Setting aside the issue of reliability, different materials affect the weight. Weight is reduced (while keeping the same strength) by roughly 10% in 300M rods and 30 % in titanium rods relative to SAE 4340 rods. Normally aspirated, high revving engines take advantage of that weight reduction, which is less relevant in supercharged applications. Sometimes extra strength is required from a rod, so 300M gives the strongest rod.

This is not necessary for the client to decide, by forwarding to the Saenz tech department the relevant information about your project and they will determine the best solution. As a general rule, slim rods work better in I beam and, when big end bore diameter grows, and rod became shorter, H beam is better. Experience + FEM analysis shows there is a much better combination of beams to reach most efficient connecting rod in professional, extreme applications.
Basically they will try to bend the beam as the power stroke will be stronger.
Bolts loads depend, basically, on inertia forces. These forces grow with the increasing rpm and engine stroke, iston, pin and rod weight. The bigger the bolt, the heavier the rod will be, but more reliable. There are upgrades where same size is maintained but strength increases by the use of stronger bolt materials. Let our tech dept advise you for the best bolt rod choice for your engine project.Saenz relies only on quality ARP bolts.
When you choose a “1:1” the input shaft is directly connected to the main shaft. This has the driveshaft spinning at the same rpm range of the engine, with no gear working. The fact no gear is working means smaller power consumption, due to lessened friction. The only real disadvantage is this ratio will be always 1 to 1 and any time top speed has to be changed it can only be done from the rear end.
Saenz actually has manuals and an animation for the TT3 assembly. Maintenance is easy and controls are mainly the same of any transmission of this type.
H shifter is almost serviceless and the 840 series is very easy to maintain..
Over/under drive transmission are the ones where top gear could or not be 1 to 1. They allow for ratio changes, by playing with the drop gears or to change top gears to achieve different top speeds. This system also allows the client to use the same rear end ratio in different tracks. The only disadvantage is when the top gear is 1:1. To reach that ratio two pairs of gears are working.