of cylinder
volume, making the motor less sensitive to late intake valve closing (hot cams)

Spark advance is also affected:

earlier timing (more advance) is required, as the chamber volume is larger (piston is
farther from TDC) at the same point of rotation

the motor may also be less knock-sensitive, as the chamber volume increases more
rapidly ATDC, lowering combustion pressure (this is useful for nitrous & supercharged
motors)

Effects of Long Rods

Pro:

Provides longer piston dwell time at & near TDC, which maintains a longer state of
compression by keeping the chamber volume small. This has obvious benefits: better
combustion, higher cylinder pressure after the first few degrees of rotation past TDC,
and higher temperatures within the combustion chamber. This type of rod will produce
very good mid to upper RPM torque.

The longer rod will reduce friction within the engine, due to the reduced angle which
will place less stress at the thrust surface of the piston during combustion. These rods
work well with numerically high gear ratios and lighter vehicles.

For the same total deck height, a longer rod will use a shorter (and therefore lighter)
piston, and generally have a safer maximum RPM.

Con:

They do not promote good cylinder filling (volumetric efficiency) at low to moderate
engine speeds due to reduced air flow velocity. After the first few degrees beyond TDC
piston speed will increase in proportion to crank rotation, but will be biased by the
connecting rod length. The piston will descend at a reduced rate and gain its maximum
speed at a later point in the crankshafts rotation.

Longer rods have greater interference with the cylinder bottom & water jacket area,
pan rails, pan, and camshaft - some combinations of stroke length & rod choice are not
practical.

To take advantage of the energy that occurs within the movement of a column of air, it is
important to select manifold and port dimensions that will promote high velocity within
both the intake and exhaust passages. Long runners and reduced inside diameter air
passages work well with long rods.
Camshaft selection must be carefully considered. Long duration cams will reduce the
cylinder pressure dramatically during the closing period of the intake cycle.

Effects of Short Rods

Pro:

Provides very good intake and exhaust velocities at low to moderate engine speeds
causing the engine to produce good low end torque, mostly due to the higher vacuum
at the beginning of the intake cycle. The faster piston movement away from TDC of
the intake stroke provides more displacement under the valve at every point of crank
rotation, increasing vacuum. High intake velocities also create a more homogenous
(uniform) air/fuel mixture within the combustion chamber. This will produce greater

power output due to this effect.

The increase in piston speed away from TDC on the power stroke causes the chamber
volume to increase more rapidly than in a long-rod motor - this delays the point of
maximum cylinder pressure for best effect with supercharger or turbo boost and/or
nitrous oxide.

Cam timing (especially intake valve closing) can be more radical than in a long-rod
motor.

Con:

Causes an increase in piston speed away from TDC which, at very high RPM, will outrun the flame front, causing a decrease in total cylinder pressure (Brake Mean Effective
Pressure) at the end of the combustion cycle.

Due to the reduced dwell time of the piston at TDC the piston will descend at a faster
rate with a reduction in cylinder pressure and temperature as compared to a long-rod
motor. This will reduce total combustion.

Rod Ratio vs. Intake Efficiency

An n value of 1.75 is considered ideal by some respected engine builders, if the
breathing is optimized for the design. Except for purpose-built racing engines, most other
projects are compromises where 1.75 may not produce the best results. There will be
instances where the choice of stroke or rod has not been made, but the intake pieces
(carburetor, manifold, and head) have been selected. Some discretion exists here for making
the rod and/or stroke choice compatible with the existing intake. The n value can be used
to compensate for less-than-perfect match of intake parts to motor size & speed. The reverse
is also possible: the lower end is done, but there are still choices for the top end. Again, the
n value can be used as a correction factor to better match the intake to the lower end.
The comments in the following table are not fixed rules, but general tendencies, and may
be helpful in limiting the range of choices to those more likely to produce acceptable results.
Rather than specify which variable will be changed in the lower end, n values will be

used. Low n numbers (1.45 - 1.75) are produced by short rods in relation to the stroke.
High n numbers (1.75 - 2.1) are produced by long rods in relation to the stroke.

Best Combinations of n Values & Intake Characteristics

n = 1.45 - 1.75 more compatible with:

n = 1.75 - 2.1 more compatible with:

Large intake port volume vs. motor size

(J head on 273)

Small intake port volume vs. motor size

(stock 452 head on 498 RB stroker)

Single-plane or 360 intake manifolds

(Edelbrock Victor, Torker & Torker II, TM7.
Holley Strip Dominator. Offenhauser EquaFlow, Port-O-Sonic. Weiand X-Celerator,
Team G)

Dual-plane 180 intake manifolds

(Edelbrock: LD340, CH4B, DP4B,
Performer & Performer RPM, Streetmaster,
SP2P. Holley Street Dominator. Weiand
Stealth, Action Plus)

Large carburetor vs. engine size

(273 with 750cfm)

Small carburetor vs. engine size

(440 with 600cfm)

Moderate engine speed

(pick-up, RV, towing)

High engine speed

(peak power more important)

Tall axle ratio

Short axle ratio
(2.76, 2.93, 3.23, 3.55 and/or with tall tires) (3.91, 4.10, etc. and/or with 25 or 26 tires)

