Therefore, longer rods are usually preferred for high-revving endurance applications. Longer rods, however, can produce more top end power within a narrower rpm range. Shorter rods tend to provide better bottom-end power and throttle response in a wider rpm range. This is due to differences in the design and porting of the cylinder heads, different valve sizes and valve angles, different camshaft lift and duration, different intake systems and different tuning. There is no hard and fast rule, as there are engines with lower rod ratios that will out-perform engines of the same displacement with higher rod ratios. Some builders prefer to use the longest rods possible to make more mid-range and peak rpm power, while others say it doesn’t matter. There isn’t a “best” rod ratio for any engine.
Andrew Markel, Director of Technical Content, ShopOwner. Julio Ortego, Engineering Manager, Repair Products. Common DTCs caused by a compromised low- or high-pressure fuel pump. Diagnosing fuel-related stumbles and hesitation complaints. High-pressure fuel pump visual inspection. Using scan tool data to evaluate the health of the pumps and injectors. Pressure testing for the high- and low-sides of the fuel system. Measuring pulse-width signals with scopes, meters and scan tools. 
Electric fuel pump voltage drop testing. In a 45-minute webinar, the experts from Carter Engineered Fuel Pumps will train you on how to diagnose the entire fuel system of a GDI vehicle. If either pump can’t generate the pressure or volume commanded by the engine management system, it will cause driveability issues. These two pumps work in unison, so the correct quantity of fuel is injected directly into the cylinder. You still have an electric pump in the tank, but a high-pressure fuel pump is on the engine. Modern gasoline direct injection (GDI) engines have two fuel pump opportunities.
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