Stock Replacement HI-PERFORMANCE

Rod Bolts
pages 29-33 FOR COMPETITION

Distributor Hold-Down
Aftermarket Replacement Studs - pages 55, 58
Rod Bolts- page 34-35

Harmonic Balancer Intake Manifold

Bolts - page 56 Bolts - pages 53, 60, 68

Thermostat
Housing Bolts
Camshaft Bolts pages 54, 59
page 57

Rocker Arm
Valve Cover Bolts Adjusters - page 47
& Studs - pages 48, 60 Rocker Arm Studs - page 46

ASSEMBLE YOUR ENGINE

THE RIGHT WAY WITH
ARP FASTENERS!
Front Cover
Studs - page 51

Header Studs
& Bolts - page 49
Water Pump
Flywheel/Flexplate Bolts - page 51 Drive Plate
Bolts - page 62 Bolts - page 66
Wheel Studs
pages 66, 67

4 800-826-3045
Torque Converter
Bolts - page 63
FASTENERS ROD BOLTS
pages 29-35
AND STREET INDEX
Accessory rear cam drive ......................................... 52
replacement and aftermarket
Air cleaner studs....................................................... 54
Alternator bolts ......................................................... 59
Alternator studs .................................................. 58, 69
CYLINDER HEAD
Air Cleaner Apparel ..................................................................... 91 pages 36-42, 46-49, 72-73
Studs - page 54
Assembly lube .......................................................... 86 Head studs & bolts, rocker arm
Bellhousing stud kits .......................................... 52, 64 adjusters & valve cover
Blower studs............................................................. 55
Brake hat bolts ................................................... 65, 68
Camshaft bolts.......................................................... 57 ENGINE BLOCK
Carburetor float bowl bolts ....................................... 55 pages 43-45, 50-52
Carburetor Carburetor studs ................................................. 53, 69
Main studs & bolts, oil pan & pump,
Studs - pages 53, 69 Carrier fasteners ...................................................... 65
Chrome moly bolt 5-packs ..................................77-81
front cover, water pump
Clutch cover bolt kits ................................................ 63
Coil bracket bolts ................................................ 54, 58
Cylinder head bolts ..............................................41-42
INTAKE SYSTEM
Distributor studs ................................................. 55, 58 pages 53-55
Drive pins.................................................................. 66 Manifold bolts, carb, air cleaner &
Drive plate bolts........................................................ 66 blower studs, coil, distributor
Engine accessory kits ............................................... 61
Header Studs Flexplate bolts .......................................................... 63
& Bolts - Flywheel bolts .......................................................... 62 ENGINE COMPONENTS
page 49 Front cover bolts and studs ...................................... 51
Front mandrel bolts .................................................. 69
pages 56-57
Fuel pump bolts .................................................. 51, 59 Cam, harmonic damper bolts,
Fuel pump pushrods ................................................. 56 fuel pump pushrod, oil pump
General purpose nuts ............................................... 82
General purpose washers ......................................... 84
Harmonic balancer bolts .......................................... 56 ACCESSORIES
Head bolts................................................................. 41 pages 58-61
Head studs............................................... 36-42, 72-73 Complete bolt kits, individual bolts
Header bolts & studs ................................................ 49 from intake to oil pan
Hex nuts.................................................................... 82
Insert washers .......................................................... 85
Intake manifold bolts .................................... 53, 60, 68 DRIVELINE
Main studs & bolts .........................................43-45, 74 pages 62-66
Metric exhaust/accessory studs............................... 75
Motor mount bolts .............................................. 51, 64
Flywheel, flex & pressure plate,
Nyloc nut 5-packs..................................................... 82 converter, rear end, wheel studs
Oil pan bolts & studs........................................... 50, 60
Oil pump drives......................................................... 57
Head Studs & Bolts - Perma-Loc adjusters ................................................ 47 NASCAR SPECIALTIES
pages 36-42, 72-73 Plate nuts.................................................................. 83 pages 67-69
Porsche specialty fasteners ..................................... 75 Special fasteners for NASCAR
Pressure plate bolts .................................................. 63 competition
Rear end cover bolts................................................. 64
Ring compressors ..................................................... 88
Main Studs &
Bolts - pages 43-45, 74 Ring gear bolts ......................................................... 65 SPORT COMPACT
Rocker arm studs ..................................................... 46
Rod bolt extensions .................................................. 87
pages 70-75
Rod bolt stretch gauge ............................................. 88 Rod bolts, head bolts & studs,
Rod bolts.................................................. 29-35, 70-71 main bolts & studs, driveline
Spark plug indexer ................................................... 87
Special purpose washers ......................................... 84
Stainless steel bolt 5-packs ..................................... 81 BULK FASTENERS
Stand-off brackets .................................................... 85 pages 76-85
Starter bolts .............................................................. 52 Bolt 5-packs, washers, nuts,
1863 Eastman Avenue Thermostat housing bolts ................................... 54, 59
Ventura, CA 93003 weld bungs, stand-off brackets
Thread chasers ......................................................... 87
Thread sealer............................................................ 86
e-mail: info@arpfasteners.com
web: www.arp-bolts.com Torque converter bolts .............................................. 63 TOOLS
Torque specs .......................................................24-26
phone: 805-339-2200
Transmission pan bolts ............................................. 63
pages 86-89
fax: 805-650-0742
Valve cover bolts & studs ................................... 48, 60 Rod bolt extenders, stretch gauge,
ring compressors, thread chasers
800-826-3045 Water pump bolts ..................................................... 59
Weld bungs ............................................................... 85
800-826-3045 Wheel studs .........................................................66-67
APPAREL
© 2009 Automotive Racing Products, Inc. All Rights Reserved. “ARP”, the ARP logo, Wave-Loc, Perma-Loc, ARP2000 pages 91
and ARP3.5 are registered trademarks of Automotive Racing Products, Inc. All other trademarks are property of their respective owners.
THE COMPANY A Brief History

They say that to be successful you must identify a need

and satisfy it. Back in 1968 racing enthusiast Gary Holzapfel
saw that many of his friends’ broken engines were caused
by fastener failure. At the time, there were no commercially
available studs and bolts up to the challenge. So Holzapfel
called upon his many years of fastener On hand at the Grand Opening of ARP’s new manufacturing facility
making experience for a leading aero- in Santa Paula, CA were (l to r) 12-time NHRA World Champ
John Force, ARP’s VP Sales & Marketing Bob Florine, Founder and
space subcontractor and founded ARP® CEO Gary Holzapfel, Assistant Sales Manager Chris Raschke and
(Automotive Racing Products). In the ARP President Mike Holzapfel.
ensuing years, the firm has grown from
what was literally a backyard garage Today, ARP’s product line contains thousands of part
workshop into a highly diversified numbers, and has expanded to include virtually every fastener
manufacturer with four operational found in an engine and driveline. These range from quality
Gary Holzapfel entities in Southern California with high performance OEM replacement parts to exotic specialty
Founder and CEO
a combined area in excess of 115,000 hardware for Formula 1, IndyCar, NASCAR and NHRA drag
square feet. These include forging, machining, finishing and racing and marine applications.
packaging/warehousing facilities in Santa Paula and Ventura, As a matter of fact, ARP’s customer list reads like a “who’s
California. There is even a unique racing-themed restaurant at who” of motorsports around the world. In the past sev-
the main Santa Paula facility (called “Hozy’s Grill” - which is eral years, virtually every major championship on the planet
open to the public). has been won with engines prepared by ARP customers.
These include NASCAR Sprint Cup, CART,
Formula 1, NHRA Top Fuel, Funny Car, &
Pro Stock, NASCAR Nationwide Series and
Camping World Truck Series. And so it goes.
ARP works closely with many, many teams
as a supplier of engine and driveline fasten-
ers, and has clearly become recognized as
“the” preeminent source for serious racers.
In addition to its core automotive busi-
ness, ARP has an Aerospace Division, and
ARP’s state-of-the-art manufacturing facility in Santa Paula, California.
is one of the very few companies in the
world fully licensed by the United States
Government to manufacture MS-21250
fatigue rated fasteners.
ARP also manufactures a variety of indus-
trial fasteners on a contract basis, and is
known for its ability to promptly provide
efficient solutions to problems at hand.

Packaging, warehousing and sales operations are handled out of Ventura, California.

All metal finishing operations are done in this Santa Paula plant. This facility is home to ARP’s forging and heat-treating operations.
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 THE COMPANY
The Manufacturing Process… Material comes from the
mill in large coils...which
subsequently will be fed into
In order to ensure optimum quality control, ARP has cold-headers and formed into
grown to be exceptionally self-reliant and now controls bolts.
all aspects of the manufacturing process. All operations
are performed in-house and closely monitored. This is
how ARP has been able to establish a reputation for “zero
defects” quality throughout the industry.
The process begins right at the mill, where ARP orders
only premium grade materials including several propri-
etary alloys. The ever-popular 8740 chrome moly steel, for
example, comes from the mill in four distinct grades. The
lowest is “commercial,” which is followed by “aircraft quality.”
ARP uses only the top two grades (SDF and CHQ), which
cost twice as much, but provide the foundation for defect-free
fasteners. These materials come in bar stock (for studs) and
huge coils (for bolts).
Transforming raw material into a fastener begins with
“hot” and “cold” heading processes. Material is fed into pow-
erful devices and cold forged, or induction-heated and formed
under tons of pressure.

Some bolts begin as induction-heated lengths of

bar stock that are forged on huge presses with the
desired head shape.

ARP’s bank of cold-headers can handle material up to 5/8˝ diameter

and form bolts in a multi-phase operation.

An overview of part of ARP’s expansive machining operations. The shop Lengths of bar stock are automatically fed into special machines and
is laid out for optimum efficiency. cut to the appropriate length.
5

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THE COMPANY Following the basic shaping, material is heat-treated to
desired levels. This crucial process is done entirely in-house
to assure total quality control. ARP uses special vertical racks
to hold each piece individually and assure complete 360° pen-
etration. This is far superior to commonly-used methods of
dumping items into a large bin and batch-treating.
Studs are centerless ground to guarantee concentricity.
The thread rolling operation (to MIL-S-8879A specs) is done
after heat-treat, which accounts for a fatigue strength up to
ten times higher than fasteners which are threaded prior to
heat-treat.
ARP manufactures nuts in a multi-step process that begins The Grinding Department is where all studs are centerless ground to
with raw material being fed into a giant forming device that ensure that they are perfectly concentric. As many as ten machining
steps are required to achieve this level of accuracy.
“blanks” the hex and 12-point nuts and continues with highly
sophisticated automated threading equipment tapping each
nut with an accuracy of .001˝ (which is five times higher than
the aerospace standard). This ensures an exceptionally close-
tolerance fit between the bolt/stud and nut.
Metal finishing is also performed in-house at ARP.
Operations include black oxide coating of chrome moly or
polishing stainless steel to a brilliant luster.

Powerful cold-forging equipment is used to make

ARP’s hex and 12-point nuts. Multi-stage dies are
employed to precision-form the finished “blanks.”

A series of CNC-threading machines are employed by ARP to accurately tap the threads in
nuts. Tolerances held are 5 times better than aerospace standards.

ARP performs the thread

rolling operation after
heat-treating, which results
in a fatigue strength up to
10-times higher than fasten-
ers with threads rolled prior
to elevating the material’s
tensile strength.
Heat-treating is critically important in obtaining the correct tensile strength.
Fasteners are placed in special vertical racks to ensure complete 360˚ penetration.
6

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 THE COMPANY
A bank of CNC machining centers are
employed at ARP to perform specialty
operations.

Contemporary EDM
Also on the premises is a fully-equipped lab for R&D and
technology is used to
quality control. It has everything required to ensure that ARP perform special operations,
products measure up to the company’s ultra high standards. such as hex-broaching
Some of the tests that ARP personnel perform on an ongoing the nose of a unique
short-run fastener
basis include proof loading (using a 120,000 lb. capability ten-
sile machine), fatigue cycle (Amsler) and hardness (Rockwell).
Visual inspections include use of an Optical Comparator (to
check thread root contour, etc.), fixtured micrometers and
microscopic grain flow analysis. The computer-controlled
fatigue cycle testers allow ARP to take fasteners to a failure
point in millions of cycles – as opposed to the aerospace norm
of 65,000 average to 130,000 cycles maximum. This allows
ARP engineers to verify the design specifications of each
fastener, and prove its ability to provide superior long-term
service.
Finished products are packaged and warehoused in ARP’s
Ventura facility, which is also home to the firm’s customer
service, technical and sales office.

ARP’s popular stainless steel engine & accessory fasteners are polished to
a brilliant luster using this specialized equipment.

Fasteners are shot-peened after heat-treatment to remove any surface The finishing touch for most chrome moly fasteners is the black oxiding
irregularities and improve overall external integrity. operation. Fasteners go through a series of “baths.”
7

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THE COMPANY Behind The Scenes
There are a number of important elements in the production
of specialty fasteners, not the least of which are materials, design
and manufacturing. As you read further into this catalog, you
will get a better idea of the extraordinary steps taken by ARP
to produce the very finest products of their kind on the market
today. The key to success in all areas is personnel. And here’s
where ARP’s cadre of highly qualified and dedicated specialists
shines brightly.
Kenneth Foster, PhD Russell Sherman, P.E. Robert Logsdon
Two valuable resources in the design of ARP products are Dr. Consulting Engineer Consulting Engineer Quality Control Mgr.
Kenneth Foster and Russell Sherman, P.E. Both men have exten-
sive backgrounds in mechanical engineering, metallurgy and includes analyzing various aspects of engine, chassis and driveline
stress analysis. Their academic credentials are substantial, and real structural loads, and coming up with solutions to the problems at
world experience equally impressive. Dr. Foster has a Ph.D. in hand. In this manner, the ARP Research Team is able to continu-
Engineering Mechanics from Cornell University and has taught at ally expand the company’s product line.
several colleges. He was formerly the head of Stress & Dynamics ARP has added Robert Logsdon to its cadre of consul-
at Hughes Aircraft, Space Systems division. Mr. Sherman has tants. He comes to ARP with vast experience in the area of
been awarded a fellowship from A.S.M. International, a technical Metrology, Quality Control, Manufacturing, Acquisition
achievement award from Fastener Technology International, and and Configuration Management. Logsdon is a graduate of
holds a number of fastener patents. the U.S. Naval Academy of Metrology Engineering, the
Some of the most valuable work done by Foster and Sherman Defense Management College and U.S. Air Force Institute of

High powered electronic microscopes are used to carefully inspect critical A series of special checking devices are employed to monitor
components. ARP’s quality control team is relentless! the quality of threads. For every thread size, there is a checking device.

A computer-controlled Instron tensile machine is used to determine ARP has two of these highly sophisticated Amsler fatigue machines,
the ultimate tensile strength of studs and bolts. which check fasteners through millions of cycles.
8

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 THE COMPANY
Technology. Additionally, ARP has one of the industry’s most through generous contingency awards programs with many
complete in-house R&D/QC facilities and a wide variety of racing programs. ARP is a long-time NHRA Major Sponsor.
testing equipment. Through the combined efforts of Logsdon
and ARP’s management team, the ISO 9001 Level 1 (Quality What ARP Can Do For You
Manual), Level 2 (Quality System Procedures) and Level 3 In addition to manufacturing a comprehensive array of
(Work Instructions) documentation has been finalized and is cataloged fasteners for automotive and aerospace applications,
being implemented. ARP is now ISO 9001 compliant. ARP thrives on the challenges of developing fasteners to solve
ARP also enjoys a solid working relationship with many of unique problems. Racers, Pro Street enthusiasts and street
the most respected professional engine builders and race teams rodders have, over the years, approached ARP about manu-
from the world over – including those involved in Formula 1, facturing special fasteners for unique applications, and the
NASCAR Winston Cup and Busch Series, NHRA, IHRA, company has responded with innovative solutions.
World of Outlaws and a host of others. Constant interaction ARP can provide complete R&D services, including met-
with these racing experts to provide fasteners for a wide vari- allurgical research, product design, prototype machining and
ety of competition applications enables ARP to stay on the extensive laboratory testing. Moreover, ARP has experience
cutting edge of fastener technology development. manufacturing fasteners from a wide variety of materials. All
You will find ARP fasteners sold by leading performance work can be performed under the strictest confidence. ARP
retailers and professional engine builders from coast to coast. is well versed in facilitating proprietary research and custom
These firms know that ARP fasteners are the standard of the manufacturing for corporations the world over.
industry, and smart consumers will accept no substitutions. As It is for good reason that ARP is recognized as “The World
you can see, all ARP fasteners are proudly made in the USA Leader In Fastener Technology!”
to the industry’s highest standards. ARP also supports racers

The finished goods are given a protective coating and stored in sealed ARP fasteners are prominently featured at leading performance retailers.
containers, awaiting packaging. Millions are in stock!