Planning a 383 Motor

This engine is generally overlooked in selecting a high-performance project. The motor
has an excellent bore to stroke ratio: 1.26-1 (similar to 327 SBC, better than 340). The
short stroke allows high RPM without destructive piston speed (7100 RPM = 4000 ft./min.,
the accepted safe limit for piston stress). The large bore permits big valves (2.14 intake,

1.81 exhaust).
A potential method of increasing peak power is to substitute the longer 440 6.768 (LY)
rods for the original B 6.358 rods on the original crank. This has the following effects:
Increases the rod ratio (n) from 1.884-1 to 2.005-1

Reduces the piston compression distance to about 1.525 for a useful weight savings

Slightly reduces piston acceleration

This should allow an advantage in peak power. For a start in piston selection, take a look
at the KB224 for BBC: flat top, CD = 1.52 (just below zero deck), and .990 pin for more
weight savings and moderate cost. There may also be possibles for the 400 (4.34 bore),
but not discovered yet. Ideas?

Stroke vs. Rod Length in Common Automotive Engines

Motor

Stroke

Rod

n Ratio

Mopar LA 273/318/340

3.31

6.123

1.85-1

Mopar LA 360

3.58

6.123

1.71

Mopar LA 340 with 3.79 stroker crank

3.79

6.123

1.62

Mopar LA 340 with 4.00 stroker crank

4.00

6.123

1.53

Mopar B 350/361/383/400

3.375

6.358

1.88

Mopar B 400 with 440 crank & std. rods (451)

3.75

6.358

1.70

Mopar B 400 with 4.15 crank & std. rods (498)

4.15

6.358

1.53

Mopar B 400 with 4.15 crank & BBC +.400 rods

(498)

4.15

6.535

1.57

Mopar RB 413/426W/440; B 383/400 with 440 crank 3.75

& rods

6.768

1.80

Mopar RB 413/426W/440 with 4.15 crank (494)

4.15

6.768

1.63

Mopar 426 hemi

3.75

6.86

1.83

Small Block Chevy 302

3.00

5.70

1.90

Small Block Chevy 327

3.25

5.70

1.75

Small Block Chevy 350

3.48

5.70

1.64

Small Block Chevy 350 with 6 rod

3.48

6.00

1.72

Small Block Chevy 400 with std. rod

3.75

5.45

1.45

Small Block Chevy 400 with Chevy 350 rod

3.75

5.70

1.52

Small Block Chevy 400 with 6 rod

3.75

6.00

1.60

Big Block Chevy 396/402/427

3.76

6.135

1.63

Big Block Chevy 454

4.00

6.135

1.53

Ford 289 (Windsor)

2.875

5.156

1.79

Ford 302 (5.0, Windsor)

3.00

5.090

1.70

Ford 351W

3.50

5.954

1.70

Ford 460

3.85

6.605

1.72

Angle Limitation
The angle of the rod at 90 ATDC is a good indication of how much stress the piston and
cylinder wall will be subjected to with a specific rod/stroke selection (this is not the angle of
maximum thrust, which occurs when the rod beam axis is at 90 to the crank throw or
journal, typically between 70-76 ATDC; however, the math is easy to do). Angles beyond
17 (where the rod axis is 90 to the crank throw at 73 ATDC) promote excessive wear at
the piston major thrust surface, and piston breakage could be the result. Before you purchase
connecting rods that are shorter than previous or increase the stroke of the crank, calculate
the new rod angle. High rod angles will require quality rods that have been checked for
cracks and have quality (ARP, etc.) fasteners. Piston selection will be critical for the life
expectation of the engine; maximum skirt length below the pin is desired.

Sine of Rod Angle = Stroke (Rod Length * 2)

(or)

Sine of Rod Angle = .5 R/S

To make your own calculations using the Microsoft Calculator (every Win95/98/00/ME
has it):
Double-click the Calculator icon to open it
Click View, then Scientific
Input the result from the formula above
In the left margin of Calculator, look for the check-box that says Inv - check it
Make sure the box marked Degrees (not Radians) is checked
Click on sin
The rod angle in degrees will show in the window

Rod
Angle

n
Ratio

13

2.142-1

14

2.067-1

Examples

Comments

High speed motor with small ports. Best

breathing with small ports

14

1.997-1

Long rods for good breathing with small ports

15

1.932-1

Long rods to help breathing with small ports.

Responds well to stroke increases (n value too
large for intake port size)

15

1.871-1

Responds well to stroke increases (n value too

large for intake port size)

16

1.814-1

Mopar 383/400

Approximate ideal compromise between stress

& breathing (1.81-1)

16

1.760-1

Chevy 327

Good choice for motors with good breathing

17

1.710-1

Mopar 360
Ford 302, 351W,
460

Safe limit for thrust angle. Approaching

practical limit for street motors

17

1.663-1

Approaching practical limit for street motors

18

1.618-1

Chevy BB 396/427 Approaching practical limit for street motors.

Good power due to large intake port

18

1.576-1

19

1.536-1

19

1.498-1

Limited street use

Chevy BB 454

Good power due to large intake port

Not practical for street use due to short pistons

20

1.462-1

Chevy SB 400

Poor peak power. Longer rods are used in any

serious application