Learn why checking bolt stretch is one of several critical factors when building a performance diesel engine with BoostLine connecting rods.
Since BoostLine’s introduction to the high-horsepower world, our patented, 3-pocket design connecting rods have powered many different engines across many different disciplines of racing, from drifting to drag racing. With success in testing and development for up to 2,000HP with our connecting rod line for various gas engines, we recognized the need for reliable performance in the performance diesel world.
Posted: November 22, 2019
BoostLine is growing fast and we're excited to share some of our newest product launches, why we build rods the way we do, and what racers can expect in the near future.Do the top priorities for your build include extreme horsepower and long-term reliability? BoostLine has made it their mission to create a connecting rod that’s purpose-built for the task. “These were developed to be the last steel rod you’d need to buy for your forced induction or nitrous-fed engine,” says Nickolaus DiBlasi, director of product management for JE Pistons. “They’re built to handle the craziest power you can throw at them.”
Touting the strength to take the all abuse racers can throw at a part is a common refrain in the world of race-spec components, but DiBlasi’s assertion isn’t just lip service.
“We want to cater to those big horsepower guys who want a more reliable program. Engines are making so much power these days – ring technology and tuning is better than it’s ever been, and components are living, so we wanted to make a connecting rod that would complement where we’re at now. That’s why we took a clean slate approach to our design. If you’re going to come out with a product in this space, you just can’t be an ‘also ran’ type of offering. For the guy with a big-block Chevy making three thousand horsepower, there’s some peace of mind to the fact that it will live with these connecting rods. You can’t do that with just any part.”
Strength Under Pressure
The distinctive engineering of BoostLine rods is obvious even at a glance. “The three-pocket design is one of the general guidelines that we follow,” DiBlasi notes. “On the beam of the rod there’s a large milled-out section, and near the outsides toward the big end there’s two milled pockets as well. Those pockets allow us to remove weight from the rod while keeping the part extremely strong – it creates something like a truss in a bridge, which won’t allow it to twist. If it were all solid on one plane, it would actually be more susceptible to twisting than it is with the milling features.”
The design is a result of sophisticated development processes that goes far beyond the typical R&D efforts in this realm. “If you’re developing a product for what we’d consider a ‘medium power’ build, you don’t really need to worry about every aspect of the design – it’s probably overbuilt for the application anyway,” says DiBlasi. “But when you design something and say, ‘this is going to hold 2000 horsepower,’ you need to be damn-sure that you design it to handle that and more, because people are going to throw that much at it. For every application we support, we have an employee who is the expert with that engine, whether that’s a big-block Chevy, a Modular Ford, or a Subaru. And if we don’t have someone in-house, we find a development partner who’s willing to go crazy.”
BoostLine engineers use finite element analysis to determine the most effective balance between strength and weight. “What it enables you to do is apply specific harmonics, loads and frequencies to specific points on a part you’ve designed,” he explains. “In our modeling we can call out materials like the 4340 steel we use with all BoostLine products – materials with characteristics like elasticity and tensile strength that are already well known. From there we can say the big end of this part pivots on a stroke that is, for instance, four and a half inches, it rotates in this direction, we have a piston on the other end, and we apply pressure downward. It means we can basically model a rotating engine and determine how much pressure an engine will apply to a part in a given state, and you’ll see different loads on the rod at different points in its rotation.”
And the end result is a connecting rod that’s vastly stronger than the competition, DiBlasi says. “Just because a brand is recognizable doesn’t mean they’re heavily into engineering. When we first started this development, we bought a bunch of competitors’ rods and put them through this same process to benchmark them, and what we saw were things like ‘high end’ rods that bend 60% more than Boost-lines we developed for the same applications.”
Since BoostLine’s initial launch, the usual suspects like GM’s LS family of small-block V8s, Toyota 2JZ, big-block Chevy, and Subaru EJ20/EJ25 engines have proven to the be the front runners in terms of popularity, along with Ford’s Modular V8s.
“For our introduction of this product line, we wanted to hit the most popular applications and spread out from there,” says DiBlasi. So for big-block Chevy we had one length, for Hondas we had two lengths, for Subaru we had one length, and we really only focused on those. The plan was always to expand beyond that, but because we have a limited amount of time and engineering resources, we went with the heavy hitters first.”
Now BoostLine is ready for Phase Two. “We started considering all the other applications we wanted to do – stuff we couldn’t do the first time around,” he says. “So for instance, we added the next two most popular sizes for big-block Chevy, and for Ford we added four sizes altogether. Our manufacturing processes are really up to speed now, so we can be quicker with development and production this time around. With each iteration, the process gets more efficient.”
The result is an application list that’s nearly double what was initially offered. These new offerings will first start shipping in February, with some of the later additions coming in a few months down the road. By the second quarter of next year, BoostLine will have more than doubled their product lineup.
Posted: August 20, 2019
BoostLine rods for Subaru EJ20 and EJ25 engines takes the power and boost potential of an already potent platform to the next level!
BoostLine connecting rods for highly boosted Subaru EJ20 and EJ25 engines were launched a little over three years ago. These unique, lightweight rods can handle upwards of 1,000-horsepower in 4-cylinder applications and are a substantially more durable alternative to aluminum drag racing rods.