After final packaging the kits are placed in storage racks and are ready Components for each kit are placed on the appropriate display cards,
for order fulfillment. Thousands of SKU’s are warehoused. sealed and labeled. Through-put has been significantly increased.
9

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FASTENER TECH
JOHN CARROLL SMITH: A TRIBUTE
There are many of us who can say we knew John Carroll simple. He was determined to impart the encyclopedic
Smith in life. knowledge of racing and the machinery of racing that he
Carroll Smith was known around the engineering shops learned during those decades on the world’s racetracks,
as a design and development engineer. He was known on around those shops and among his engineering peers.
race circuits as a team manager, driver coach and racing He left us at ARP with a significant engineering inheri-
guru. And before that, he was known for his 30+ years of tance. Much of what we now know from Carroll will
racing experience, driving in SCCA events, as well as on cir- ensure we remain the world leader in the field of racing
cuits in Europe including the Targa Florio and Le Mans. fasteners. It is our way of reciprocating for what he gave us
Even more of us know Carroll Smith through his books. that we impart his expertise and experience in the form we
His “To Win” series of books brought technical acclaim know best, superior engineered products.
as they became staples for amateur and professional rac- As an engineer, Carroll Smith had successes in Formula
ers, while his “Engineer in Your Pocket” are today highly 5000, numerous GT and sports car races, and with the
regarded as engineering handbooks. We’re never surprised Ferrari Formula 1 team. He is best known, however, for
to find his name on or featured in – books on race car his work with Carroll Shelby and the Ford GT40 program
design, preparation, engineering and tuning. which he helped develop into a winner at Le Mans.
Among his peers at the Society of Automotive Engineers, Ford has recently announced it is bringing back the
he served as a judge for the Formula SAE competition. GT40, its signature race car and a vehicle which, even forty
One of his proudest honors was the Society’s Excellence in years later, bears Carroll’s fingerprints. To those of us who
Engineering Education award. knew him in person and through his work, the return of the
Carroll Smith was a race engineer and special motorsports GT40 is just another indicator of the enormous contribu-
consultant with Automotive Racing Products for more than tion to race engineering that John Carroll Smith continues
decade. The pages of our catalog alone bear the mark of his to make, even after his passing.
enormous contributions to our efforts. Carroll Smith passed away at his California home on
Here at ARP, as elsewhere, Carroll Smith’s mission was May 16, 2003, from pancreatic cancer.

THE “AEROSPACE QUALITY” MYTH Smith: “Are you implying that the aerospace fastener man-
In areas from hose ends to engine fasteners the terms ufacturers cut corners in order to win contracts?”
“Aerospace material and Aerospace Quality” have become buzz “No, it’s a matter of manufacturing goals and simple econom-
words implying the very best in design, materials and quality ics. The aerospace market is price dominated. In order to get the
control. contract, the fastener manufacturer’s goal is to meet the specifica-
“It isn’t necessarily so”, says Gary Holzapfel, founder and CEO tion at the least cost, not to produce the best possible part.
of Santa Paula, California based ARP, Inc. ARP (Automotive This means that they are going to use the least expensive steel
Racing Products) supplies extremely high strength and fatigue and manufacturing processes that will meet the specification.
resistant threaded engine fasteners to NASCAR, CART, IRL, There is nothing wrong with this approach.
NHRA and Formula One engine builders and manufacturers.
Holzapfel explained his reasons in an interview with Carroll It certainly does not mean that certified aerospace fasteners are
Smith. unsafe in any aspect. They will do the job for which they were
designed.
There is another factor. Airframe
Smith: “Gary, do you believe that the term “aerospace qual- and aircraft engine manufactur- This spring was wound
ity” is over rated in the specialty fastener industry?” ers design their components to a from un-shaved
very high margin of safety. Further, material.
“Yes I do. First of all, the term is meaningless. Any AMS
aerospace structures are designed to It failed on the
(Aerospace Material Specification) material must be matched seam line.
to the specific application. As an example, some airframe bolts be “fail safe.” There is a back up or
(AN3-20) are legitimate “aerospace parts” and are very well suited second line of defense for virtually
for the low stress applications for which they were designed. But every structural component so that
with a minimum ultimate tensile strength of 125,000 psi, and an isolated failure will not lead to
a relatively low temperature limit, they would be completely disaster. They are also subjected to
unsuitable for use in a racing engine. frequent and rigorous inspections.”
We started out in the aerospace fastener business and we
understand it. That’s why we’re not in it any longer. What is not Smith: “What’s different about
generally understood about aerospace fasteners is that the fastener motor racing?”
manufacturers do not design the product. The nuts, bolts and
studs are spec’d by the airframe or engine designers and put out “Quite a lot, really. While the
for bid. As long as the supplier certifies that the product meets demands for strength, fatigue
the minimum requirement of the specification and it passes the resistance and quality control can
customer’s inspection procedures, low bid wins.” be similar, and the assembly and
inspection procedures in racing can
10

800-826-3045
 THE COMPANY
ing fasteners from at least 6 different steel alloys
from 8740 chrome moly to the very high strength
chromium-cobalt-nickel alloys such as Custom Age
625+. We also use stainless steel and titanium. With
UTSs (Ultimate Tensile Strength) from 180,000 to
270,000 psi, we can suit the material to the job and
the customer’s cost restraints. We are continually
researching and experimenting with new alloys
and manufacturing processes – some with all
around better strength and fatigue properties.”

Smith: “Once the design work is done and

material has been selected, what’s
ARP’s Mike Holzapfel and Russ Sherman discuss a fastener’s alloy.
next?”
be as rigorous as aerospace, in professional racing very few parts “Next comes the actual process of
are over designed and there are no fail safe features. manufacturing. It goes without saying
There are no back up provisions for component failure. A that all high strength bolts must have
failed (or even loosened) nut or bolt in a racing engine means rolled rather than cut threads, and that
disaster - instant catastrophic failure. An expensive engine is the threads must be rolled after heat-
destroyed and a race is lost. treatment.
That is why random failures are unacceptable in motor racing, But there is more to it. The old saying
and why aerospace standards should be only a starting point. This to the effect of, “If you are doing something
means that a specialist in the production of high performance in a particular way because that’s the way it has always been
engine fasteners must design and manufacture the very best fas- done, the chances are that you are doing it wrong,” holds true in
teners that can be produced.” fastener technology.
Technology advances, and we have to advance with it. All of
Smith: “So where does the production for a new racing the manufacturing processes should be subject to continuous
fastener begin?” experimentation and development. As an example, with some
alloys, cold heading produces a better product than hot heading,
“The design process begins with the customer’s requirements and vice versa. The number and force of the blows of the cold
the operating conditions and loads to be expected, the packag- heading machine can make a significant difference in the quality
ing constraints and the weight and cost targets. This allows us of the end product. Excessive numbers of blows can lead to voids
to select the optimum material for the part, and to do the initial in the bolt head. ARP, in fact, holds significant patents on cold
mechanical design. heading procedures for the higher nickel and cobalt based alloys.
There is more to material selection than simply choosing the In a typical aerospace manufacturing process, these alloys are hot
best alloy. It means using only the cleanest and purest steel avail- headed from bars, reduced in diameter from 48 to 50% by cold
able, which, in turn, means researching to identify the best and drawing, resulting in a hardness of about Rockwell C46 which
most modern steel mills. It means working closely with the mills is too hard for cold heading. So, the blanks are locally induction
both to insure consistent quality and to develop new and better heated in a very narrow temperature envelope and hot headed.
alloys. If care is not taken the process can reduce the hardness of
There are not only a the bolt head and the area immediately under it as much as 3
5 stage myriad of alloys to choose to 5 points on the Rockwell C scale. Subsequent heat-treatment
“Cold Header” from; but for each alloy there does not restore this partially annealed area to full hardness and
used in the production are several grades of “aircraft strength. Therefore, the final result can be a relatively soft headed
of ARP bolts specification” steel wire from bolt. This process is not preferred by ARP.
which fasteners can be made. Our patented process begins with a softer wire that can be cold
We believe that only the top forged. The process work hardens the head and the under head
(and most expensive) grade area to the desired hardness. We then power extrude the front end
– shaved-seamless, guaranteed to achieve the reduction and hardness in the shank resulting in a
defect-free – is suitable for bolt with even strength and hardness from end to end.
racing engine applications.
The same is true of thread rolling. Temperature and die speed
We also believe that sam- must be controlled and changed for different alloys. Many bolt
ples from each batch should manufacturers who meet the Aerospace Specifications don’t come
be subjected to complete close to meeting our standards. We consistently go beyond
metallurgical inspection.” standard aerospace specs.
Our concern with the manufacturing processes extends to the
Smith: “How many alloys details of heat-treating, shot-peening, fillet rolling and grinding
do you work with?” – down to the frequency of dressing the grinding wheels. In the
arena where aerospace standards are a starting point and random
“We are currently produc- failures are unacceptable, I feel ARP stands alone as a primary
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FASTENER TECH number of cycles typically 130,000 cycles with the high tension
load at 50% of the UTS and the low load at 10% of the high
load. If all of the test samples last 85,000 cycles (per AMS 5842-
D), the lot is accepted.
Even though racing fasteners are not continuously subjected
to their maximum design load, at 18,000 rpm, 100,000 cycles
takes just 5 minutes, thirty-four seconds. Except for drag racing,
measured in seconds, no race lasts just 5 minutes. Therefore we
consider this Aerospace Standard to be inadequate. At ARP, we
fatigue test to elevated loads (10% above aerospace requirements)
and to a minimum cycle life that exceeds 350,000 cycles. The
majority of samples are routinely tested to one million cycles.
During material development...and in the case of extremely criti-
cal new designs, we test to destruction.
Thread rolling is the last mechanical operation in our manu-
facturing process. For each production run the thread rolling
machine is shut down after a few parts. These parts are inspected
for dimensional accuracy and thread quality, and are physically
tested for both strength and fatigue before the run is continued.
Random samples are inspected and tested throughout the run.
Extremely critical components are individually inspected for
dimensional integrity.”

Smith: “What about out sourcing?”

engineering and manufacturing source for specialty and custom
fasteners for use in motorsports. “Economics often dictate that many processes in the manu-
facture of aerospace fasteners are out sourced or farmed out. In
It is important to realize that simply quoting an AMS fact, 30 plus years ago, ARP began as an out source thread rolling
(Aerospace Material Specification) number without strength and shop.
percentage of elongation numbers is meaningless. Statements that
the use of a particular material will, in itself, result in extreme Over the years, however, we have found, through experience,
strength and resistance to fatigue can be misleading. In the world that the only way to maintain the quality we require is to keep
of high strength alloys, whether they are used for bolts or for everything in-house. From heading through machining, grind-
landing gears, the manufacturing processes are at least as impor- ing, heat-treat, thread rolling, and shot-peening to black oxide
tant as the material specification. treatment we perform every operation in house on our own
equipment with our own employees.”
Some in our industry claim to inspect materials at the “molec-
ular” level. In metallurgical terms, molecules are not necessarily
part of the vocabulary. Our engineers tell us that talking about Smith: “Gary, One of the things that I am hearing is that
molecules is misleading. When reference is made to metal, it is every aspect of the manufacture of racing engine fasteners
typically in terms of atom structures. We routinely check metal- is more expensive than that of similar aerospace items.”
lurgical features microscopically. By the way, the same is true for
claims of manufacturing to “zero tolerance.” “True, but the bottom line is that we have to look at the cost
aspect of the very best fastener versus the cost aspect of a blown
“Our engineers tell us that this is technically unrealistic.” engine and a lost race. In the end, the manufacturing of fasteners
for racing comes down to a matter of attitude; a refusal to accept
published standards and procedures as the best that can be done
Smith: “How does the actual process work at ARP?”
and most of all a determination to learn and to make still better
“For each new design, we produce a number of prototype products.”
parts using different design aspects and sometimes different
methods.
We inspect and test after each process, choose the best design
and method of manufacture, and then freeze the design and write
the manufacturing specification.”

Smith: “You have mentioned the importance of fatigue

resistance. Is there a difference in the procedures for
strength and fatigue testing between aerospace and the
specialty racing industry?”
“Yes. While the ultimate tensile strength testing is the same,
fatigue testing is different. Aerospace fasteners are fatigue tested
to the relevant specification of fluctuating tension load and
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There are literally hundreds of standards and specifications. For all types of applications, from bridges to spaceships. None are, however,
as critical as those required for real-world motorsports applications. In an environment where lighter is faster there is clearly no room for
redundancy systems, like those found in military and aerospace applications. The mere nature of Motorsports requires designers to produce
fasteners that are light; yet produce toughness, fatigue and reliability factors that extend far beyond other acknowledged application standards.
The design and production of fasteners, exclusively for racing, clearly involves many complex factors. Some so special no standards or design
criteria exist; and so everyone at ARP is totally dedicated to the development and analysis of appropriate bolt designs exclusively for special
applications. Designs that take into account the special loads and endurance that must be carried, the material selection, processing, and the
methods of installation that will continue to deliver ARP quality and reliability.

The focus of the following material, prepared by the ARP engineering staff, could be called:

“MOTORSPORTS FASTENER ENGINEERING for the NON-ENGINEER.”

It is hoped that by providing an overview of the engineering, design and production forces ARP applies daily, you –
as the end user – will be better equipped to evaluate your initial fastener requirements, effectiveness and performance.

DESIGN PROCEDURES for AUTOMOTIVE BOLTS A typical value for this reciprocating weight is in the vicinity
of 20,000 lbs. For purposes of bolt design, a “rule of thumb” is to
Presented by Dr. Kenneth Foster, PhD size the bolts and select the material for this application such that
each of the 2 rod bolts has a strength of approximately 20,000 lbs.
(corresponding to the total reciprocating weight). This essentially
The design of automotive bolts is a complex process, involving builds in a nominal safety factor of 2. The stress is calculated
a multitude of factors. These include the determination of operat- according to the following formula:
ing loads and the establishment of geometric configuration. The
process for connecting rod bolts is described in the following
paragraphs as an example.
The first step in the process of designing a connecting rod bolt
is to determine the load that it must carry. This is accomplished
by calculating the dynamic force caused by the oscillating piston
and connecting rod. This force is determined from the classi- so that the root diameter of the thread can be calculated from
cal concept that force equals mass times acceleration. The mass the formula:
includes the mass of the piston plus a portion of the mass of the
rod. This mass undergoes oscillating motion as the crankshaft
rotates. The resulting acceleration, which is at its maximum value
when the piston is at top dead center and bottom dead center,
is proportional to the stroke and the square of the engine speed.
The oscillating force is sometimes called the reciprocating weight.
Its numerical value is proportional to: This formula shows that the thread size can be smaller if a
stronger material is used. Or, for a given thread size, a stronger
material will permit a greater reciprocating weight. The graph
(see page 14) shows the
relationship between
“H” beam-deformed.
It is seen that the design load, the reciprocating weight, thread size and material
depends on the square of the RPM speed. This means that if the strength. Total translation
contours.
speed is doubled, for example, the design load is increased by a It must be realized For loading in
factor of 4. This relationship is shown graphically below for one that the direct recipro- tension due to
acceleration forces
particular rod and piston. cating load is not the at 8000 RPM
only source of stresses in
bolts. A secondary effect
arises because of the
flexibility of the journal
end of the connecting
rod. The reciprocating
load causes bending
deformation of the bolt-
ed joint (yes, even steel
deforms under load).
This deformation causes
bending stresses in the
bolt as well as in the
rod itself. These bend-
ing stresses fluctuate
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FASTENER TECH significantly greater than the bolt tension strength.
This problem is especially important in bolts used in alumi-
num rods because of the fact that the shear strength of aluminum
is much lower than the shear strength of steel.
Finally, although not a design parameter, the subject of bolt
installation preload must be addressed. It is a fundamental engi-
neering concept that the force in a bolt in an ideal preloaded
joint will remain equal to the preload until the externally applied
force exceeds the preload. Then the force in the bolt will be equal
to the external force. This means that fluctuating external forces
will not cause fluctuating forces in a preloaded bolt as long as the
from zero to their maximum level during each revolution of the preload exceeds the external force. The result is that fatigue failure
crankshaft. will not occur. In a non-ideal joint, such as in a connecting rod,
the bolt will feel fluctuating stresses due to fluctuating rod dis-
The next step is to establish the details of the geometric con-
tortions. These are additive to the preload, so that fatigue could
figuration. Here the major consideration is fatigue, the fracture
result. In connecting rods, precise preloads are required because
that could occur due to frequent repetition of high stresses, such
if they are too low, the external forces (the reciprocating weights)
as the bending stresses described above. Several factors must be
will exceed the preloads, thus causing fatigue. If they are too high,
considered in preventing fatigue; attention to design details is
essential.
Fatigue failure is frequently caused by localized stress risers,
such as sharp corners. In bolts, this would correspond to the
notch effect associated with the thread form. It is well known that
the maximum stress in an engaged bolt occurs in the last engaged
thread. By removing the remaining, non-engaged threads, the
local notch effect can be reduced. This leads to the standard
configuration used in most ARP rod bolts: a reduced diameter
shank and full engagement for the remaining threads. Providing
a local fillet radius at the location of the maximum stress further
reduces the local notch effect. Thus this configuration represents
the optimum with respect to fatigue strength.
The reduced diameter shank is helpful in another sense. It
reduces the bending stiffness of the bolt. Therefore, when the bolt
bends due to deformation of the connecting rod, the bending
stresses are reduced below what they would otherwise be. This
further increases the fatigue resistance of the bolt. A typical bolt
configuration is shown below.

they provide a high mean stress that combines with the fluctuat-
ing stresses due to rod distortion. Again, fatigue is promoted.
The objective, then, is to preload a bolt so that it just exceeds
the external load, and no higher. To sum up: both insufficient
preloads and excessive preloads can lead to fatigue failures.
Appropriate preloads are specified for each ARP bolt. These
preloads can be attained in a connecting rod by applying proper
torque using a torque wrench or by measuring the amount of
Once the bolt configuration has been established, the manu- stretch in the bolt using a stretch gauge (it is known that a bolt
facturing process comes into play. This involves many facets, stretches in proportion to the tension in it). The torque method
which are discussed in detail elsewhere. Here, however, one pro- is sometimes inaccurate because of the uncertainty in the coef-
cess is of primary interest. With respect to bolt fatigue strength, ficient of friction at the interface between the bolt and the rod.
thread rolling is a major consideration. Threads are rolled after This inaccuracy can be minimized by using the lubricant supplied
heat treating. This process, which deforms the metal, produces a by ARP.
beneficial compressive stress in the root of the thread. It is ben-
eficial because it counteracts the fluctuating tensile stresses that Other factors, equally as important as design, include mate-
can cause fatigue cracking. If heat-treatment were to occur after rial selection, verification testing, processing, and quality control.
rolling, the compressive stresses would be eliminated. This would These aspects of bolt manufacturing are discussed elsewhere in
therefore reduce the fatigue resistance of the bolt. this document.
An additional factor must be taken into account in defining The foregoing discussion concentrated on the design of bolts.
the bolt configuration: the length of engaged thread. If too few The same considerations apply in the design of studs.
threads are engaged, the threads will shear at loads that are lower
than the strength of the bolt. As a practical matter, the thread
length is always selected so that the thread shear strength is
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 FASTENER TECH
Recognizing Common Failures
There are six types of metallurgical failures that affect fasteners. Each type has unique identifying physical characteristics.
The following chart is designed to be used like a spark plug reading chart to help analyze fastener failures. While few of us have
access to sophisticated analysis equipment, a standard Bausch and Lomb three lens magnifying glass will generally show 98%
of what we want to see. Several of the photos below have been taken utilizing a Scanning Electron Microscope (SEM) and are
presented to simply illustrate typical grain configurations after failure.

1. Typical Tensile Overload

In a tensile overload failure the bolt will stretch and “neck down” prior to rupture. One of the fracture faces will form a cup and
the other a cone. This type of failure indicates that either the bolt was inadequate for the installation or it was preloaded beyond the
material’s yield point.

2. Torsional Shear (twisting)

1. Fasteners are not normally subjected to torsional stress. This sort of failure
is usually seen in drive shafts, input shafts and output shafts. However we have
seen torsional shear failure when galling takes place between the male and female
threads (always due to using the wrong lubricant or no lubricant) or when the
male fastener is misaligned with the female thread. The direction of failure is obvi-
ous and, in most cases, failure occurs on disassembly.

3. Impact Shear
2. Fracture from impact shear is similar in appearance to torsional shear failure
with flat failure faces and obvious directional traces. Failures due to impact shear
occur in bolts loaded in single shear, like flywheel and ring gear bolts. Usually
the failed bolts were called upon to locate the device as well as to clamp it and,
almost always, the bolts were insufficiently preloaded on installation. Fasteners
are designed to clamp parts together, not to locate them. Location is the function
of dowels. Another area where impact failures are common is in connecting rod
bolts, when a catastrophic failure, elsewhere in the engine (debris from failing
3. camshaft or crankshaft) impacts the connecting rod.

4. Cyclic fatigue failure originated by hydrogen embrittlement.

Some of the high strength “quench and temper” steel alloys used in fas-
tener manufacture are subject to “hydrogen embrittlement.” L-19, H-11, 300M,
Aeromet 100 and other similar alloys popular in drag racing, are particularly sus-
ceptible and extreme care must be exercised in manufacture. The spot on the first
photo is typical of the origin of this type of failure. The second is a SEM photo
4. at 30X magnification.

5. Cyclic fatigue cracks propagated from a rust pit (stress corrosion)

Again, many of the high strength steel alloys are susceptible to stress corrosion.
The photos illustrate such a failure. The first picture is a digital photo with an
arrow pointing to the double origin of the fatigue cracks. The second photograph
at 30X magnification shows a third arrow pointing to the juncture of the cracks
propagating from the rust pits. L-19, H-11, 300M and Aeromet 100, are particu-
larly susceptible to stress corrosion and must be kept well oiled and never exposed
5. to moisture including sweat. Inconel 718, ARP 3.5 and Custom age 625+ are
immune to both hydrogen embrittlement and stress corrosion.

6. Cyclic fatigue cracks initiated by improper installation preload

Many connecting rod bolt failures are caused by insufficient preload. When
a fastener is insufficiently preloaded during installation the dynamic load may
exceed the clamping load resulting in cyclic tensile stress and eventual failure.
The first picture is a digital photo of such a failure with the bolt still in the rod.
6. The arrows indicate the location of a cut made to free the bolt. The third arrow
shows the origin of the fatigue crack in the second picture – an SEM photo at
30X magnification that clearly shows the origin of the failure (1), and the telltale
“thumbprint” or “beach mark” (2). Finally (3) tracks of the outwardly propagat-
ing fatigue cracks, and the point where the bolt (unable to carry any further load)
breaks-away.

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FASTENER TECH The following material is intended to provide a brief overview of
the metallurgical considerations that, daily, influence the design and
production of the most reliable fasteners in motorsports. It is hoped
that a simple understanding of the knowledge and commitment
required to produce this reliability will make your future fastener
decisions much, much easier.

Metallurgy for the

Non-Engineer
By Russell Sherman, PE
1. What is grain size and how important is it?
Metals freeze from the liquid state during melting from Metallurgist, Russell Sherman, PE, and stress/dynamics engineer
many origins and each one of these origins grows until it Dr. Kenneth Foster, PhD, are the heart of ARP’s technical power team.
bumps into another during freezing. Each of these is a grain
and in castings, they are fairly large. Grains can be refined and above. The C scale uses the greatest load – 150 Kg. The A
(made smaller); by first cold working and then by recrystalliz- scale uses only a 60 Kg. load but can be correlated with C. It
ing at high temperature. Alloy steels, like chrome moly, do not is necessary to use the A scale for thin sheets because using the
need any cold work; to do this – reheat treatment will refine 150 Kg load would cause the
the grain size. But austenitic steels and aluminum require cold diamond to penetrate almost
work first. Grain size is very important for mechanical proper- all the way through.
ties. High temperature creep properties are enhanced by large
grains but good toughness and fatigue require fine grain size 4. What is
– the finer the better. All ARP bolts and studs are fine grain – “micro hardness?”
usually ASTM 8 or finer. With 10 being the finest. Some parts are too small to
be Rockwell hardness tested.
2. How do you get toughness vs. brittleness? They are placed in hard plas-
With steels, as the strength goes up, the toughness decreas- tic and a microscope is used to
es. At too high a strength, the metal tends to be brittle. And place a small indenter into the
threads accentuate the brittleness. A tool steel which can be metal. Using the microscope
the length of the impression
is measured.
5. How does modulus of
elasticity refer to our
products?
The modulus of elasticity
of all alloy steels is exactly the
same – 30,000,000 psi. This
is true whether it is heat-
treated or not – whether it is
100,000 psi strength level or
300,000 psi. Metals are like
a spring – put a load on them
and they will stretch – double the load and they will stretch
double. This is important in connecting rod bolts because by
ARP engineers use “Scanning Electron Microscopic” inspection capable of measuring the stretch we really are measuring the load. Load
detecting all elements in the periodic table with atomic numbers greater is what is important and measuring stretch of a given size and
than 5 – permitting the acquisition of high resolution imaging. configuration bolt will indicate how much load is stretching
the bolt.
heat-treated to 350,000 psi, would be a disaster as a bolt
because of the threads. 6. What are metal carbides and what is their significance?
The strength of all alloy and carbon steels is derived from
3. Define Rockwell as we use it. Why do we use the the metal carbides formed during heat treat. The carbon in
C scale? steels combines with iron, vanadium and with chromium, as
A man named Rockwell developed a means of measuring well as many other metal alloy additions to form compounds,
hardness of metals which was superior to other methods. A which are a very hard phase within the iron matrix. Tool steels
Rockwell hardness tester measures the depth of penetration generally have high carbon content (above .8%) and can be
into the metal when a load is applied. For hard materials, a made very hard – but brittle.
diamond penetrator is used. For soft material, small balls are
used – 1/16˝ or 1/8˝ diameter-and the machine measures the
depth. We use the C scale for the 120,000 psi strength level
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 FASTENER TECH
7. What exactly is chrome? ment of steel. If the iron carbon alloy (steel) is
Chrome is the metal chromium and is typically used for quenched from the fcc field, the
plating because it is shiny. It is also used as an alloy addition structure becomes marten-
to iron to form a stainless steel. A stainless steel must contain site, a very hard strong
at least 12% chromium, but these lean chromium steels can condition.
still show some rust on the surface. Using 18% chromium
12. What does
will make a more rust resisting stainless. Exposing any stain-
less to oxygen at temperatures above 1200˚F will cause the a “stainless
chromium to join the oxygen and therefore leave the surface steel” atom
depleted in chromium. If it falls below 12% the surface will arrangement
show rust. look like?
8. What does it mean when a broken part looks The 300 Series
stainless steels are
crystallized?
face-centered cubic
When the fracture face has a rocky appearance it is because
and are not heat-treat-
the material had a very large grain structure. Basically the
able. Heavy reduction
grain grew during manufacturing due to poor technique and
(power dumping), in the cross
handling. A properly processed part will have a silky smooth
section, during forging causes a dra-
appearance which is an indication of fine grain size. So crystal-
matic increase in strength. This is the process ARP uses to
lization does not occur as a result of load or fatigue – it was
make 304 Stainless Steel reach 170,000 psi UTS.
present in the material at the time of manufacture.
13. How do the space lattice or crystal structures appear?
9. Define “precipitation hardening” and “phase change.”
The precipitation hardening comes from microscopic pre-
cipitation of hard phases which serve to keep rows of atoms Body-Centered Cubic Face-Centered Cubic
from moving under stress. Some metals undergo a change in
atomic structure at high temperature. Alloy steels, which are
bcc at room temperature, become fcc at temperatures above
1400°F. This switch over is called a phase change. When cooled
down they revert back to the bcc structure. Management of
this phase is extremely critical and ARP maintains a complete
in-house heat-treatment facility. It’s the only way we can
assure material integrity.
10. What does a “face centered cubic” (fcc)
atom arrangement look like? How many atoms?
A face centered cubic arrangement of atoms
(austenitic) looks like a Las Vegas die with a five
showing on all six faces. This can’t be seen visu-
ally by any type of microscope. All grains or crystals are composed of atoms bound
The number of atoms in any one cubic cell together in a definite pattern. These structures are called
would be 14 – these do not stand alone but space lattice or crystal structures. At a fixed temperature,
are attached to other cells which share some the atoms in an array are spaced a definite distance from one
of the atoms. another, although they vibrate about their mean position.
11. How does a “body center cubic” Even though atoms are actually not held together in this
manner, it is helpful to picture the crystals as a 3-dimension-
(bcc) atom look? How many atoms?
al latticework connected by imaginary lines. Metallurgists
The body center cubic structure would
who primarily study ferrous metal are interested in only two
look like a die
basic crystal structures: bcc (body-centered cubic) and fcc
with a four on
(face-centered cubic).
all faces and one
atom in the center
of the cube. The
atomic arrangment
of pure iron is bcc
at room temperature 14. What are the metallurgical ramifications of “cold
and does not change heading” vs. “hot heading?”
until the temperature
reaches 1674˚F. At this Cold heading is a more efficient process and allows the
temperature it changes part to be cold worked. The temperatures used for hot forging
to austenite which is will reduce the effect of work hardening. This is important
face center cubic (fcc). for metals which derive much of their strength from the cold
The addition of carbon work. Cold heading produces a better product than hot head-
to the iron lowers this transition ing. The number and force of the blows of the cold heading
temperature. This is the basis for heat treat- machine can make a significant difference in the quality of the
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FASTENER TECH end product. Excessive numbers of blows can lead to voids in
the bolt head. ARP, in fact, holds significant patents on cold
heading procedures for the higher nickel and cobalt based
alloys.
Our patented process begins with a cold drawn wire that
can be cold forged. The process work hardens the head and
the under head area to the desired hardness. We then power
extrude the front end to achieve the reduction and hardness in
the shank resulting in a bolt with even strength and hardness
from end to end.
In a typical aerospace manufacturing process, these alloys
are hot headed from bars, reduced in diameter from 48
to 50% by cold drawing, resulting in a hardness of about
written requiring
this treatment for
200,000 psi strength level. There is no other steel alloy, at this
level, which can match A286 for corrosion resistance, tough-
ness or bolt fatigue strength.
17. Define “Power Dump.”
This is a term used to define the heavy extrusion of the fas-
tener body during forging. The part is forced into a die much
smaller than the blank thereby causing a severe reduction in
cross section area. This reduction of the cross sectional area is

Rockwell C46 which is too hard for cold heading.

So, the blanks are locally induction heated in a very
narrow temperature envelope and hot headed. The
process reduces the hardness immediately in the area
under the head approximately 3 to 5 points on the
Rockwell C scale. Subsequent heat treatment does
not restore this partially annealed area to full hardness
and strength. The final result is a relatively soft-headed
bolt. Therefore, this process is not used by ARP.
15. What is the difference between the usage of
“bar” material vs. “wire?”
Bars produced by the mill in straight sections are
normally shipped in 12 foot lengths. Wire is supplied
in continuous coil form and is hundreds of feet in
length. Bars are cut to length and the bolts are hot 5-stage “Cold Header” used by ARP
forged from these lengths. Wire on the other hand is
fed into a cold header in a continuous manner. accompanied by an increase in length because metals can’t be
16. What exactly is A286? And to what is it compared? compressed. However, power dumping or reduction, delivers
A286 is a 25% nickel and 18% chromium alloy with a significant increase in strength properties and is part of the
smaller amounts of titanium and aluminum, which precipitate patented process we use to produce fasteners from 304 stain-
during aging – after solution treatment. It is a true stainless less steel with 170,000 psi UTS and AMS 5844 (ARP 3.5)
steel due to the high chromium and it is austenitic due to the with ultimate tensile strengths in the 270,000 psi UTS range
high nickel. A286 was developed as a high temperature alloy with outstanding fatigue.
for use in pre-jet aircraft engines. The strength level was only 18. What is the difference between 4130 and 8740 chrome
140,000 psi, but it had good high temperature strength and
moly?
exceptional toughness, making it an excellent fastener alloy.
Both are alloy steels with similar chemistry. The 4130 has
Rocketdyne became interested in it for rocket engines
only .3% carbon and can’t be hardened as high as 8740, which
being developed in the early 60’s. But they required higher
has .4% carbon. Also, 8740 has about .45% nickel and 4130
strength. We were part of the team that developed a thermo-
has none. Both have moly (most alloy steels have moly). The
mechanical method to produce a strength level of 200,000 psi.
chromium content of 4130 is slightly higher, .95% instead of
This involved severe cold reduction after solution treatment
.55%. However, 8740 is generally considered to have slightly
and before aging. An aerospace material spec (AMS) was then
better toughness due to the nickel.
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19. What exactly is ARP2000 and how does it compare to 24. How do the various standards compare to each other
8740 and 4340? with regard to fasteners? Where are the standards?
ARP2000 is a heavily alloyed martensitic quench and tem- A standard fastener is one that can be referenced from a
per steel, initially developed for use in steam power plants. nationally or internationally recognized standards document
As such it has excellent stability at high temperatures. But and may be produced by any interested manufacturer.
most important, ARP research discovered that in addition In all fastener categories the custodian of each group
to temperature stability it has excellent notch toughness in (MS-AN-NAS) have tried to standardize the processing of
the higher strength ranges and is alloyed to be tempered to specifications such as AS (American Standard) heat-treating,
Rockwell C44/47. 8740 and 4340 can be tempered to the MIL-H-6875 cadmium plating, AMS QQ-P-416 passivation
same hardness. But, the tempering temperature would yield and AMS QQ-P-35 testing, MIL.-Std 1312 and NDT in
material in the “temper brittle zone” (between 500° and aerospace applications are generally by sample.
700°F), producing significant notch sensitivity. ARP2000 is
tempered above that temperature range and has a strength ASTM stands for the American Society for Testing Materials,
between 200,000 and 220,000 psi. a large industry funded group used to write standards
for many materials and testing procedures. It compares
20. How does L19 compare to ARP2000? directly to AMS (Aerospace Material Standard).
L19 differs from ARP2000 in that it is a vacuum melted
alloyed steel with sufficient chromium and carbon to achieve In the case of ARP, 100% raw material is purchased to
high hardness (but below the level of a stainless steel). L19 is AMS specification – with the exception of special alloys
air-cooled from the hardening temperature in a way that does used in proprietary products. All materials are carefully
not require an oil quench to achieve full hardness and is tem- examined for proper chemistry – and finally, periodic
pered to assure full conversion to martensite between 1025°F examination by an independent laboratory. ARP con-
and 1075˚F. L19 is a proprietary material capable of achieving sistently strives to exceed industry specifications for
strengths of 220,000/230,000 or 260,000/270,000 psi as may quality and product management.
be required. Both L19 and ARP2000 steels are modified bcc MS (Military Standards): MS bolt specifications cover a
(martensite) at room temperature. L19 has the same advan- wide range of fastener hardware, high strength bolts,
tage as ARP2000 in that a high strength is obtained at a high nuts and washers with spec’s for materials and process-
tempering temperature. This alloy is easily contaminated and ing. MS fasteners have various tensile strengths.
requires special handling.
AN (Army-Navy) Specifications: Generally lower strength
21. What is AMS5844? And how does it compare to bolts and studs primarily in the 125,000 psi UTS
AMS5842E? range. AN also covers a wide range of nuts, washers
Both of these alloys are considered multiphase, non-steel, and other hardware.
austenitic materials. Both derive their strength (260,000 psi)
from severe cold work (48/50%) which raises the hardness NAS (National Aerospace Standard): These speci-
from Rockwell C 46 up to 49/50. The AMS5842 (for MP159) fications cover fasteners in the strength ranges
was developed much later than AMS5844 (for MP35) in 160,000/180,000/200,000 psi UTS.
order to increase the usable service temperature by about 100°
so it could be used in hotter sections of jet engines. ISO (International Standards Organization):

22. Provide a brief overview of the metallurgy required to ISO 9001-94: is a quality control system designed for
manufacturers with design control.
produce AN, AMS & other Aerospace type fasteners.
All alloy steel fasteners are essentially manufactured by the ISO 9002-94: is a quality control system designed for
same process. Incoming steel from the mill is forged to speci- manufacturers who build parts to customer specifica-
fication, then heat treated and thread rolled. Regular AN bolts tions, and do not have design control.
are forged to size and are normally not precision ground. They
may even have threads on them when heat treated. ISO 9001-2000: is current ISO system well suited for man-
Expensive aerospace fasteners are more likely suited for ufacturers with engineering design functions, drawing
some motorsport applications. These fasteners require pre- control and statistical techniques to achieve demanding
cision forging, careful heat treatment and then precision quality requirements.
grinding, fillet rolling under the head and a great deal of skill
in thread rolling. This system is the main focus of
23. What is moisture tolerance and how or where is it ARP’s World Quality Concept.
important?
Non-stainless steels have low moisture tolerances because 25. What metallurgical issues cause common failures?
the water attacks the steel by forming iron oxide (rust). The most common cause of failure of connecting rod bolts
Therefore none of these have a high tolerance for moisture and (and wheel bolts) is too little induced load (stretch) during
the surface must be protected by oil or plating. ARP maintains installation. This allows the alternating load to impose cyclic
an in-house plating facility to assure all non-stainless product loading on the bolt. Over tightening is also another cause,
is delivered 100% corrosion free. because the induced stress is too close to the yield point.

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TECH MATERIAL SPECIFICATIONS
ARP manufactures fasteners from a wide assortment of materials ranging from popular stainless steel and 8740 chrome moly to exotic alloys that have
been developed to handle space travel. You should also know that there are grades within specific alloys. For example, 8740 is available in four grades:
1. SDF (guaranteed seamless and defect free). 2 CHQ (cold head quality). 3. Aircraft. 4. Commercial. ARP uses only the first two (SDF and CHQ), even though
they cost more than double “Aircraft” quality.

STAINLESS STEEL: Ideally suited for many automotive and marine applications. Although Aermet 100 is a maraging steel that is far superior
applications because stainless is tolerant of heat and virtually impervious to other high strength steels in its resistance to stress corrosion, it must
to rust and corrosion. ARP “Stainless 300” is specially alloyed for extra be kept well-oiled and not exposed to moisture.
durability. It’s polished using a proprietary process to produce a beautiful
INCONEL 718: A nickel based material that is in the high temperature,
finish. Tensile strength is typically rated at 170,000 psi.
super-alloy class, it is found to be equally suitable in lower temperature
8740 CHROME MOLY: Until the development of today’s modern applications. This material delivers tensile strengths into the 220,000 psi
alloys, chrome moly was popularly considered a high strength material. range and exhibits improved fatigue properties. Best of all, Inconel 718 is
Now viewed as only moderate strength, 8740 chrome moly is seen as a completely immune to hydrogen embrittlement and corrosion.
good tough steel, with adequate fatigue properties for most racing appli-
ARP3.5® (AMS5844): While similar to Inconel 718, these super-alloys
cations, but only if the threads are rolled after heat-treatment, as is the
are found in many jet engine and aerospace applications where heat and
standard ARP production practice. Typically, chrome moly is classified
stress attack the life of critical components. The high cobalt content of
as a quench and temper steel, that can be heat-treated to deliver tensile
this alloy, while expensive, delivers a material with superior fatigue char-
strengths between 180,000 and 210,000 psi.
acteristics and typically tensile strength in the 260,000 psi range. The
ARP2000®: An exclusive, hybrid-alloy developed to deliver superior immunity to hydrogen embrittlement and corrosion of these materials is
strength and better fatigue properties. While 8740 and ARP2000 share a significant design consideration. These materials are primarily used in
similar characteristics – ARP2000 is capable of achieving a clamp load at connecting rods where extremely high loads, high RPM and endurance
220,000 psi. ARP2000 is used widely in short track and drag racing as are important factors – Formula 1, NASCAR and CART applications.
an up-grade from 8740 chrome moly in both steel and aluminum rods.
CUSTOM AGE 625 PLUS®: This newly formulated super-alloy dem-
Stress corrosion and hydrogen embrittlement are typically not a problem,
onstrates superior fatigue cycle life, tensile strength and toughness – with
providing care is taken during installation.
complete resistance to atmospheric corrosion and oxidation. ARP is the
L19: This is a premium steel that is processed to deliver superior strength first to develop manufacturing and testing processes for fasteners with
and fatigue properties. L19 is a very high strength material compared to Custom Age 625+. Best of all it is less expensive and expected to soon
8740 and ARP2000 and is capable of delivering a clamp load at 260,000 replace MP-35 as the material of choice in the high strength, super-alloy
psi. It is primarily used in short track and drag racing applications where field. Typical tensile strength is 260,000 psi.
inertia loads exceed the clamping capability of ARP2000. Like most high
TITANIUM: ARP now offers special order fasteners made of an alloy
strength, quench and temper steels – L19 requires special care during
(Ti6Al-4V) that is specially heat-treated (a process developed by ARP’s
manufacturing to avoid hydrogen embrittlement. This material is easily
own Russ Sherman) and provides superior strength to other titanium
contaminated and subject to stress corrosion. It must be kept well-oiled
alloys employed in racing and aerospace. The material has a nominal
and not exposed to moisture.
tensile strength of 180,000 psi, and is very corrosion resistant. The main
AERMET® 100: With a typical tensile strength of 280,000 psi, Aermet advantage of titanium, of course, is its weight – which is about 40%
100 is a new martensitic super-alloy that is stronger and less expensive lighter than a comparable fastener made of steel. Head studs and acces-
than the super-alloy austenitic materials that follow. Because it is capable sory bolts are ideal applications for this lightweight material.
of achieving incredibly high clamping loads, it is ideal for short but
extreme environments like top fuel, funny car and some short track

AerMet® 100, Custom 450® and Custom Age 625 PLUS® are all registered trademarks of CRS Holdings Inc., a subsidiary of Carpenter Technology Corporation.

QUICK REFERENCE GUIDE TO MATERIALS USED IN FASTENERS

MATERIAL USE? YIELD STRENGTH TENSILE STRENGTH USED FOR
Grade 5 No 90,000 psi 120,000 psi Accessory bolts and studs
Grade 8 No 120,000 psi 150,000 psi Accessory bolts and studs
“Stainless 300” Yes 140,000 psi 170,000 psi Accessory bolts & studs, head studs
®
Custom 450 Yes 150,000 psi 180,000 psi Head bolts, accessory bolts
8740 chrome moly Yes 180,000 psi 200,000 psi Rod bolts, head & main studs & bolts
A286 Yes 170,000 psi 200,000 psi Head bolts, accessory bolts
ARP2000 Yes 180,000 psi 220,000 psi Rod bolts, head & main studs
L19 Yes 200-230,000 psi 260,000 psi Connecting rod bolts
Inconel 718 Yes 190-210,000 psi 220,000 psi Connecting rod bolts
®
Custom Age 625+ Yes 235-255,000 psi 260,000 psi Head studs, connecting rod bolts
ARP 3.5 Yes 220-250,000 psi 260,000 psi Connecting rod bolts
®
AerMet 100 Yes 260,000 psi 280,000 psi Connecting rod bolts
Titanium Yes 160,000 psi 180,000 psi Head studs, accessory bolts
20

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 TECH
YOU CAN GET ARP FASTENERS
MADE TO YOUR REQUIREMENTS!
The following pages in this catalog detail the vast number
of “off the shelf ” fasteners available from ARP. However, it’s
important for you to know that a significant amount of ARP’s
business comes from the development and manufacture of cus-
tom fasteners. For example, many top Formula 1, CART and
IRL race teams and constructors have come to rely on ARP for
a myriad of special purpose fasteners. Many of these have been
developed on a proprietary basis, and we cannot go into details
about “what” is being manufactured for “whom” by ARP. But suf-
fice to say that that ARP
has established a reputa-
tion within the racing
industry for doing cut-
ting edge R&D and ARP can custom manufacture fasteners from nearly a dozen
following it up with different materials, with tensile strengths ranging from 170,000
fasteners made to the PSI to over 300,000 psi. By way of example, we have made cylin-
most stringent quality der head studs for the same application from 8740 chrome moly,
control standards on the our own ARP2000 and L19.
planet. ARP also “pri-
vate labels” a number The bottom line is that because of ARP’s extensive in-house
of special fasteners for R&D and manufacturing capabilities, the firm is in a position
various manufactur- to design and build fasteners on a custom basis. Serious inqui-
ers in the performance ries from members of the high performance industry are always
industry. welcome. Look to ARP to provide effective solutions to all your
8740 ARP2000 L19 fastener needs!

Custom-Made ARP Titanium Studs & Bolts

One of ARP’s best-kept “secrets” is the company’s deep This particular titanium alloy and process lends itself well
involvement in the manufacture of titanium fasteners. As a to a number of racing applications, including head studs and
matter of fact, ARP’s resident metallurgist, Russ Sherman, accessory fasteners. Of course, the primary advantage of using
literally “wrote the book” when he developed the original pro- titanium instead of steel is weight; titanium is about 40%
cedures for the heat treatment of the most popular titanium lighter. The material ARP uses has a tensile strength of 180,000
alloy in use today (Ti6Al-4V), and presented the research psi, comparable to heat-treated chrome moly – but about half
data to the American Society for Metals. Sherman’s procedure the weight.
of solution-treating, warm processing and aging brings the ARP stands ready to manufacture Ti6Al-4V titanium fas-
titanium to strength levels never before achieved, and has also teners custom-made to your specifications. Contact our Special
been instrumental in setting new standards for the aerospace Projects Dept. at 805-525-1497.
industry.
21

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FASTENER CALCULATIONS
GETTING THE CORRECT ARP HEAD
STUD/BOLT FOR THE APPLICATION
Today, there are literally dozens of different cylinder
head and engine block combinations for the more popular CYLINDER HEAD/BLOCK
CROSS-SECTIONAL DATA
applications, and new offerings coming out all the time. It
is virtually impossible for ARP’s engineering staff to obtain
detailed information from all of these various sources, so it
may be necessary for customers to calculate exactly what
they have so the correct cylinder head studs or bolts are
used. Whether it’s a small block Chevy engine or a Honda
VTEC, the procedure remains the same.
The illustration on the right shows the nine differ-
ent variables that come into play when determining the
proper fastener for a particular position. Many cylinder
heads have different column heights, etc. at various posi-
tions, and additional variables come into play when using
aftermarket engine blocks (some of which have “blind”
tapped holes for attaching the heads that are shallower
than OEM). It is therefore critically important that you
determine exactly how many different bolt/hole combina-
tions exist for the cylinder head installation.
You must have the following data:
A. Depth of cylinder head counter bore_________________ STANDARD SMALL BLOCK CHEVROLET
B. Diameter (o.d.) of head counter bore ________________ Column Height =

C. Column height (net thickness of head) ______________

D. Diameter (o.d.) of bolt hole in head ________________
E. Head gasket thickness (uncompressed) _______________
F. Depth of counter bore in block ____________________
G. Length of thread in block ________________________
H. Depth of hole from surface to bottom _______________ Column Height = Column Height =

I. Thread size and pitch ____________________________

STANDARD BIG BLOCK CHEVROLET CHRYSLER, FORD & MOST 4-CYLINDER

Column Height = Column Height =

Column Height = Column Height = Column Height =

ICY/Phoenix Racing - Subaru Factory Team Bryan Fuller uses ARP hardware on all his custom rides
22

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 TECH
GLOSSARY OF TECH TERMS
Austenitic: Refers to the atomic arrangement of some metals, such as Qualified Products List: A government requirement that simply
nickel based alloys, and some steels with about 18% chromium. This mandates that bolts be manufactured only by companies which have
atomic arrangement is called “face centered cubic.” Austenitic steels qualified by making bolts that have been submitted for testing and
can not be heat treated, but can be strengthened by cold working. approval to a government agency. ARP has qualified for this list.
CHQ: A term used to grade heading wire and stands for “cold head- Quench & Temper: A method of heat-treating martensitic steels.
ing quality.” This grade is superior to both Commercial and Aircraft The parts are heated into the austenitic range (usually above 1450˚F)
quality. then quenched into water or oil. This leaves the part in a very hard
Clamp Load: This is the force exerted by a tightened bolt and is the martensitic condition which then must be tempered by heating at
same as preload. lower temperatures (between 350˚F and 1200˚F), depending upon
the steel and strength desired.
Fatigue: The process by which failure is caused after many repetitions
Reciprocating Load: The acceleration force exerted on a connecting
of loads smaller than the ultimate strength of the material.
rod due to the up and down motion of the piston and its associated
Ferritic: Refers to steels with an atomic arrangement different from mass ie; wrist pin, rings, small end of the rod.
austenite and martensite. These steels are not strong and the widest
Stretch: The increase in length of a bolt when installed with a pre-
use is in steam power plants and accessory fasteners made by some
load.
companies, because they are able to withstand wet environments.
Newer steels such as ARP300 and A286 are far superior. Stress: The load applied to a part divided by the cross-sectional area
Hydrogen Embrittlement: This condition results from the accumu- of the part, usually expressed in pounds per square inch (psi).
lation of hydrogen gas in the atomic structure of the metal. This gas Stress Corrosion: This is a special form of hydrogen embrittlement
flows to the point of high stress (stress risers) and causes microscopic in which the metal is attacked while under stress. Without the stress
cracks. The hydrogen then flows to the “new” crack tip and causes it the crack will not move. But under stress the crack moves and corro-
to crack further. In this way the crack moves across the part, because sion takes place at the freshly opened crack face.
the crack-tip IS the stress riser. Finally the crack gets so large that Stress Ratio: The ratio of the minimum stress to the maximum stress
the section is not large enough to support the load. No hydrogen in a structure which is subject to fluctuating loads.
embrittlement can take place without tensile stress. ARP employs a
baking process that purges hydrogen gas from the steel. Stress Riser: You have a notch, ding or some change in section size,
so now the stress at these points is increased above nominal stress.
Knurling: A process of creating serrations in a part by rolling a die,
Compare this kind of stress to the flow of water in a river. When the
under pressure, against the part. Normally these serrations are very
river hits a narrow point it flows faster. Perhaps there is a rock in the
sharp and can create cracks and ARE stress risers. The process is used
middle – the river flows faster around the rock. The stress at these
on knobs so the user can get a firm grip. But in the case of fasteners,
points can be so high that the part will fail – even though the average
the body can be knurled so the part can be forced into and retained
stress on the part never exceeded the tensile strength of the part.
in an irregular hole – stress risers and all.
S.D.F.: Seam and defect free. A designation for premium steel. This
Maraging: Refers to steels that are a low carbon version of mar-
is typically the highest grade available, and is the only steel used by
tensitic steels, specially alloyed so that the martensite is not hard.
ARP.
These steels can be worked in the quenched condition and then be
hardened by low temperature aging. The strength comes from the Thread Engagement: This refers to the number of threads engaged
formation of complex metal carbides. in a nut or threaded hole. Full engagement, meaning all the female
threads are engaged, is a desirable configuration to maximize fatigue
Martensitic: Refers to atomic arrangement and in the case of steels,
strength.
is a modified body centered cubic structure. These steels can be
heat-treated because martensite is iron carbide, which is very hard. Ultimate Tensile Strength: The maximum stress that a particular
However, these steels can be hydrogen embrittled and will rust. material can support without breaking. It is expressed in terms of
Generally, martensite normally refers to metal structures which are lbs. per square inch, and is measured by means of a tensile test. The
formed by quenching from high temperature. maximum force (lbs.) that a test specimen can support is divided by
the cross-sectional area (square inches) of the specimen, the result is
MS21250: A military specification for a 12-point, 180,000 psi bolt
ultimate tensile strength in psi.
which specifies the fatigue load required for testing every size.
Torque Angle: A method of tightening a fastener relative to the
Notch Sensitivity: Refers to the ability of a metal to withstand the
amount of degrees turned once the underside of the bolt head or nut
increased stress at a notch. Some materials, such as glass, crack very
face contacts the work surface. This procedure is suitable for engine
easily if notched. While others, such as soft gold or tin stretch out
assembly only when the installation has been calibrated in terms of
under stress – even with a notch. Normally, the stronger the steel,
bolt stretch relative to the exact application (the amount of compres-
the more likely it is to break quickly at the notch. “Toughness” is
sion of the clamped components is critical).
wanted because this is associated with opposite of notch sensitivity.
Austenitic metals are usually less notch sensitive than martensitic UHL: Means “Under Head Length.” The distance as measured from
steels of the same strength levels. tip of the fastener to a place directly at the base of the head.
OAL: Means “Over All Length.” Yield Strength: The stress at which a given material or component
exhibits a permanent deformation (i.e. “takes a set”). When the load
Preload: The force IN a bolt when it is installed with a torque greater
that caused the stress is removed, the part will not return to its origi-
than simply hand tight. Preload can be established by measuring
nal dimensions. If you exceed the yield strength of a fastener (tighten
torque or bolt stretch or by the less than accurate “turn-of-the-nut”
it until it feels funny and then back it off a bit) the fastener is ruined
method.
and must be replaced.
23

800-826-3045
tech general torque recommendations
Listed here are the general torque recommendations NOTE: THE TORQUE VALUES REPRESENTED
for most ARP fasteners. Recommended torque is equal HERE ARE INTENDED TO BE FOR GENERAL
75% of the fastener’s yield strength. Simply read down INFORMATION ONLY, NOT FOR SPECIFIC
to the correct fastener size, then across to find the torque INSTALLATIONS. ON SPECIFIC INSTALLATIONS,
value for your application. ALWAYS LUBRICATE THE WHERE SUPPLIED INSTRUCTIONS DEVIATE
FASTENERS PRIOR TO APPLYING TORQUE TO FROM THE TORQUE VALUES LISTED HERE,
ENSURE ACCURATE READINGS. ALWAYS FOLLOW THE SPECIFIC INSTRUCTIONS
PACKAGED WITH EACH KIT.

Recommended Torque to Achieve Optimum Preload (Clamping Force)

Using ARP Lubricants - Torque (ft./lbs.) - Preload (lbs.)
Note: For those using Newton/meters as a torquing reference, you must multiply the appropriate ft./lbs. factor by 1.356.

