Agreed...

 

Chad, for these 2 Carillo Rod PNs which one did you go with? The H is lighter than the S and about $500 less. The S however has the CARR Multiphase bolts, is this a big advantage to have these bolts?

PR-993>-65000S 540g / 379 / 161
PR-993>-65000H 535g / 374 / 161
H= H-11 tool steel bolts
S= CARR Multiphase bolts

 

CARR bolts are better. Their are other rod makers out there too. I personally use Carrillo but there is other options that are lighter and just as strong but more money. Turbo motors love load and losing rotating weight in the crank rod area is not that important, Valve train is another story. If the motor is to free to rev you will just break the tires free at will! Than spend more time trying to get the traction control to work and with the factory set up that means the rear breaks will be used for that task witch means your LSD will be broken in no time!

 

Thanks Tim!!

Other than the grinding required on the stock oil pump, do the Carillo Rods need to be modified at all? Do they accept the stock Porsche Rod bushings and bearings?

 

Other than the grinding required on the stock oil pump, do the Carillo Rods need to be modified at all? Do they accept the stock Porsche Rod bushings and bearings?[/quote]

Stock wrist pins and bearing work perfectly. I would still mic the rods as usual anyway. I have not had to do anything to Carrillo rods to date though.

It is a easy and quick little grind job on the pump. I do not think the stock pump needs any work. The gt3 units does though for sure.

 

who do you guys have build the motors?

how much does the machine work for 12mm studs cost?

 

Standard Mahle piston, no wrist pin, 438g:





CP Piston (+2mm) no wrist pin, 451g:

 

OEM rod weight, 560g:




Crower rod weight (standard length, billet), 488g: