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2.3L 16v - EcoBoost N38/48H YVDA/B
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2.3L 16v - EcoBoost N38/48H YVDA/B
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Set of 4 forged 4340 steel connecting rods for the Ford 2.3L EcoBoost (Focus RS).
The Ford 2.3L EcoBoost (2,261 cc) is an inline four-cylinder with double overhead camshafts, sixteen valves, direct injection and a twin-scroll turbocharger. Developed by Ford within the EcoBoost family, it combines a compact block with high torque density, which made it the basis for several of the brand’s sporting models.
Best known in the Ford Focus III RS (code YVDA, 350 hp / 257 kW, 2015-2018) and closely related to the 2.3 EcoBoost of the Ford Mustang, it responds very well to tuning: remapping, exhaust, upgraded cooling and higher boost pressure quickly unlock power. Beyond a certain stage the factory rods become the weak link of the bottom end, which is where forged connecting rods become essential to keep the assembly reliable.
Machined from high-strength 4340 steel, reinforced forged connecting rods strengthen the bottom end as soon as power rises. They become essential when switching to forged pistons, raising the rev limit, increasing boost pressure or gaining displacement, all cases where the original rod reaches its limits.
Designed to withstand the high stresses of tuned engines (turbocharged and supercharged alike), these forged connecting rods cover every discipline (rally, drift, drag, circuit and track days, hillclimb, time attack) and support Stage 2, Stage 3 and Stage 4+ builds, up to full competition engines.
| Reference | Brand | Profile | Bolts | Pin diameter OEM 22,5 mm | Small-end width | Big-end diameter OEM 55,04 mm | Big-end width | Center-to-center OEM 149,2 mm | Weight per rod |
|---|---|---|---|---|---|---|---|---|---|
| R-FOR-009-I | ZRP | I | ARP 2000-3/8"-38mm | 22,5 mm | 55,04 mm | 21,84 mm | 149,2 mm | 576 g | |
| R-FOR-009-I-L19 | ZRP | I | ARP L19-3/8"-38mm | 22,5 mm | 55,04 mm | 21,84 mm | 149,2 mm | 576 g | |
| 14081-4 | Manley | H | ARP 2000-3/8"-38mm | 22,5 mm | 21,82 mm | 55,04 mm | 21,84 mm | 149,2 mm | 585 g |
| 14434-4 | Manley | I-HD | ARP 2000-3/8"-38mm | 22,5 mm | 21,84 mm | 55,04 mm | 21,84 mm | 149,2 mm | 585 g |
| 14434R6-4 | Manley | I-HD | ARP CA625+-3/8"-38mm | 22,5 mm | 21,84 mm | 55,04 mm | 21,84 mm | 149,2 mm | 585 g |
| FD5866-886 | Boostline | I-3P | ARP 2000-3/8"-41mm | 22,5 mm | 21,82 mm | 55,03 mm | 21,82 mm | 149,2 mm | 634 g |
| FD5866-886+ | Boostline | I-3P | ARP CA625+-3/8"-41mm | 22,5 mm | 21,82 mm | 55,03 mm | 21,82 mm | 149,2 mm | 638 g |
| Rod | Bolts | Torque | Recommended stretch |
|---|---|---|---|
| ZRP (R-FOR-009-I) | ARP 2000 | 61 N·m | 0,140 – 0,152 mm |
| ZRP (R-FOR-009-I-L19) | ARP L19 | 67,8 N·m | 0,152 – 0,165 mm |
| Manley (14081-4) | ARP 2000 | 81,3 N·m | 0,147 – 0,157 mm |
| Manley (14434-4) | ARP 2000 | 81,3 N·m | 0,147 – 0,157 mm |
| Manley (14434R6-4) | ARP CA625+ | 81,3 N·m | 0,160 – 0,170 mm |
| Boostline (FD5866-886) | ARP 2000 | 81 N·m | 0,142 – 0,152 mm |
| Boostline (FD5866-886+) | ARP CA625+ | 88 N·m | 0,152 – 0,163 mm |
Manufacturers recommend the stretch-gauge method as the reference: the instructions supplied with the kit always take precedence. The torque figures correspond to assembly with ARP lubricant.