Fastener Tensile Strength (PSI)

170,000/180,000 (1,171 Nmm2) 190,000/200,000 (1,309 Nmm2) 220,000 (1,515 N/mm2)

Fastener Torque Torque Torque

Preload Preload Preload
Diameter w/ARP lube w/ARP lube w/ARP lube

1/4˝ 12 3,492 14 3,967 16 4,442

5/16˝ 24 5,805 28 6,588 32 7,371

3/8˝ 45 8,622 50 9,782 55 10,942

7/16˝ 70 11,880 80 13,470 90 15,060

1/2˝ 110 16,391 125 18,515 140 20,639

9/16˝ 160 21,220 180 23,944 200 26,668

5/8˝ 210 26,372 240 29,756 270 33,140

6mm 11 3,359 13 3,814 15 4,269

8mm 24 5,801 28 6,581 32 7,361

10mm 54 9,970 62 11,305 70 12,640

11mm 72 12,184 82 13,961 92 15,738

12mm 98 14,472 112 16,949 125 19,425

14mm — — 184 22,771 205 25,730

16mm — — 244 29,664 272 33,519

24

800-826-3045
 rod bolt stretch & torque specs

tech
Make Rod Bolt Stretch ARP Lube Make Rod Bolt Stretch ARP Lube
Part No. (inches) (ft./lbs.) Part No. (inches) (ft./lbs.)
ALFA ROMEO 126-6101 .0075 - .0080 45 CHRYSLER 141-6001 .0060 - .0065 50
AMC 112-6001 .0060 - .0065 40 141-6401 .0060 - .0065 50
114-6001 .0060 - .0065 40 142-6001 .0055 - .0060 50
114-6002 .0070 - .0075 50 142-6002 .0060 - .0065 50
114-6004 .0060 - .0065 50 144-6001 .0060 - .0065 50
BMC/TRIUMPH 206-6001 .0065 - .0070 55 144-6401 .0060 - .0065 50
206-6002 .0065 - .0070 35 145-6001 .0070 - .0075 75
206-6003 .0065 - .0070 45 145-6002 .0060 - .0065 50
206-6004 .0065 - .0070 45 145-6402 .0060 - .0065 50
206-6005 .0065 - .0070 45 244-6401 .0070 - .0075 55
206-6006 .0065 - .0070 55 245-6402 .0070 - .0075 55
206-6007 .0045 - .0050 30 FORD 150-6004 .0060 - .0065 50
206-6009 .0065 - .0070 32 150-6005 .0060 - .0065 50
BMW 201-6102 .0065 - .0070 50 150-6404 .0060 - .0065 50
201-6103 .0075 - .0080 70 151-6001 .0060 - .0065 40
201-6104 .0065 - .0070 70 151-6002 .0060 - .0065 40
201-6201 .0070 - .0075 40 151-6003 .0050 - .0055 25
201-6301 .0080 - .0085 36 151-6004 .0055 - .0060 25
201-6302 .0080 - .0085 36 151-6005 .0045 - .0050 36
206-6008 .0055 - .0060 25 152-6001 .0060 - .0065 50
BUICK 123-6001 .0060 - .0065 55 152-6002 .0060 - .0065 50
123-6002 .0065 - .0070 55 153-6001 .0060 - .0065 35
124-6001 .0050 - .0055 45 153-6002 .0060 - .0065 40
124-6002 .0040 - .0045 45 154-6001 .0060 - .0065 50
124-6003 .0040 - .0045 45 154-6002 .0060 - .0065 35
125-6001 .0055 - .0060 50 154-6003 .0060 - .0065 50
CADILLAC 135-6003 .0060 - .0065 50 154-6004 .0050 - .0055 50
CHEVY 131-6001 .0055 - .0060 45 154-6005 .0060 - .0065 50
132-6001 .0055 - .0060 45 154-6006 .0060 - .0065 50
132-6002 .0050 - .0055 30 154-6401 .0060 - .0065 50
133-6001 .0060 - .0065 55 154-6402 .0060 - .0065 35
133-6002 .0060 - .0065 45 154-6403 .0060 - .0065 50
134-6001 .0055 - .0060 45 155-6001 .0060 - .0065 50
134-6002 .0050 - .0055 55 155-6002 .0060 - .0065 50
134-6003 .0055 - .0060 55 155-6003 .0060 - .0065 50
134-6004 .0075 - .0080 75 200-6001 .0045 - .0050 60
134-6005 .0060 - .0065 55 250-6404 .0070 - .0075 55
134-6006 .0055 - .0060 40 251-6201 .0050 - .0055 25
134-6027 .0060 - .0065 55 251-6202 .0060 - .0065 40
134-6401 .0055 - .0060 45 251-6301 .0065 - .0070 45
134-6402 .0050 - .0055 55 251-6402 .0065 - .0070 45
134-6403 .0055 - .0060 55 254-6402 .0070 - .0075 30
135-6001 .0060 - .0065 80 254-6403 .0070 - .0075 55
135-6002 .0055 - .0060 55 255-6402 .0070 - .0075 55
135-6401 .0060 - .0065 80 256-6301 .0065 - .0070 42
135-6402 .0055 - .0060 55 HOLDEN 205-6001 .0055 - .0060 55
234-6301 .0065 - .0070 45 205-6002 .0055 - .0060 45
234-6302 .0060 - .0065 45 HONDA/ACURA 208-6001 .0050 - .0055 26
234-6401 .0065 - .0070 45 208-6002 .0055 - .0060 45
234-6402 .0055 - .0060 55 208-6003 .0080 - .0085 50
234-6403 .0065 - .0070 55 208-6004 .0080 - .0085 37
235-6401 .0070 - .0075 85 208-6005 .0080 - .0085 26
235-6402 .0065 - .0070 55 208-6401 .0070 - .0075 50
235-6403 .0070 - .0075 85 LANCIA 275-6001 .0075 - .0080 70
25

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tech rod bolt stretch & torque specs
Make Rod Bolt Stretch ARP Lube Make Rod Bolt Stretch ARP Lube
Part No. (inches) (ft./lbs.) Part No. (inches) (ft./lbs.)
MAZDA 118-6401 .0060 - .0065 38 TOYOTA 203-6001 .0050 - .0055 40
MITSUBISHI 107-6001 .0055 - .0060 40 203-6002 .0060 - .0065 50
107-6002 .0060 - .0065 26 203-6003 .0050 - .0055 40
107-6003 .0065 - .0070 40 203-6004 .0060 - .0065 50
107-6004 .0065 - .0070 40 203-6005 .0075 - .0080 65
207-6002 .0065 - .0070 30 203-6301 .0075 - .0080 65
NISSAN/DATSUN 102-6001 .0060 - .0065 26 VOLKSWAGEN/ 104-6001 .0055 - .0060 40
102-6002 .0050 - .0055 26 AUDI 104-6002 .0065 - .0070 40
202-6001 .0060 - .0065 45 104-6003 .0075 - .0080 40
202-6002 .0060 - .0065 26 104-6004 .0085 - .0090 35
202-6003 .0060 - .0065 45 104-6005 .0050 - .0055 40
202-6004 .0070 - .0075 45 104-6007 .0085 - .0090 35
202-6005 .0065 - .0070 45 204-6006 .0075 - .0080 40
202-6006 .0065 - .0070 30 204-6201 .0075 - .0080 30
OLDSMOBILE 181-6001 .0055 - .0060 40 GENERAL REPL. 200-6002 .0055 - .0060 75
184-6001 .0060 - .0065 50 200-6003 .0055 - .0060 75
185-6001 .0055 - .0060 50 200-6004 .0045 - .0050 75
OPEL/VAUXHALL 109-6001 .0055 - .0060 32 200-6006 .0050 - .0055 75
109-6002 .0050 - .0055 24 200-6201 .0065 - .0070 80
109-6003 .0050 - .0055 32 200-6202 .0065 - .0070 80
209-6003 .0065 - .0070 38 200-6203 .0065 - .0070 80
PEUGEOT 117-6101 .0070 - .0075 45 200-6204 .0065 - .0070 80
PONTIAC 190-6001 .0060 - .0065 50 200-6205 .0065 - .0070 80
190-6002 .0060 - .0065 50 200-6206 .0065 - .0070 75
190-6003 .0075 - .0080 75 200-6207 .0055 - .0060 55
190-6004 .0055 - .0060 75 200-6208 .0065 - .0070 55
191-6001 .0055 - .0060 45 200-6209 .0055 - .0060 55
194-6001 .0055 - .0060 45 200-6210 .0050 - .0055 30
PORSCHE 104-6006 .0055 - .0060 40 200-6506 .0065 - .0070 70
204-6001 .0095 - .0100 50 300-6601 .0065 - .0070 85
204-6002 .0105 - .0110 55 300-6602 .0055 - .0060 55
204-6003 .0090 - .0095 50 300-6603 .0055 - .0060 55
204-6004 .0095 - .0100 50 300-6608 .0055 - .0060 32
204-6005 .0100 - .0105 40 300-6701 .0065 - .0070 85
RENAULT 116-6001 .0045 - .0050 36 300-6702 .0065 - .0070 60
216-6301 .0065 - .0070 42 300-6703 .0065 - .0070 60
216-6302 .0065 - .0070 42 300-6704 .0060 - .0065 60
SUBARU 260-6301 .0070 - .0075 42 300-6706 .0060 - .0065 75
260-6302 .0070 - .0075 42 300-6708 .0055 - .0060 32

Drag racing’s winningest driver, John Force, relies on ARP. Tony Schumacher - 2008 NHRA Top Fuel Champion
26

800-826-3045
 TECH
PROPER FASTENER RETENTION
There are three methods that can be employed to determine how
much tension is exerted on a fastener; using a torque wrench, measur-
ing the amount of stretch, and turning the fastener a pre-determined
amount (torque angle). Of these methods, use of a stretch gauge is
the most accurate.
It is important to note To obtain the correct
that in order for a fasten- amount of clamping
er to function properly it force a fastener should
must be “stretched” a spe- actually be stretched
cific amount. The material’s Using A Torque Wrench
a measured amount. A If the stretch method cannot be used in a particular installation,
ability to “rebound” like
a spring is what provides
properly used fastener and the fasteners must be installed by torque alone, there are certain
the clamping force. You works like a spring! factors that should be taken into account. ARP research has verified
should know that different the following “rules” pertaining to use of a torque wrench:
materials react differently to these conditions, and ARP engineers 1. The friction factor changes from one application to the next.
have designed each fastener to operate within specific ranges. That is, the friction is at its highest value when the fastener is first
On the other hand, if a fastener is over torqued and becomes tightened. Each additional time the fastener is torqued and loosened,
stretched too much – you have exceeded the yield strength and it’s this value gets smaller. Eventually the friction levels out and becomes
ruined. If the fastener is longer than manufactured – even if it is constant for all following repetitions. Therefore, new fasteners should
only .001,˝ it is in a partially failed condition. Therefore, ARP has be tightened and loosened through several cycles before applying
engineered its fasteners with the ductility to stretch a given amount final torque. The number of times depends on the lubricant. For
and rebound for proper clamping. all situations where ARP lubricants are used, five cycles are required
before final torquing.
Heat, primarily in aluminum, is another problem area. Because
the thermal expansion rate of aluminum is far greater than that of 2. The lubricant used is the main factor in determining friction,
steel it is possible to stretch a fastener beyond yield as the aluminum and therefore, the torque for a particular installation. Motor oil is a
expands under heat. An effective way of counteracting material commonly used lubricant because of it’s ready availability. If less fric-
expansion is through producing a more flexible bolt. tion is desired in order to install the fasteners with less torque, special
low friction lubricants are available. With special lubes, the required
The Torque Angle Method torque can be reduced as much as 20 to 30 percent. It is important
Since the amount that a bolt or nut advances per degree of rota- to keep in mind that the reverse is also true. If the torque value has
tion is determined by the thread pitch, it would appear that the been specified for a particular fastener on the basis of low friction
amount of stretch in a given bolt or stud can be accurately predicted lube, installing the fastener with motor oil will result in insufficient
by measuring the degrees of turn from the point where the underside preload; the torque has to be increased to compensate for the extra
of the bolt head or nut face contacts the work surface. Termed the friction caused by the motor oil.
“torque angle” method, this procedure has long been the standard 3. Surface finish is also important. For example, black oxide
of civil engineering. It has been suggested that torque angle is a behaves differently than a polished fastener. It is therefore important
relatively simple and valid procedure to use in our “blind” installa- to observe the torque recommendations supplied with each fastener.
tions – where it is not possible to physically measure the actual bolt
stretch. NOTE: It is possible for even the most expensive of torque
wrenches to lose accuracy. We have seen fluctuations of as much as
ARP has conducted extensive evaluations of the torque angle ten (10) foot pounds of torque from wrench to wrench. Please have
method. We have concluded that, for our purposes, it is suitable only your torque wrench checked periodically for accuracy.
when individually calibrated for each installation.
Simple calculation of bolt stretch based on thread pitch is not The Stretch Gauge
accurate. No material is incompressible. When a bolt or a stud is We highly recommend using a stretch gauge when installing rod
preloaded or stretched, the components being clamped compress to bolts and other fasteners where it is possible to measure the length
some small extent. When we are looking for bolt stretch of only a few of the fastener. It is the most accurate way to determine the correct
thousandths of an inch, the amount of clamped material compres- pre-load in the rod bolt. Simply follow manufacturer’s instructions,
sion becomes a very real factor. Our investigation has proven that or use the chart on page 25 of this catalog for ARP fasteners. Measure
installed stretch is dependent, not only on the pitch of the thread the fastener prior to starting, and monitor overall length during
and the degree of rotation, but also on the amount of compression of installation. When the bolt has stretched the specified amount, the
the clamped components, the length of the male fastener, the amount correct preload, or clamping load, has been applied. We recommend
of engaged thread, the type of lubrication and the number of times you maintain a chart of all rod bolts, and copy down the length of
that the fastener has been cycled. For example, for the same degree of the fastener prior to and after installation. If there is a permanent
rotation, the actual amount of bolt stretch will be critically different increase of .001˝ in length, or if there is deformation, the bolt should
between an aluminum cylinder head and a cast iron cylinder head – be replaced. A sample stretch monitoring chart is on page 28.
or a steel main cap on an aluminum block and a steel main cap on a
cast iron block. Further, there is a significant difference between the
long and short cylinder head bolts or studs on the same head. The
torque angle method can be accurate – but only if each individual
installation has been previously calibrated by direct measurement of
bolt stretch. When using the torque angle method, it is best to begin
rotation from some small measured torque – no more than ten lb./ft.
– rather than the first point of contact with the work face. To achieve see page 88 for complete
accuracy it is also best to cycle the fasteners five times before either information on stretch gauges
calibrating or installing.
27

800-826-3045
TECH THE IMPORTANCE OF PROPER
ROD BOLT STRETCH/TORQUE…
Whether measured by stretch or by torque, properly preload- ing rod bolts is so important. See page 25 for recommended stretch
ing a rod bolt is essential for trouble-free performance. If a bolt and torque.
is installed without sufficient preload (or pre-stretch), every Friction is an extremely challenging problem because it is so
revolution of the crankshaft will cause a separation between the variable and difficult to control. The best way to avoid the pit-
connecting rod and rod cap. This imposes additional stretch in falls of friction is by using the stretch method. This way preload
the bolt. The stretch disappears when the load is removed on each is controlled and independent of friction. Each time the bolt is
revolution, or cycle. Over time, this cycle stretching and relaxing torqued and loosened, the friction factor gets smaller. Eventually
can cause the bolt to fail due to fatigue, just like a paper clip that the friction levels out and becomes constant for all following
is bent back and forth by hand. To prevent this condition, the repetitions. Therefore, when installing a new bolt where the
bolt’s pre-load must be greater than the load caused by engine stretch method can not be used, the bolt should be tightened and
operation. loosened several times before final torque. The number of cycles
A properly installed bolt remains stretched by its preload and depends on the lubricant. For ARP recommended lubes, five
isn’t exercised by the cyclic loads imposed on the connecting rod. A loosening and tightening cycles is sufficient.
quality bolt will stay stretched this way for years without failing. The
important thing is to prevent the bolt from failing due to fatigue
by tightening it to a load greater than the demand of the engine.
Protect your bolts – tighten them as recommended.
You can easily monitor the condition of the rod bolts through
use of a stretch gauge, or a micrometer for that matter. Prior to
installing the rod, measure the length of the bolt in a “relaxed”
(untorqued) state. Write this down. You can make up a chart
similar to the one shown on this page to properly keep track
of the data. When you tear the engine down for maintenance,
again measure the length of each rod bolt – being careful to keep
everything in the proper order. If any of the rod bolts have taken
a permanent set and have stretched by .001˝ or longer you should
replace the fastener IMMEDIATELY! The stretching is a sure
indicator that the bolt has been compromised and taken past its
yield point.
In other types of bolted joints, this careful attention to
tightening is not as important. For example, flywheel bolts need
only be tightened enough to prevent them from working loose.
Flywheel loads are carried either by shear pins or by side loads
in the bolts; they don’t cause cyclic tension loads in the bolts. A rod bolt stretch gauge is one of the most important tools a serious
Connecting rod bolts, on the other hand, support the primary engine builder can own. It’s valuable in properly setting up a rod for
tension loads caused by engine operation and must be protected resizing, obtaining the proper torque load when installed in the engine,
from cyclic stretching. That’s why proper tightening of connect- and monitoring the condition of the bolt while in use.

