When mounted to the connecting rod, the piston must have clearance between the two-piston pin towers (one on each side). This production-based piston has 1/4 inch on each side. With performance or racing pistons, this clearance tends to get much smaller and, in some cases, may have to be checked. This is not really required for production or service packages. Note the round hole in each pin tower for pin oiling. Each manufacturer uses a different method to oil the pins.
The big end of the rod holds the rod bearing shells and bolts hold the cap on to the beam, which in turn holds the rod to the crank. The key to all of that happening correctly is the rod bolt and nut (toward left). Production-based rods use the rod bolt and nut attachment method. Note the forging number on the beam (at right). It has eight digits so it is probably a Magnum rod. The A-engine used seven-digit forging numbers.
The 340 forging is the only A-engine connecting rod that has a bushing for use with a floating pin. It is difficult to see the bushing after it is installed but you can see the small step in the machining at the pin bore, which is just the end of the bushing. This bushing cannot be added to the standard forging used in 273/318 engines because there is not enough material around the small end to support the bushing machining.
The H is actually a heavy-duty rod designed for extreme performance and racing. Keep in mind that Scat and Carrillo do not publish weights for their H-beam rods. The K1 H-beam rods weigh 656 grams with 7/16-inch bolts. However, I don’t think 7/16-inch bolts are required for these street applications, but they are a nice plus if they don’t add weight as does the lightweight Scat design.
Dyers and other billet rod manufacturers offer H-beam rods in four categories: light (585 grams), ultra light (575 grams), super light (540 grams), and heavy (600 grams). Billet rods are best suited to special-application engines, such as race 305 engines with 2.96-inch stroke.
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