The Official 356Talk Forum

Hi
Pauter machine has just introduced a robust connecting rod for the 356/912 engine. The big advantage it is the only aftermarket rod that uses 5/16" bolts rather than the 1/4" bolts. This feature requires a modern rod bearing that is .5mm less thick. These bearings are easily obtainable but only in STD .010(.25) and.020(.50). They feature the same clearance as the newer Carrillo rods PR_R912_1HS but have the 5/16" bolts which torque to 35ftlbs like the stock rods. rather than the 215(18ftlbs) max inlbs of the 1/4'' bolts. j

Hi Jacques
Good News. Hope it sells and is successful. I know a few years ago a new rod for our 616 engines was announced, the 'Magnum 356' I think it was called and was mentioned In Duane Spencer's book '356 Performance Guide' This was an 'H' beam rod said to run to 9000 RPM in racing engines with a 7mm dia bolt with a 112 point head. And were Torqued up, none of this scarey stretching stuff ! Did it ever hit the market? I have never seen them advertised.
Hope these new rods are a success . Price?
Regards Jay

Hi Jay
They are selling already i just wanted to inform everyone to availability of a improved product. The best thing about these rods they use the stock diameter rod journal, the trick is you have to use non stock rod bearings. Pricing is dependent on who you buy the rods from. i posted an ad at $1152/set in the classifieds and as an incentive offered to supply the bearings for free a $60 value. Retail and wholesale potential purchases are welcome to call Scott's Porsche at 619 247 7495 for a deal. Sorry he is out of the aluminum std late mains and only wants to fill significant orders.
j

Hi Jacques,

These look nice. How does the weight compare to the stock rod and Carrillo?

Not to take anything away from these rods, but I've been quite satisfied with Carrillo rods (and measuring stretch isn't a stretch) both in a 7500 rpm race engine and now in two street (1883 cc and 2011 cc) engines.

Hi Paul
i am not recommending the replacement of the Carrillo just offering a better solution with a better bolt and a better bearing. Too bad it took so long to come to market.

Hi Joris
a Carrillo 434/289/145
Pauter 451/313/138
if you add the bearings 43gvs28g
Carrillo 477/332/145
Pauter 479/341/138
j

I have run both Carrillo and Pauter in the race engines, sometimes much higher than 7500rpm, with zero problems. The Pauter bolts are more confidence inspiring and easier to deal with during installation. Good work Jacques!

No cam lobe interference on #4?

Hi Vic
it should be the same as the second version of the Carrillo rod and give more potential for additional clearance.
j

Jacques,
All the rods I have seen over the years have had an H cross section. What is the reason for the Pauter + cross section? I can see no advantage to the larger size bolt, given that the Carrillo rod bolts don't seem to fail. However the Carrillo rods Chuck Forge used years ago, had very few complete threads in the cap. The new thinner bearings should allow Carrillo to move the bolts inward and gain a few more threads in the cap.

Many engines use an angled parting line so that the rod will pass through the cylinder. The Coventry FWA/B/E rods are this way. Luckily Carrillo rods will fit if the caps are radiused slightly. (And I like the torque to stretch method.) At the time I asked Carrillo why not use an angled parting line on these. Their reply was simply that Carrillo would never use an angled parting line. Not having looked closely at the 356 clearance geometry, I wonder if an angled parting line might allow a conventional bolt? A socket head cap screw threaded into the rod? Were the bolt diameter to be 8mm, you wouldn't need to torque to stretch with an angled parting line.

Hi Harlan
the torque to stretch method is critical in the 1/4 bolt use. The Pauter rods use the 5/16 and with the bolt provided simple torque is permitted. Stock rods are "I" beam design there are other designs also. the use of an alternate bearing has gained favor since coupled with a different journal size stroke can be increased. keeping the same rod length to stroke ratio requires moving the piston pin. At some point someone will create Frankenstein engine that uses the third piece with the nos matching serial no. in excess of 3.0 ltr
j