| 4340 steel is a nickel-chromium-molybdenum alloy steel used in aerospace and motorsport alike. Forged then heat-treated (quench and temper), it offers excellent tensile strength, high fatigue resistance and real ductility. Compared with an original rod (often sintered/powder metal, optimised for series-production cost), a 4340 forged rod shows roughly +19% higher yield strength, +8% higher tensile strength and above all +19% to +37% higher fatigue strength, i.e. a fatigue life under cyclic loading several times longer. This is what makes forged 4340 the reference material as soon as boost and rpm climb. |
 | I-beam profile. With its thinner central section, the I-beam rod is lighter: less inertia and freer rev pick-up. It is the preferred profile on modern turbo engines like the 2.3L EcoBoost. Its I-HD (Heavy Duty) version is a reinforced variant, designed for higher loads. |
 | I-3P profile (3-pocket I-beam, Boostline). Patented profile that keeps the lightness of an I-beam while adding triangulated reinforcements on the big end: bending resistance about 60% higher than an H-beam. Ideal on heavily boosted engines. |
 | H-beam profile. “H”-shaped section offering great rigidity and excellent resistance to bending and compression. Slightly heavier than an I-beam, it favours strength: the choice for high-torque engines, large displacements and drag. On a torque-oriented, reliability-focused 2.3L EcoBoost, it is a safe bet. |
The rod bolt is one of the most heavily stressed parts in the engine. The key is to match the ARP grade to the real use of the build, then to strictly follow the assembly torque and stretch.
 | ARP 2000 (tensile strength ~220,000 psi, i.e. ~1,517 MPa) is the high-performance standard. Suited to builds up to 200 hp per cylinder with 3/8" bolts, and up to 8,500 rpm, it is the most common grade in circuit, track days, drift, rally, drag and hillclimb, recognised for its strength, reliability and versatility, with no particular storage constraints. |
 | L19 (tensile strength ~260,000 psi, i.e. ~1,793 MPa) is designed for engines pushed to the extreme, up to 250 hp per cylinder with 3/8" bolts, and up to 10,000 rpm: very high boost pressure, sustained high rpm and high cylinder pressure. It is the choice for big-power builds: drag racing, drift, rally and circuit use. Caution: sensitive to corrosion and hydrogen embrittlement, it must always be stored and fitted oiled, away from moisture. |
 | CA625+ (Custom Age 625+, tensile strength 260,000 to 280,000 psi, i.e. ~1,793 to 1,931 MPa) is ARP’s premium alloy. With very high strength, it targets the most extreme builds (over 250 hp per cylinder with 3/8" bolts, beyond 10,000 rpm), while offering better resistance to atmospheric corrosion and oxidation than ARP 2000, and remaining immune to hydrogen embrittlement (without the storage constraints of L19). Ideal for the most demanding rod and head-stud applications. |
In addition to torque tightening, measuring rod-bolt stretch is the most reliable check for optimal preload. The check is done with the bolt fitted: place the gauge (dial indicator) on the two ends of the bolt and read its actual stretch, which must match the recommended value (see the torque & stretch table above). This method removes the friction variations inherent in torque tightening and secures the assembly on heavily stressed engines. |
 | ZRP, a Greek brand of high-performance forged connecting rods, designed by Alex Drakos in Athens. Each rod is forged from 4340 steel, precision-machined and balanced to ±1 g to stay reliable at high rpm. Available in I-beam or H-beam profile with ARP 2000, L19 or Custom Age 625+ bolts, they are designed and inspected in Greece, and proven in rally, on circuit and in drift. |
 | BOOSTLINE (Wiseco group), a forged connecting rod range from the American Wiseco group, a benchmark since 1941. Its patented 3-pocket design combines the rigidity of an I-beam with the robustness of an H-beam. Forged from 4340 steel and machined in the USA, they come with ARP 2000 bolts (Custom Age 625+ optional) and are built for boosted engines. |
 | MANLEY, an American forged connecting rod manufacturer since 1966. Machined from vacuum-degassed aerospace-grade 4340 steel, shot-peened and inspected one by one, its “Turbo Tuff” rods come in H-beam and I-beam profiles, with ARP 2000 or Custom Age 625+ bolts. A major name in engine building, from street to competition. |
 | 1) Small end 2) Small-end diameter 3) Rod beam 4) Rod bolt 5) Big end 6) Rod nut / bolt 7) Rod cap 8) Big-end diameter 9) Center-to-center |
These forged connecting rods are compatible with the versions fitted with the Ford 2.3L EcoBoost engine listed below.
| Brand | Model (chassis) | Engine code | Power | Years |
|---|---|---|---|---|
| Ford | Focus III RS AWD (LZ) | YVDA | 350 hp (257 kW) | 2015–2018 |
| VUHL | 05 (2.3 RR) | YVDA | 390 hp (287 kW) | 2016– |
When an original bottom end fails (broken, bent or scored rod), going back to the factory configuration means replacing the rods and the pistons, often damaged at the same time. The bill climbs quickly, for a simple restoration to stock.
For an equivalent budget, or even less, fitting 4340 forged connecting rods paired with forged pistons brings far greater reliability and safety margin, plus real potential for power increase. It’s the solution chosen by European engine builders for over 15 years.
For the same budget: more reliability, more potential, more longevity.
