Look at the rod's, if they are the older forged rod's they will have a line all the way around the rod. Forged rod's also have nut's on the stud's.

The later forged rod's (Sinter Forge) are smoother with no "cast" lines. The PMR FORGED rod's will have a bolt.

There are pictures in the link included elsewhere in this thread.

"[quote=cleatus12r;10559242]I guess I may elaborate a little more.

I wouldn't call one process more "refined" than another. The forging process is a good bit different, but what happens to the connecting rod AFTER forging is quite different.

The "forged" rods are cast as two pieces. The main beam is produced separately from the cap of the "big end". The two halves of the big end are mated together (using a machining process), the rod bolts installed and torqued, the bore is machined, and then honed. At this point, the cap and the rod are a matched set. Then it's back apart to install in the engine. While it is possible to bolt another rod's cap on any of the other rods (and there will be little to no indication that it is incorrect), it is very possible to end up with journal clearances that are too tight, too loose, or just a bit off-center. The "forged" rods take a lot more machining to be correctly fit to a crankshaft journal."

The Forged Rod's are Forged all at once. The Crank end in most cases was Oval, and had to have the "straights" machined off, to make the hole round, than put together and honed.

I found that a nail punch I had was a perfect 5/16" square.

Fits the inspection hole plug perfectly.

7.3 DIT Connecting Rods:

Dates:
Forged Rods: 1994-2000
PMR Rods: 2001-2003

Engine Serial Numbers:
Forged Rods: 501 - 1,425,746
PMR Rods: 1,425,747 - 2,030,402

Part Numbers:
Forged Rods: F4TZ-6V200-CARM
PMR Rods: 1C3Z-6200-AARM