The big end of the rod has a smaller cross section, and I'm also retro-fitting them for NASCAR style ARP bolts that thread into the rod rather than using nuts and protruding bolt ends. Building tight-winding stovebolt engines is a fool's mission- - - -low to midrange torque is the obvious way to go. Even the GMC 401 V6 in my American LaFrance fire truck breathes through a tiny Holley 2-barrel about the same size as a Ford 239 cubic inch flathead V8 ran. There's no need for lots of RPM when extra torque is the goal.
The old dirt track adage applies here- - - - -"Horsepower is to brag about- - - - -torque wins races!" I'm building engines for practical power gains- - - -not eye candy for the mouth breathers at a "show and shine". Those guys think dual carbs, Fenton exhausts, and lots of chrome are worth the time, effort, and expense it takes to install them, even though the engine runs crappy afterwards because bolting on accessories without the internal modifications to make proper use of them usually results in less than zero power gains. My stock-appearing "216" with 258 cubic inches onboard will pull hills in high gear that a beaned-up 261 would have problems with.
Jerry