ROD BOLT STRETCH MONITORING CHART

ROD #1 ROD #2 ROD #3 ROD #4
INSIDE BOLT INSIDE BOLT INSIDE BOLT INSIDE BOLT
IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____
OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT
IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____

ROD #5 ROD #6 ROD #7 ROD #8

INSIDE BOLT INSIDE BOLT INSIDE BOLT INSIDE BOLT
IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____
OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT OUTSIDE BOLT

IN______OUT_____ IN______OUT_____ IN______OUT_____ IN______OUT_____

28

800-826-3045
 THE
RODCOMPANY
Standard High Performance

BOLTS
REPLACEMENT
CONNECTING
ROD BOLTS
TECH NOTE: ROD BOLTS
Unquestionably the most important fasteners in any
engine are the connecting rod bolts, as they hold the key
to the entire rotating assembly. A broken bolt will lead to
Wave-Loc® catastrophic engine failure. As you can imagine, the most
High Performance Pro Series critical joint is where the connecting rod halves mate. The
Wave-Loc rod bolts must support the primary tension loads caused
by each rotation (or cycle) of the crankshaft. When the
crank rotates, the big end of the connecting rod essentially
Choose From Three ARP becomes oval-shaped and the rod bolts bend. As the crank-
Replacement Rod Bolts: shaft continues to rotate, the rod becomes round again.
With alternating tension loads and cyclic bending of the
Because factory connecting rods (or aftermarket versions of
OEM rods) are used in a variety of applications from rebuilt stock bolts, it is very important to install fasteners that are able to
motors to modified powerplants used in circle track, marine and exert a clamping force greater than the load imposed upon
drag racing engines – including those with superchargers and/ the joint (tension).
or nitrous oxide injection systems – ARP offers replacement rod In addition to utilizing a rod bolt with sufficient strength
bolts in three different models. All of them are substantially better to withstand the tremendous cyclical strains placed upon
than the stock OEM and most aftermarket bolts. it, it is absolutely imperative that the bolts be properly
tightened. The preferred method of monitoring the correct
amount of tension is through use of a stretch gauge. This
GOOD: STANDARD HIGH PERFORMANCE BOLTS is far more accurate than using a torque wrench. Moreover,
A premium grade 8740 alloy chrome moly steel is used to through subsequently checking the rod bolts length at tear-
manufacture ARP High Performance connecting rod bolts. downs, it is possible to determine if it has been stressed
This material is heat-treated to provide a tensile strength in beyond safe limits and must be replaced.
the 200,000 psi range, which is substantially stronger than the
OEM bolts. Cycle testing shows ARP High Performance rod
bolts to be nearly five times more reliable than stock bolts. ADVANTAGES OF WAVE-LOC ROD BOLTS:
“Waves” contact bolt hole wall
to provide extra support and
Threads strengthen connecting rod
BETTER: WAVE-LOC® HIGH PERFORMANCE BOLTS are rolled,
The same heat-treated 8740 chrome moly steel is used to make not cut
these rod bolts as ARP’s standard High Performance rod bolts.
The big difference is in the shank design, with ARP’s exclusive
(and patented) Wave-Loc technology providing substantial
benefits. Because there are fairly wide tolerances in factory bolt
holes, the bolt must be able to fit snugly and a knurl is applied.
Unfortunately, these knurls cut deep into the bolt material,
leaving sharp edges and enormous “stress risers” that promote
failure. That’s why ARP developed the Wave-Loc design that “Waves” are forged into bolt, Rod cap is precisely located
as opposed to cut knurls, because forward “wave” serves
features symmetrical waves and provides an effective interference which interrupt grain flow as a guide
fit without creating stress risers in the bolt or the rod.

• Wave-Loc surface contacts the • Superior material grain flow

BEST: “PRO” SERIES WAVE-LOC BOLTS rod and cap for optimum align- because of patented Wave-Loc
For the most severe applications, in conjunction with aftermar- ment and reduction of fluctuating surface design as compared to
ket I-beam rods, ARP has developed the “Pro” Series Wave-Loc stress – which strengthens the knurled bolts that have sharp
bolts. These ultra heavy-duty rod bolts are made from a special rod itself! edges and “built-in” stress risers.
material designated ARP2000. It has approximately 200% the • Provides snug fit for all OEM • Galling and scoring of the
fatigue life of 8740 chrome moly steel and has a tensile strength connecting rods despite wide range rod is virtually eliminated because
of about 220,000 psi, and is capable of more than 12,000 lbs. of factory rod bolt hole tolerances. there is only smooth contact and
clamping force. • Available for most applications. absolutely no “digging.”
29

800-826-3045
 BOLTS
COMPANY Application Head Hi-Perf Hi-Perf HP Wave HP Wave Pro Wave Pro Wave Pro Series Pro Series
Note: Please verify rod bolt head style against Style 8740 8740 8740 8740 ARP2000 ARP2000 ARP2000 ARP2000
the photos labeled A-M when replacing rod bolts (complete) (2-PC) (complete) (2-PC) (complete) (2-PC) (complete) (2-PC)
ALFA ROMEO
2.0L GTV A 126-6101
AMC
258 cid inline 6 D 112-6001
THEROD

290-304-343-360 cid 11/32˝ D 114-6001

390 cid (1968-69) D 114-6004
390-401 cid (1970 & later) 3/8˝ D 114-6002
BMC/TRIUMPH/ROVER
A Series 3/8˝ J 206-6001 206-6021
A & B Series 11/32˝ C 206-6002
B Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003
Bonneville 650cc motorcycle (1956-72) 206-6009
K Series E 206-6007
A 1.3L & 1.5L Spitfire E 206-6004
2.0L GT6 & 2.5L TR6 E 206-6005
2.0L SOHC TR7 K 206-6006
BMW
B 1.6L Mini Cooper M8 x 43MM UHL E 206-6008
2.3L (S14) M11 x 41MM UHL E 201-6104
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102
C 3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103
4.4L (M62/M62TU) V8 M9 x 53MM UHL E 201-6302
BUICK
90° V6 (cap screw type) 1.500˝ UHL E 123-6001 123-6021
D 90° V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022
215 cid aluminum V8 D 124-6001
350 cid (1968-73) standard 11/32˝ 124-6002
350 cid (1968-73) .015 in. oversize 11/32˝ 124-6003
E 400-401-425-430-455 cid B 125-6001
CADILLAC
472-500 cid with 12 pt nuts D 135-6003
CHEVROLET, SMALL BLOCK
F 7/16˝ “K” rod with 12 pt nuts A 134-6004
265-283-327 cid (small journal) 11/32˝ D 134-6001 134-6021 134-6401 134-6411 234-6401 234-6421
305-307-327-350 cid (large journal) 3/8˝ B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423
350 cid PM Rod (1992-97) LT1/LT4 B 134-6005
G 383 Stroker w/ 350 rod (extra head clearance) A 134-6027
400 cid A 134-6002 134-6022 134-6402 134-6422 234-6402 234-6422
Gen III/LS Series small block (except LS7)
E 134-6006 134-6026 234-6301 234-6321
“Cracked Cap Design”
CHEVROLET, BIG BLOCK
H
396-402-427-454 cid 3/8˝ A 135-6002 135-6022 135-6402 135-6422 235-6402 235-6422
409 cid B 134-6003 134-6023 134-6403 134-6423 234-6403 234-6423
454-502 cid 7/16˝ A 135-6001 135-6021 135-6401 135-6421 235-6401 235-6421
454-502 cid 7/16˝ with 12 pt nuts A 235-6403 235-6423
I CHEVROLET, 4 AND 6-CYLINDER
140-145-164 cid Corvair 5/16˝ D 132-6002 132-6022
194-230-250 cid inline 6 D 132-6001 132-6021
120-140 cid 4-cylinder Vega D 131-6001 131-6021
J 2.8L 60° V6 D 133-6002 133-6022
4.3L 90° V6 A 133-6001 133-6021
CHRYSLER
2.2L & 2.5L 4-cylinder D 141-6001 141-6021 141-6401
K 170-225 cid Slant Six (1976 & earlier) F 142-6001
225 cid Slant Six (1977 & later) D 142-6002
318-340-360 Wedge & 318-360 Magnun D 144-6001 144-6021 144-6401 144-6421 244-6401 244-6421
383-400-413-440 Wedge & 354-392 Hemi D 145-6002 145-6022 145-6402 245-6402 245-6422
L 426 factory Hemi 7/16˝ M 145-6001 145-6021
FORD, SMALL BLOCK
239-256-272-292 Y block (rod marked EBU) M 154-6005
239-256-272-292 Y block (rod marked ECZ) F 154-6004 154-6024
M 289-302 cid standard 5/16˝ B 154-6002 154-6022 154-6402 154-6422 254-6402 254-6422
30 Red part numbers indicate new items

800-826-3045
 THE
RODCOMPANY
Application Head Hi-Perf Hi-Perf HP Wave HP Wave Pro Wave Pro Wave Pro Series Pro Series
Note: Please verify rod bolt head style against Style 8740 8740 8740 8740 ARP2000 ARP2000 ARP2000 ARP2000
the photos labeled A-M when replacing rod bolts (complete) (2-PC) (complete) (2-PC) (complete) (2-PC) (complete) (2-PC)
FORD, SMALL BLOCK (CONTINUED)
302 cid Sportsman SVO 3/8˝ M 150-6005 150-6025

BOLTS
312 cid F 154-6004 154-6024
351 Cleveland C 154-6003 154-6023 154-6403 154-6423 254-6403 254-6423
351-400M C 154-6001 154-6021 154-6401 154-6421
Boss 302 & 351W C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424
351W with square head rod bolt M 154-6006
FORD, BIG BLOCK
390-406-410-427-428 cid FE Series G 155-6002 155-6022 255-6402 255-6422
427 LeMans E 200-6001 200-6021
428 Cobra Jet (replacement for 13/32˝ bolt) A 155-6001 155-6021
429-460 cid M 155-6003 155-6023
Boss 429-460 C 150-6004 150-6024 150-6404 150-6424 250-6404 250-6424
A
FORD, 4 AND 6-CYLINDER
1.6L CVH M8 E 151-6004
1.6L Zetec (E) M8 E 151-6003 151-6023
1.8L Duratec E 251-6202
2.0L DOHC Cosworth Sierra/Escort E 251-6301
B
2.0L RS 2000 M8 E 251-6201 251-6222
2.0L Zetec M9 E 151-6005
2000cc Pinto D 151-6001 151-6021
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422
C
2.8L & 2.9L V6 B 153-6001
3.8L V6 Super Coupe T-bird C 153-6002 153-6022
240-300 cid inline 6 G 152-6001
4.9L inline 6 C 152-6002
D
FORD, MODULAR
4.6L & 5.4L E 256-6301
HOLDEN
11/32˝ B 205-6002
E
3/8˝ B 205-6001
HONDA/ACURA
1.2L, 1.6L & 1.8L M8 A 208-6001
1.6L & 1.8L M9 A 208-6401
F
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002
2.0L (K20A) E 208-6003
3.0L (C30A) V6 Acura NSX M9 208-6004
3.2L (C32B) V6 Acura NSX M8 208-6005
G
LANCIA
2.0L SOHC 8V & DOHC 16V Turbo E 275-6001
MAZDA
1.6L (B6) & 1.8L (BP) DOHC Miata M9 K 118-6401
H
MITSUBISHI
2.0L (4B11) (2008 & later) E 207-6002
2.0L (4G63) (1993 & earlier) M9 C 107-6001 107-6021
2.0L (4G63) (1994-07) M8 A 107-6002 107-6022
I
2.6L (G54B) C 107-6003 107-6023
3.0L (6G72) & 3.5L (6G74) V6 C 107-6004 107-6024
NISSAN/DATSUN
A Series (A12-A12A-A13-A14-A15) A 102-6002
J
L16 Series M8 C 102-6001
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001
L24 Series (early) inline 6 M8 C 202-6002
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003 K
2.0L (SR20DE/DET) 11/32˝ C 202-6005
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004
3.5L (VQ35) DOHC V6 M8 E 202-6006 L
OLDSMOBILE
2.3L & 2.4L Quad 4 I 181-6001
307-350-403-425 cid A 184-6001 184-6021
455 cid F 185-6001 185-6021 M
Red part numbers indicate new items 31

800-826-3045
 BOLTS
COMPANY Application Head Hi-Perf Hi-Perf HP Wave HP Wave Pro Wave Pro Wave Pro Series Pro Series
Note: Please verify rod bolt head style against Style 8740 8740 8740 8740 ARP2000 ARP2000 ARP2000 ARP2000
the photos labeled A-M when replacing rod bolts (complete) (2-PC) (complete) (2-PC) (complete) (2-PC) (complete) (2-PC)
OPEL/VAUXHALL
1.4L & 1.6L 8V M8 E 109-6002
1.4L 16V M9 E 109-6003
2.0L 16V M9 E 109-6001 209-6003
THEROD

PEUGEOT
205 & 306 M 117-6101
PONTIAC
151 cid (Iron Duke) 4-cylinder 11/32˝ D 191-6001
3800 V6 (cap screw type) 1.700˝ UHL E 123-6002 123-6022
301 cid D 194-6001
287-317-347-370-389 cid (1955-62) D 190-6002 190-6022
326-389-400-455 cid (1963 & later) 3/8˝ I 190-6001 190-6021
455 Super Duty 7/16˝ M 190-6003 190-6023
A
455 Super Duty (cap screw type) 7/16-24 E 190-6004
PORSCHE
RSR Ti rod H 204-6004
1.7L & 2.0L Type IV K 104-6006
B 2.0L 911S (1969) H 204-6003
911, 930 Turbo & 933 M9 H 204-6005
911 M10 H 204-6001
944 K 204-6002
C RENAULT
Clio (F4R) 16V M9 E 216-6301
R5 Turbo (Mid-Engine) E 216-6302
R12 Gordini/Alpine (807g) E 116-6001
D SUBARU
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25)
S0HC/DOHC non turbo & 2.0L (EJ20) DOHC I 260-6301
Turbo
E 2.5L (EJ25) DOHC Turbo E 260-6302
TOYOTA
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003
F 2.0L (3SGTE) & 2.4L (22R) A 203-6002
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra E 203-6005
VOLKSWAGEN/AUDI
G Audi 5-cylinder L 104-6007
Formula Vee (cap screw type) M9 E 104-6005 104-6025
Super Vee (cap screw type) Audi-style rod E 104-6003 104-6023
1600cc air cooled K 104-6001
H 1600cc water-cooled Rabbit & Corrado G60 K 104-6002
1.8L & 2.0L water cooled L 104-6004 104-6024
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)
E 204-6201
Non Turbo V6
2.8L & 2.9L VR6 E 204-6006
I Red part numbers indicate new items

M 2008 UIM P1 world champion Corey Kruseman - Team owner and 2006 USAC Champion
32

800-826-3045
 THE
RODCOMPANY
HOW TO: INSTALL CAP-STYLE ROD BOLTS
Replace your original connecting
rod cap screws with these ARP products
for enhanced durability and improved

BOLTS
strength. Use whenever cap screw-style
bolts are used for rod cap retention.

TECH TIP
Be sure the torque spec used when
re-sizing a rod and final engine assem-
bly are the same. Communicate with
your machinist! Use a stretch gauge 1. Clean and inspect all hardware for 2. Position washer under bolt head to
for both functions, if possible. obvious damage. If necessary, chase or ensure it clears the under head radius.
re-tap con rod threads to ensure proper NOTE: Improper installation will cause
NOTE: The only way to know if a bolt is thread engagement and accurate torque premature bolt failure.
ready to fail is if it has permanently readings.
yielded .001˝ or more. See page 27.

3. Assemble cap to rod, then lubricate 4. Using a stretch gauge or micrometer 5. Once properly preloaded, have the
with ARP Moly lube and install bolt & to measure fastener stretch, torque rod rods resized before assembling them to the
washer. Measure pre-torqued bolt length. bolt until recommended bolt stretch is pistons, then install in engine using the
You should keep a log of the original free achieved. A rod bolt stretch chart is on prescribed bolt-stretch method.
standing length. A sample is on page 28. page 25.

HOW TO: INSTALL OEM-STYLE ROD BOLTS

Improved reliability and optimum
strength are the main attributes of ARP’s
replacement rod bolts. These are the
finest fasteners available today, and are
recommended for all high performance
applications.

TECH TIP
Be sure the torque spec used when
re-sizing a rod and final engine assem-
bly are the same. Communicate with 1. Inspect rods to ensure there is adequate 2. Reinstall the rod cap, then measure
your machinist! Use a stretch gauge chamfer to clear radius under heads, then bolt length using a micrometer (free stand-
for both functions, if possible. install bolts after inspecting for damaged ing length).
hardware.

3. Lubricate rod nuts with ARP Moly 4. With proper preload applied, have 5. Install rod and piston assemblies in
lube, torque nuts to achieve recommended rods resized. This procedure is recom- engine using the prescribed bolt stretch
bolt stretch. A rod bolt stretch chart is mended any time rod bolts are replaced. method or by following recommended
located on page 25. torque values.
33

800-826-3045
 BOLTS
COMPANY PRO SERIES
CONNECTING
ROD BOLTS
A large number of connecting rod manufactur-
THEROD

ers have chosen ARP bolts as standard equipment.

