High power is the goal, not breaking the bank the name of the game, so we will see if its really cost effective to source a set of off the shelf rods, custom pistons (which are a must anyway), and prepping a b23 crank for fitment in a b230 block vs having custom rods made. Aside from sten parner, there are no really good sources for rods here in the states, and there are those who believe that longer rods are better always. I tend to hail to this group myself. More details as time goes on, right now I'm at the earliest of planning phases.


As it turns out, after some research and looking in to things, on a volvo b230, the connecting rods are piston steered, and it just so happens that the chevy big end width is within standard clearances for b230 connecting rod widths (.9XXX-1.0XX, the exact numbers elude me at the moment. they're on the narrower side of life, but still). It also is comically appropriate to note that in order to use ls1 rods with stock ls1 rod bearings (no reason not to), one doesnt even have to go first undersize on the rod journals. A quick trip to the shop to get rebushed, and all of a sudden taller (or at least forged 4340) rods are much more affordable. With aftermarket pistons running approx $300 a set +-, a relatively indestructable bottom end is no longer a big ordeal. now to work out main studs and head studs..