- SB5137-905 Subaru EJ20/EJ25 Turbo 130.5mm - BoostLine
- SB5137-905+ Subaru EJ20/EJ25 Turbo 130.5mm ARP +625 - BoostLine
Note: Block clearancing required above 81mm stroke
“We wanted to develop a rod that was capable of handling the power that a new generation of builders are extracting from their engines with better tuning and fuel, and longer-lasting components,” says Nickolaus DiBlasi, BoostLine’s Director of Product Management. “BoostLine rods are for the majority of people who want to drive their cars on the street and can’t get away with the short life of an aluminum rod. We created a durable, high-performance steel rod that’s different from what everyone else has out there.”
BoostLine’s 4340 chromoly steel rods feature a patented, F1-inspired three-pocket design. Three large voids are milled out of the rod to create a distinctive look that reduces weight and creates a strong, truss-like system to resist bending.
“We haven’t failed one yet,” adds DiBlasi, “and they should be good for many rebuilds. We want this to be the last new rod you have to buy before you go to an aluminum rod and become a full-blown drag racing car.”
The EJ block from DiBlasi’s own Subaru project was used in the development of the first BoostLine rods. To create a perfect fit, BoostLine always begins with a 3D laser-scan of the block. The crankshaft and different stroke iterations are superimposed onto the digital block model to build a design based on a wide envelope. For the relatively big-bore EJ for example, the short standard stroke is 75mm, but with a BoostLine rod, block clearancing is only required for strokes above 81mm.
Posted: June 20, 2019
Is your Honda B18C making big boost and big power? BoostLine rods are up to the challenge.
For more information on BoostLine Honda Rods, Click HERE
BoostLine rods for Honda B18C applications offer the same great features as our other connecting rods, such as a patented 3-pocket design, and ultra strong ARP fasteners (in ARP 2000 and ARP625+). Rated to a staggering 1,000hp in 4-cylinder applications, BoostLines are ready for whatever you can throw at them.
Posted: June 11, 2019
BoostLine rods for big-and small-block Chevrolet engines are in stock with more applications on the way. Watch the video to learn more about these 2,000hp capable, boost-ready rods!
Posted: May 31, 2019
When time attack champion Mark Jager wanted to build a new EJ25 for his STi, he turned to BoostLine for his connecting rods. Check out the short block build at Outfront Motorsports!
Posted: May 17, 2019
Not all rods are created equal. Take a deep dive into what makes a BoostLine, a BoostLine as we explore the processes of design, engineering, and manufacturing a boost-ready rod.
When it comes to the rotating assembly, connecting rods can be a bit of an afterthought for builders, with piston design and crank selection often positioned near the forefront of the build strategy. But not all rods are created equal, as BoostLine’s products clearly illustrate. Engineers took a clean sheet approach with these designs, taking the best attributes of many connecting rod styles and merging them into one purpose-built connecting rod that’s capable of handling over 2000 horsepower right out of the box.
Posted: April 30, 2019
BoostLine K24 rods are in stock and ready for outrageous boosted power! These rods feature the same patented three-pocket design and rigid construction as our other BoostLine applications and are purpose-built for high-cylinder pressure, power adder applications!
Posted: April 22, 2019
We follow along as 4 Piston Racing builds a streetable 1,000hp Honda K series and dyno tests the combination to prove it!In today’s automotive world, 1,000hp still turns heads. Only a few short years ago, that sort of grunt was unheard of in a street car, and the absolute top-tier racing tech at the track. But 1,000 horsepower out of a 4 cylinder? That was the stuff of beer-soaked, bar banter. Oh, how the times have changed.4 Piston Racing, the brainchild of Luke Wilson and Josh Klein, has been at the forefront of high-powered four-cylinder engines for over 20 years and through their copious technical expertise, 1,000hp is not only achievable, it’s the team’s everyday grind. Through years of research and development on and off the track, careful component selection, and expert assembly, the 4 Piston Racing team can churn out an over-the-counter, quadruple-digit horsepower, long-block, dubbed the KT1000.
“This is something we sell for road race, time attack, or general street use,” said Wilson. “It’ll cruise the streets easily, But, go to the track, turn [the boost] up and lay down 8-second passes. You can drive it like a normal car.”
Based on Honda K-series architecture, 4 Piston begins with a production K24A1 block from an Acura TSX. The block, although a factory casting, undergoes major surgery to prepare it for nearly a five-time boost in power. The engine is treated to full machining and the installation of ductile iron cylinder liners from Ramey Racing.
The bore is finished at 87.5mm and a groove is machined into the top of each cylinder for copper O-rings to contain the extreme cylinder pressure generated by over 250hp per cylinder! An OEM K series crankshaft is utilized, carrying 99mm of stroke for a final displacement of 2.4L. Wilson says the factory crank is an incredibly stout piece, and all that is needed is a thorough cleaning, precision balance job, and for it to be installed in the block with ACL race-series bearings. Providing oil to those bearings is a factory oil pump modified by 4Piston for added pressure.
“These [pumps] start to cavitate at 9,000rpm, draw air, and lose pressure,” said Wilson. “Our pump is good till 10,000rpm.” Feeding that pump is a wet-sump Moroso oil pump. “That increases the oil volume and gets the pickup down deeper while also adding a baffle and windage tray,” said Wilson. “At the track, the oil tends to slosh around and uncover the pickup when the car accelerates or brakes, this helps prevent that.”
Moving upwards in the block is a set of extremely stout BoostLine forged steel rods, which Wilson says are imperative to a street engine. “We build a drag version of this engine with aluminum rods, but you aren’t driving those on the street.” “An aluminum rod can absorb some shock and tuning error, but for the street, you need a rod like a BoostLine.”
The rods, forged from 4340 steel, f