They’re proud to advertise their products as being
equipped with ARP rod bolts. And for good
reason. The “weak link” in a connecting rod has
always been the bolt, and racers know that nobody
builds a better bolt than ARP. However, it is criti-
cally important to monitor the stretch of each bolt
and replace it when it has permanently elongated
by .001˝. Below you will find an extensive listing of
aftermarket connecting rods and replacement bolt
specifications.
In some instances, you may want to go to an
ARP rod bolt made from a better grade of mate-
rial. This will provide you with improved reliability.
However, please understand that when you want
bolts made from exotic, super high strength materi-
als, the cost will increase significantly. If you’re on
a budget, it’s best to go with the most cost-effective
solution. This is typically defined by the loads
that are carried by the bolts in terms of piston/
rod weight and the rotational speed of the engine.
The most cost effective design is the one in which
the bolt strength is just great enough to handle
its anticipated load – plus a safety margin for the
occasional overloads. Using a material which has
far more strength than required is not as cost effec- J Forged in-house at ARP using only the finest quality materials
tive – but will definitely give you an extra margin J Heat-treated using special vertical racks to assure complete 360° penetration
of safety and longer service life.
J Threads rolled after heat-treat to provide up to 10-times longer fatigue strength
You should also know that ARP rod bolts
are superior to those from other manufacturers. J Precision CNC-machined to exacting specifications
Especially in the area of fatigue strength. Testing J Specially designed for optimum reliability in each application
has shown ARP rod bolts to have ten times the
fatigue strength of other bolts. In the chart below,
you’ll find a bar chart that graphically shows the
difference between ARP Pro Series rod bolts and
the fastener made by a leading competitor. It’s ARP connecting rod bolts are used in everything
easy to see why ARP bolts are superior. As such, from exotic 18,000 rpm Formula 1 engines to 6,000
it makes good sense to rely on ARP for optimum horsepower nitro-burning Top Fuel motors
connecting rod service and reliability. Make the
most of your racing budget and rely on ARP rod
bolts. You’ll find the ARP name proudly stamped It’s important to note that a number of premium quality
on each bolt as your assurance of quality.
connecting rods come from their respective manufacturers
3,000,000
with ARP rod bolts as standard equipment. We
2,000,000 High Load 16,700 lbs. are pleased to consider these key firms our
1,000,000 Low Load 4,700 lbs. “Performance Partners” and embarked upon a
900,000 program to recognize this alliance. ARP also
800,000 manufactures replacement connecting rod
700,000
600,000
bolts for products from other firms. We
500,000 feel that our fasteners are substantially
400,000 better than those OEM offerings, and they
300,000 will serve to increase the durability and service
200,000 life of these rods. For information pertaining
100,000
to obtaining replacement bolts for these rods,
Run Cycles Competitor’s ARP3.5 ARP CUSTOM
To Failure Bolt (AMS 5844) (AMS 5844) AGE 625+ contact our tech department.
34

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 THE
RODCOMPANY
UHL Thread Wrench Set Complete 2-Piece
Application Material (in.) Dia. (in.) Dia. (in.) Qty Set Pack
Ford 427 (LeMans) and general replacement for aluminum rods, w/ washer 8740 1.800 7/16 7/16 16 200-6001 200-6021
Venolia, BRC, aluminum rod replacement, with washer 8740 1.800 7/16 7/16 16 200-6002 200-6022
Manley Elgin replacement 8740 1.800 7/16 7/16 16 200-6003 200-6023

BOLTS
General replacement, aluminum rods, with washers, under cut 8740 2.000 7/16 7/16 16 200-6004 200-6024
Manley replacement 8740 1.600 7/16 7/16 16 200-6006 200-6026
Manley replacement, rod part number 14051 and 14055 ARP2000 1.850 7/16 7/16 16 200-6201 200-6221
Carrillo replacement for CARR bolt, with washers ARP2000 1.800 7/16 1/2 16 200-6202 200-6222
Carrillo replacement for H-bolt, without washers L19 1.725 7/16 1/2 16 200-6203 200-6223
Lentz replacement with washers ARP2000 1.800 7/16 1/2 16 200-6204 200-6224
Lentz replacement without washers ARP2000 1.725 7/16 1/2 16 200-6205 200-6225
Venolia, Brooks, KB, Aluminum rod replacement with washer ARP2000 2.000 7/16 1/2 16 200-6206 200-6226
General replacement, steel rods ARP2000 1.600 3/8 7/16 8 200-6209 200-6219
General replacement, steel rods ARP2000 1.500 5/16 3/8 8 200-6210 200-6220
Venolia, Brooks, KB, BRC, Aluminum rod replacement with washer L19 2.000 7/16 1/2 16 200-6506 200-6526
Venolia, Brooks, KB, Aluminum rod replacement with washer Custom Age 625+ 2.000 7/16 1/2 16 300-6706 300-6726
Carrillo, Lentz, Ferrea replacement without washer ARP3.5 1.750 7/16 1/2 16 300-6601 300-6621
Carrillo, Lentz, Ferrea replacement without washer Custom Age 625+ 1.750 7/16 1/2 16 300-6701 300-6721
Carrillo replacement ARP3.5 1.600 3/8 7/16 16 300-6602 300-6622
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 16 300-6702 300-6722
Carrillo replacement ARP3.5 1.600 3/8 7/16 8 300-6603 300-6623
Carrillo replacement Custom Age 625+ 1.600 3/8 7/16 8 300-6703 300-6723
Carrillo replacement ARP3.5 1.500 5/16 3/8 8 300-6608 300-6628
Carrillo replacement Custom Age 625+ 1.500 5/16 3/8 8 300-6708 300-6728
General replacement, steel rods ARP2000 1.500 3/8 7/16 8 200-6207 200-6227
General replacement, steel rods ARP2000 1.750 3/8 7/16 8 200-6208 200-6228
General replacement Custom Age 625+ 1.500 3/8 7/16 8 300-6704 300-6724

MATERIALS USED IN THE MANUFACTURE OF CAP SCREW TYPE CONNECTING ROD BOLTS
8740 CHROME MOLY: Until the development of today’s modern INCONEL 718: A nickel based material that is in the high tem-
alloys, chrome moly was popularly considered a high strength materi- perature, super-alloy class, it is found to be equally suitable in lower
al. Now viewed as only moderate strength, 8740 chrome moly is seen temperature applications. This material delivers tensile strengths into
as a good tough steel, with adequate fatigue properties for most racing the 220,000 psi range and exhibits improved fatigue properties. Best
applications, but only if the threads are rolled after heat-treatment, of all, Inconel 718 is completely immune to hydrogen embrittlement
as is the standard ARP production practice. Typically, chrome moly and corrosion.
is classified as a quench and temper steel, that can be heat-treated to
ARP3.5 (AMS5844): While similar to Inconel 718, these super-
deliver tensile strengths between 180,000 and 210,000 psi.
alloys are found in many jet engine and aerospace applications where
AERMET 100: With a typical tensile strength of 280,000 psi, heat and stress attack the life of critical components. The high cobalt
Aermet 100 is a new martensitic super-alloy that is stronger and content of this alloy, while expensive, delivers a material with superior
less expensive than the super-alloy austenitic materials that follow. fatigue characteristics and typically tensile strength in the 260,000
Because it is capable of achieving incredibly high clamping loads, it is psi range. The immunity to hydrogen embrittlement and corro-
ideal for short but extreme environments like top fuel, funny car and sion of these materials is a significant design consideration. These
some short track applications. Although Aermet 100 is a maraging materials are primarily used in connecting rods where extremely high
steel that is far superior to other high strength steels in its resistance loads, high RPM and endurance are important factors – Formula 1,
to stress corrosion, it must be kept well-oiled and not exposed to Winston Cup and CART applications.
moisture.
CUSTOM AGE 625 PLUS: This newly formulated super-alloy dem-
ARP2000: An exclusive, hybrid-alloy developed to deliver superior onstrates superior fatigue cycle life, tensile strength and toughness
strength and better fatigue properties. While 8740 and ARP2000 – with complete resistance to atmospheric corrosion and oxidation.
share similar characteristics – ARP2000 is capable of achieving a ARP is the first to develop manufacturing and testing processes for
clamp load at 220,000 psi. ARP2000 is used widely in short track fasteners with Custom Age 625+. Best of all it is less expensive and
and drag racing as an up-grade from 8740 chrome moly in both steel expected to soon replace MP-35 as the material of choice in the high
and aluminum rods. Stress corrosion and hydrogen embrittlement are strength, super-alloy field. Typical tensile strength is 260,000 psi.
typically not a problem, providing care is taken during installation.
L19: This is a premium steel that is processed to deliver superior
strength and fatigue properties. L19 is a very high strength mate-
rial compared to 8740 and ARP2000 and is capable of delivering
a clamp load at 260,000 psi. It is primarily used in short track and
drag racing applications where inertia loads exceed the clamping
capability of ARP2000. Like most high strength, quench and temper
steels – L19 requires special care during manufacturing to avoid
hydrogen embrittlement. This material is easily contaminated and
subject to stress corrosion. It must be kept well-oiled and not exposed
to moisture.
35

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 STUDS
COMPANY CYLINDER HEAD STUDS
It is for good reason that virtually every top professional engine
builder relies on ARP Pro Series head studs for their all-out competition
powerplants. Simply stated, there’s not a better stud setup on the market today.
For openers, ARP uses a premium grade 8740 alloy that is rated far superior
to “aircraft” quality. Then, each stud is placed vertically in special racks and precisely
heat-treated to 200,000 psi. This procedure ensures complete heat penetration and
HEAD

the results are far superior to those lesser quality studs from other manufacturers who just
dump pieces in a basket and hope for the best.
THE

Following heat-treat, each stud is centerless ground to make it as close to perfectly concentric
as possible. This procedure involves about ten very slight cuts and results in an exceptionally straight
part. It’s important to note that lesser quality studs are not even centerless ground – the material is thread
rolled in bar stock form (mostly before heat-treat, when the material is easier to machine). Because ARP studs
are manufactured to such exacting tolerances, you will note that gaskets and cylinder heads literally glide into
position and are perfectly aligned – something that won’t happen with inferior quality head studs.
ARP studs are thread rolled after heat-treat, which gives them about 1000% (that’s ten times) better fatigue strength
than those studs that are threaded prior to heat-treat (a very common industry practice). It costs a lot more to do it this way,
because it’s tough on tooling, but the results are well worth the extra effort.
You will also note that ARP offers specially undercut studs for several engines. This procedure (done only to the shorter studs) more
equalizes the “stretch” of both studs, which makes for a more consistent clamping force – and one that compensates for head gasket
compression when the cylinder heads are installed. This helps prevent blown head gaskets, and assures optimum engine sealing!
Premium quality heat-treated 8740 chrome moly steel head stud kits are available for most every domestic and import applications. You
won’t find a better quality stud on the market from any other source. Look for ARP stamped on each stud as your assurance of quality.
Clearly, they are the best on the market today, and the favorite of leading professional engine builders in all forms of racing.

HEAD STUDS vs. BOLTS... Studs also provide more accurate and consistent torque
loading. Here’s why. When you use bolts to secure the head,
A TECHNICAL DISCUSSION the fastener is actually being “twisted” while it’s being torqued
ARP’s factory Tech Representatives are often asked which to the proper reading. Accordingly, the bolt is reacting to two
is better, cylinder head studs or bolts. The answer, invariably, different forces simultaneously. A stud should be installed in
depends on the installation. On many street-driven vehicles, a “relaxed” mode – never crank it in tightly using a jammed
where master cylinders and other items protrude into the engine nut.
compartment, it’s probably necessary to use head bolts so that If everything is right, the stud should be installed finger tight.
the cylinder heads can be removed with the engine in the car. Then, when applying torque to the nut, the stud will stretch
For most applications, however, studs are recommended. only on the vertical axis. Remember, an undercut shorter stud
And for good reason. Using studs will make it much easier to will have a rate similar to a longer, standard shank stud. This
assemble an engine (especially a racing powerplant which must provides a more even clamping force on the head. Because the
be serviced frequently and quickly!) with the cylinder head and head gasket will compress upon initial torquing, make sure studs
gasket assured of proper alignment. and bolts are re-torqued after the engine has been run.

Hex Nuts 12-Point Nuts

Application Hex Nuts 12-Point Nuts
U/C Studs U/C Studs
AMC
258 cid inline 6 112-4001
290-343-390 cid (1969 & earlier) 7/16” 114-4001 114-4201
304-360-390-401 cid (1970 & later) 1/2” 114-4002 114-4202
401 cid with Indy heads 114-4203
BMC/TRIUMPH
A Series, 9 studs 206-4201
A Series, 11 studs 206-4204
A Series, 11 studs, shaved head 206-4206
B Series 206-4202
1.3L & 1.5L Spitfire 206-4203
2.0L GT6 & 2.5L TR6 206-4205
2.0L SOHC TR7 206-4208
2.1L TR4 206-4207
BMW
2002 Coupe, 318i, 320i 4-cylinder 201-4601
530, 535, 635, 735 201-4602
2.5L (M50), 3.0L (S50US) & 3.2L (S52US) inline 6 ARP2000 201-4302
E46 M3/S54 inline 6 ARP2000 201-4303
Mini Cooper 201-4301
BUICK
V6 Stage I (1977-85) 123-4001 123-4201
V6 Grand National and T-Type (1986-87) 123-4003 123-4203
36 Red part numbers indicate new items

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 THE
HEAD
Hex Nuts 12-Point Nuts
Application Hex Nuts 12-Point Nuts
U/C Studs U/C Studs
BUICK (CONTINUED)
V6 with 1986-87’ block and GN1 Champion heads 223-4204
V6 Stage II 223-4002 223-4202

COMPANY
V6 Stage II with Champion heads 223-4203
215 cid 124-4002 124-4202
215 cid, Rover V8 124-4003

STUDS
350 cid 124-4001 124-4201
401-425 cid, nail head 124-4004 124-4204
455 cid 125-4001 125-4201
CADILLAC
472-500 cid with 6 & 12 pt nuts for clearance 135-4007
CHEVROLET, SMALL BLOCK
23° OEM cast iron and aluminum Chevrolet, Gen III Vortec/Truck; LT1 Airflow Research, Brownfield;
134-4001 234-4401 234-4301 234-4601
Brodix -8,-10,-11, Track I, Dart Sportsman and Dart II & most Edelbrock, Trick Flow
18° standard port 234-4107 234-4507 234-4307 234-4707
18° raised port 234-4108 234-4508 234-4308 234-4708
18° with raised intake 3/8˝ #10134363 and 64 234-4321 234-4721
with Bowtie aluminum and cast block, .950, coarse thread 234-4320 234-4720
18° with 3/8˝ holes 234-4322
18° Chevy heads, w/ Brodix, Rodeck aluminum block 234-4710
7/16˝-3/8˝ stepped 234-4015 234-4315
Aluminum Block with Brodix -12 & 12x heads 234-4123
Aluminum Bowtie splayed bolt head 234-4213
Brodix, -12, and Brodix 18° 234-4103 234-4503 234-4303 234-4703
Brodix, -12 rollover (angle mill) 234-4311
Brodix, 18° rollover 234-4310
Brodix, -18c,-18x with 3/8” step stud 234-4727
Brodix, canted valve 234-4312
Brodix-Pontiac raised port 234-4106 234-4506 234-4306 234-4706
Brodix-Pontiac standard port 234-4105 234-4505 234-4305 234-4705
Brodix, w/ -8, 10, 11, 11x, Track 1 heads, w/ Brodix, Rodeck aluminum block 134-4301
Brodix, w/ 12x, 12RP/GB2000 heads, w/ Brodix, Rodeck aluminum block 134-4302
Brodix, w/ 23° production style heads, w/ Brodix, Rodeck aluminum block 134-4303
Brodix, w/ Brodix Weld-Tech Jones GB2200 heads, w/ Brodix, Rodeck aluminum block 134-4304
Brodix, w/ BD1010 & BD2000 heads, w/ Brodix, Rodeck aluminum block 134-4305
Brodix, All Pro heads, w/ Brodix, Rodeck aluminum block 134-4306
Brodix, w/ 12/18° WT/Clone Brodix head 3/8 ctr bolt holes, w/ Brodix, Rodeck aluminum block 134-4307
Brodix, w 12/18° Brodix head, 7/16˝ studs, w/ Brodix, Rodeck aluminum block 134-4308
Brodix, w/ Weld-Tech Jones GB2300 heads, w/ Brodix, Rodeck aluminum block 134-4309
Brodix , w/ 16° Brodix head, w/ Brodix, Rodeck aluminum block 234-4726
Brodix canted valve head, w/ Brodix, Rodeck aluminum block 234-4711
Bowtie Block with 14° Pro Action head 234-4725
Bowtie cast iron and aluminum block with Brodix 12 Weld-Tech 234-4723
Dart II, Brodix Track I, 23° Pro Action, Iron Eagle II, iron block 234-4109 234-4509 234-4309 234-4709
Dart, 18° 234-4323
Dart, 18° II Generation steel block 234-4036 234-4336
Dart, Buick 234-4102 234-4502 234-4302 234-4702
Dart, Oldsmobile 14° 234-4104 234-4504 234-4304 234-4704
Dart Sportsman, .950, coarse thread 134-4002 234-4402 234-4332 234-4602
Pro Action 14° 234-4334
Pro Action 14° Tall Deck 234-4335
Pro Action head 234-4333 234-4433
SBC w/ -12 aluminum block 234-4324
SB2 234-4722
SB2, Brodix, Rodeck aluminum block 134-4310
SB2-2 7/16˝ block w/ 220 ksi 234-4724
SB2-2 3/8˝ block w/ 220 ksi 300-4202
SB2-2 3/8˝ block w/ 260 ksi 300-4201
Gen III/LS Series small block (2003 & earlier) 234-4110 234-4316
Gen III/LS Series small block (2004 & later) w/ all same length studs 234-4317
Gen III/LSX small block ARP 2000 234-4319
CHEVROLET, BIG BLOCK
348-409 cid 135-4002 235-4202
396-402-427-454 Cast iron OEM, Mark IV, aluminum factory heads, also early Bowtie 135-4001 235-4401 235-4201 235-4601
Bowtie 235-4110 235-4310
Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1, AFR, Profiler 24° 235-4103 235-4503 235-4303 235-4703
long exhaust studs, ONLY 8 PIECES (with nuts and washers) 235-4106 235-4306
Brodix, -2, -4, 2x, 3x, Canfield, Holley, Big Duke 235-4102 235-4502 235-4302 235-4702
With Edelbrock Performer RPM heads, Pro Top Line 235-4018 235-4518 235-4318 235-4718
With Edelbrock Victor heads 235-4019 235-4519 235-4319 235-4719
Brodix, Pontiac Pro Stock 235-4107 235-4507 235-4307 235-4707
Symetrical-spread port Chevy 235-4104 235-4504 235-4304 235-4704
With GM aluminum block, 7/16˝ diameter 135-4005 235-4505 135-4205 235-4705
With GM aluminum block, 1/2˝ diameter 135-4006 235-4506 135-4206 235-4706
Dart Big Chief 235-4112 235-4512 235-4312 235-4712
Oldsmobile DRCE 235-4109 235-4509 235-4309 235-4709
Red part numbers indicate new items 37

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 company
studs Application Hex Nuts
Hex Nuts
12-Point Nuts
12-Point Nuts
U/C Studs U/C Studs
CHEVROLET, big block (continued)
Mark V, Mark VI with Brodix/Canfield heads 235-4114 235-4514 235-4314 235-4714
Mark V, Mark VI crate with Dart or AFR heads 235-4113 235-4513 235-4313 235-4713
Mark V, with Mark V heads or Edelbrock heads 235-4108 235-4508 235-4308 235-4708
Merlin - World 235-4016 235-4316 235-4716
Brodix, 14.5° 235-4320
Brodix, Sonny Lenard 14.5° Pro Stock head & PS head, w/ Brodix aluminum block 135-4301
head

Brodix, fits BB1 OEFI, 2, 2t, 2x, 2extra, 3, 4, 4extra, 5 heads, w/ Brodix aluminum block 135-4302
Brodix, w/ Dart Pro 1 or 360 heads, Pro Top Line, w/ Brodix aluminum block 135-4303
Brodix, w/ Big Duke/Big Chief heads, w/ Brodix aluminum block 135-4304
ZL1 Limited Edition, block #12370850, head #12363390/392/399 235-4321
the

CHEVROLET, 4 and 6-CYLINDER

GM 2.2L Ecotec 231-4701
GMC Vega 140 131-4002
Inline 4-cylinder (1962 & later) 131-4001 131-4201
Inline 6-cylinder (1962 & later) 132-4001 132-4201
2.8L 60° V6 M11 233-4003 233-4303
4.3L 90° V6 233-4001 233-4401 233-4301 233-4601
4.3L 90° V6 with 18° raised port 233-4108 233-4508 233-4308 233-4708
4.3L 90° V6 with 18° standard port 233-4107 233-4507 233-4307 233-4707
4.3L 90° V6 with Oldsmobile 14° heads 233-4104 233-4504 233-4304 233-4704
4.3L 90° V6 with Pontiac raised runner 233-4102 233-4502 233-4302 233-4702
CHRYSLER, SMALL BLOCK
273-318-340-360 Wedge 144-4001 144-4201
318-340-360 Wedge with W2 or W-2 Econo heads 144-4002 144-4202
318-340-360 Wedge with W-5 or W-7 heads & 318-360 Magnum with factory or Edelbrock Magnum
144-4003 144-4203
heads
318-340-360 Wedge with Edelbrock RPM heads 144-4005
318-340-360 Wedge with B1-BS heads 144-4004 144-4204
5.7L & 6.1L Hemi 244-4300
CHRYSLER, BIG BLOCK
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 145-4006 145-4206
383-400-413-426-440 Wedge with B-1 heads 145-4007 245-4307
383-400-413-426-440 Wedge with Koffel BTS full 145-4012
383-400-413-426-440 Wedge with Indy 440 heads 145-4011 245-4311
331-354-392 factory Hemi & Edelbrock RPM heads 145-4001 145-4201
426 factory Hemi & 426-472-528 Hemi Crate Motor 7/16˝ 145-4003 245-4203
426 factory Hemi (modified for 1/2˝) 145-4002 245-4202
KB Hemi, inner 245-4306
KB Hemi, short deck, 1/2˝ 245-4308
KB Hemi, standard deck, 1/2˝ 245-4005 245-4305
KB Hemi, long deck, 1/2˝ 245-4309
KB Hemi, standard deck, 9/16˝ 245-4310 245-4710
CHRYSLER, 4 AND 6-CYLINDER
2.2L 4 cylinder (non-turbo only) M11 241-4501 241-4701
170-225 cid Slant Six 142-4001
DIESEL
Chevy GMC 6.2L M12 130-4062
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) ARP2000 230-4201
Chevy Duramax 6.6L (2001& later) (LB7/LLY/LBZ/LMN) Custom Age 230-4202
Dodge Cummins 5.9L 12V (1989-98) ARP2000 247-4203
Dodge Cummins 5.9L 12V (1989-98) Custom Age 247-4205
Dodge Cummins 5.9L 24V (1998 & later) ARP2000 247-4202
Dodge Cummins 5.9L 24V (1998 & later) Custom Age 247-4204
Ford 6.9L International 150-4069
Ford 6.0L Powerstroke ARP2000 250-4202
Ford 7.3L Powerstroke (1993-03) ARP2000 250-4201
Oldsmobile 5.7L , 350 cid 184-4003
DODGE
2.0L SOHC Neon, block #4667642, head #4556737 141-4203
2.0L DOHC Neon, block #4667642, head #4667086 141-4202
2.4L DOHC, block #4621443/445, head #4667086 141-4204
3.0L (6G72) DOHC ARP2000 207-4205
Viper Gen II (1996-03) ARP2000 247-4201
FORD, SMALL BLOCK
289-302, 5.0L with factory heads or AFR 185 with 7/16˝ holes 154-4001 254-4401 154-4201 254-4701
289-302, 5.0L with 351 Windsor head, 7/16˝-14 cylinder block thread
M-6049-J302, SVO high port & M-6049-L302, AFR 185 with 1/2” holes 154-4005 254-4405 154-4205 254-4705
Edelbrock aluminum , GT-40 style with insert “T” washer
Boss 302 154-4002 154-4202
351 Windsor with factory heads, M-6049-J302, SVO high port and M-6049-L302 GT-40 style,
154-4003 254-4503 154-4203 254-4703
Edelbrock aluminum and Iron Dart with 1/2-13 cylinder block threads
351 Cleveland, 351-400M 154-4004 154-4204
351 SVO and Fontana aluminum blocks w/’94 or later Yates heads 254-4102 254-4101 254-4302 254-4301
351 SVO high port and improved SVO high port, M-6049-C302, M-6049-C320B 254-4107 254-4307
351 SVO Yates design 254-4109 254-4309
38 Red part numbers indicate new items

800-826-3045
 the
head
Hex Nuts 12-Point Nuts
Application Hex Nuts 12-Point Nuts
U/C Studs U/C Studs
FORD, small BLOCK (continued)
351 SVO Yates 1994 design 254-4110 254-4310
351 “R” block with C3 heads 254-4111 254-4501 254-4311 254-4601

company
351 “R” block w/6049-N351 heads 254-4112 254-4314
Std. 351 Block w/6049-N351 heads 254-4113 254-4315
351 “R” block with Brodix/Neal heads or Blue Thunder heads 254-4312

studs
FORD, BIG BLOCK
390-428 FE series with factory heads or Edelbrock heads 155-4001 155-4201
390-428 FE series with Blue Thunder heads 155-4204
427 SOHC 155-4002 155-4202
429-460 cid with factory heads & 429CJ SVO alum #M-6049-A429, also Edelbrock, KAASE 155-4003 155-4203
460 SVO aluminum, M-6049-A460 & M-6049-B460, C460 (must use 12pt. nuts) 255-4304
460 cid with Blue Thunder heads 255-4101 255-4301
460 cid with Trick Flow “Pro Stock” heads 255-4305
FORD, 4 and 6-CYLINDER
1600cc, Escort M10 151-4203
2.0L DOHC Cosworth Sierra/Escort M12 251-4701
2.0L Zetec 251-4702
2000cc Pinto 151-4201
2300cc Pinto 151-4202 151-4702
2.3L Duratec (2003 & later) 151-4204
2.5L Duratec V6 253-4701
3.8L V6 Super Coupe T-bird 153-4001 153-4203
4.5L SVO inline valve V6, head #M6049-H380 253-4102 253-4302
240-300 cid inline 6 152-4001 152-4201
FORD, MODULAR
4.6L & 5.4L 2V/4V 156-4101 156-4301
4.6L & 5.4L 2V/4V ARP2000 256-4001 256-4201
4.6L & 5.4L 3V ARP2000 256-4002 256-4202
General motors
2.2L Ecotec 231-4701
HOLDEN
Commodore V6 7/16˝ 205-4002
308 cid 205-4001 205-4601
308 cid 7/16˝ 205-4602
308 cid 1/2˝ 234-4201
HONDA/ACURA
Acura B18A1, M11 208-4302
Acura VTEC B18C1, M11, GSR 208-4303
B16A 208-4601
B20B, w/B16A head 208-4306
Civic D16Y 208-4305
F20 S2000 208-4702
Honda D16Z - Only, M10 208-4301
Honda H22A4, VTEC 208-4304
H23A 208-4307
K20A (A2 & A3) 208-4701
MAZDA
1.6L (B6) & 1.8L (BP) DOHC Miata 218-4701
2.0L FS-DE (1998-02) 218-4703
2.3L DOHC 16V (2003 & later) 218-4702
MITSUBISHI
2.0L (4B11) DOHC Turbo ARP2000 (without installation tool) 207-4207
2.0L (4B11) DOHC Turbo ARP2000 (with installation tool) 207-4206
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701
2.0L (4G63) DOHC (1994 & later) M11 207-4203 207-4702
2.6L (G54B) 207-4202
3.0L (6G72) DOHC V6 ARP2000 207-4205
NISSAN/DATSUN
A-12 engines 202-4202
A-14 engines 202-4203
L20 series, 4-cylinder 202-4201
L24, L26, L28 series, 6-cylinder 202-4206
1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) 202-4702
RB20, RB20DET, RB25, RB25DET 202-4301
RB26DETT, GTR ARP2000 202-4207
2.0L (SR20DE) DOHC (1991-01) M11 102-4701
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303
VQ30, VQ35 202-4701
OLDSMOBILE
2.3L Quad 4 281-4301
215 cid, aluminum heads 184-4002 184-4202
403 cid 184-4004 184-4204
Batton 184-4005 184-4205
455 cid with factory heads or Edelbrock heads 7/16˝ 185-4001 185-4201
Red part numbers indicate new items 39

800-826-3045
 company
studs Application Hex Nuts
Hex Nuts
12-Point Nuts
12-Point Nuts
U/C Studs U/C Studs
pontiac
Iron Duke 4 cylinder 1/2” 191-4001 191-4201
Super Duty 4 cylinder with “Iron Duke” head 290-4101 290-4301
3800 supercharged V6 (L67 Regal, SC Monte Carlo, Impala) (1999 & later) 193-4001 193-4002
Ram Air 2 & 455 190-4201
Ram Air 5 190-4005 190-4205
350-400-428-455 cid with D port heads (1967 & later) 190-4002 190-4202
head

400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) 190-4003 190-4203
400-455 cid with Edelbrock heads (mfg. before 3/15/02) 190-4304
400-455 cid with Edelbrock heads (mfg. after 3/15/02) 190-4305
PORSCHE
the

911 & 930 Turbo, premium austenitic studs - Dilivar replacement 204-4206
996 204-4210
Rover
K Series 206-4209
SATURN
1.9L DOHC (1991-99) 165-4202
1.9L SOHC (1999-02) 165-4201
SUBaRU
EJ Series 2.0L, 2.2L, 2.5L, DOHC 260-4701
EJ Series Phase 2 (1999 & later) SOHC 260-4702
suzuki
GSX 1300R Hayabusa with cylinder spacer (1999-05) 271-4701
TOYOTA
1.6L (4AGE) DOHC 203-4203
1.6L (2TC) & 1.8L (3TC) 203-4206
1.8L (1ZZFE) DOHC ARP2000 203-4703
2.0L (3SGTE) DOHC 203-4204
2.4L (22R) 203-4201
2.8L (5MGE) & 3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-4202 203-4701
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra 203-4205 203-4702
VAUXHALL/OPEL
2.0L 16V 209-4301 209-4701
2.5L V6 Opel 209-4302 209-4702
VOLKSWAGEN/AUDI
Audi 5 cylinder, 10 valve 204-4205 204-4703
Audi 5 cylinder, 20 valve 204-4207 204-4704
1.8L & 2.0L 8V Golf/Jetta & 1.6L Super Vee 204-4203 204-4701
1.8L & 2.0L 16V Golf/Jetta 204-4204 204-4702
1.8L DOHC 20V Turbo M10/ARP2000 (without installation tool) 204-4103
1.8L DOHC 20V Turbo M10/ARP2000 (with installation tool) 204-4104
1.8L DOHC 20V Turbo M11/ARP2000 (without installation tool) (early AEB) 204-4101
1.8L DOHC 20V Turbo M11/ARP2000 (with installation tool) (early AEB) 204-4102
2.8L & 2.9L VR6 204-4705
Red part numbers indicate new items

TECH TIPS: HEAD STUD INSTALLATIONS

1.  Clean and chase all bolt threads in block to ensure 2.  All hardware should be cleaned and inspected for 3.  Since most studs extend into the water jacket, coat
proper thread engagement and accurate torque readings. possible shipping damage prior to installation. threads with ARP thread sealer and screw in hand tight
ONLY.

NOTE: To ensure positive sealing of “wet”

head studs, a hardening or semi-hardening seal-
ant, such as Loc-Tite or Permatex, etc. should
be used. Some engine builders employ a sealer
in the coolant, such as Aluma-Seal, Silver Seal or
K&W sealer, etc. You may also use high tempera-
ture RTV silicone. Whatever product is used, it
is imperative that the cylinder head is installed
and torqued to proper levels BEFORE THE
4.  Install gasket and head, then lubricate washers 5.  Following the engine manufacturer’s torque sequence, SEALANT HAS CURED!
and nuts with oil or ARP moly assembly lubricant tighten the nuts three times to the recommended torque
prior to their installation. value found on the instructions provided with each kit.
40

800-826-3045
 THE
HEAD
CYLINDER HEAD BOLTS
HIGH PERFORMANCE SERIES
High Performance head bolts are available with a reduced wrenching

COMPANY
hex or 12-point and wide area flanged head that eliminates the need
for valve train removal to facilitate cylinder head retorquing. All High

BOLTS
Performance Series bolts are 180,000 psi (which is 15% stronger than Grade
8) and kits come complete with hardened parallel-ground washers.
PROFESSIONAL SERIES
All Pro Series bolts are cold-forged to ensure molecular integrity, heat-treated prior to
thread rolling and machining, and are rated nominally at 200,000 psi. ARP Pro Series
head bolt kits are application specific – designed for use with typically competition only
components. These fasteners deliver superior strength and meet the ARP “ZERO defect –
ZERO failure” quality standard. Hardened and parallel-ground washers are included with
each kit to ensure even load distribution and accurate torque readings. All Pro Series head
bolts have a reduced wrenching hex or 12-point head and wide area flange to eliminate the
need for valve train removal for cylinder head retorquing and permits the use of larger diam-
eter valve springs. Most applications have undercut short bolts that can help eliminate head
gasket failures through providing more “stretch” to compensate for the additional compression
of gaskets.
All kits come complete with
Refer to Main & Head Bolt Instructions on page 45. hardened parallel-ground washers.

High Performance Pro Series Stainless

Application 12-Pt.
Hex 12-Point 12-Point Hex 12-Point
U/C
AMC
258 cid inline 6 with 1/2˝ bolts 112-3601
290-343-390 cid (1969 and earlier) 7/16˝ 114-3601
290-343-390 cid (1969 and earlier) with Edelbrock heads 7/16˝ 114-3605
304-360-390-401 cid (1970 & later) 1/2˝ 114-3602
304-360-390-401 cid (1970 & later) with Edelbrock heads 1/2˝ 114-3604
401 cid with Indy heads 114-3603
BMW
Mini Cooper 206-3601
BUICK
V6 Stage I (1977-85) 123-3601 123-3701 223-3701 423-3601 423-3701
V6 Grand National and T-Type (1986-87) 123-3603 123-3703 223-3703
V6 with 1986-87’ block and GN1 Champion heads 223-3705
V6 Stage II 223-3700
V6 Stage II with Champion heads 223-3704
V6 with Duttweiler and M&A aluminum heads 123-3602
455 cid 125-3601
CHEVROLET, SMALL BLOCK
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,
134-3601 134-3701 234-3701 434-3601 434-3701
LT-1, Dart Pro-1 & Trick Flow heads
23° Cast iron OEM, Gen III Vortec/Truck, most Edelbrock, LT-AFR, Brodix-8,-10,-11,-11xb,
134-3603 134-3703
LT-1, Dart Pro-1 & Trick Flow heads ( black oxide inner rows, stainless steel outer row)
23° Pro Action head 134-3604
12-Rollover Brodix, 18° Brodix 134-3602 134-3702 234-3702
18° standard port 134-3607 234-3707 234-3723
18° hi-port 134-3608 234-3708 234-3720
18° hi-port with 3/8˝ holes, casting #10134363 and 64 234-3721 234-3722
Bowtie with Brodix 12 - Weld-Tech, Dart II, WP Sportsman II, Brodix Track I 234-3703
Dart-Buick 234-3709
Oldsmobile 14° 234-3705
Pontiac Brodix aluminum heads, raised intake, -10xz RI 234-3704
Gen III/LS Series small block (2003 & earlier) hex 134-3609
Gen III/LS Series small block (2004 & later) w/ all same length hex bolts 134-3610
CHEVROLET, BIG BLOCK
348, 409, Cast iron OEM 135-3602
396-402-427-454 Cast iron OEM 135-3601 135-3701 235-3701 435-3601 435-3701
396-402-427-454 Cast iron OEM (black oxide inner rows, stainless steel outer rows) 135-3604 135-3704
Mark IV or Mark V block with Brodix aluminum heads 135-3609 135-3709 235-3709
MarK IV or Mark V block with Brodix-2, -4 and Canfield aluminum heads 135-3606 135-3702 235-3702
Mark IV block with Edelbrock heads 60409, 60429, 60459, 60479, 60499, 60559 135-3610 135-3710
Mark IV or Mark V block with Edelbrock heads 77609, 77659, 7760, 7765 135-3611 135-3711 235-3711
41

800-826-3045
 BOLTS
COMPANY High Performance Pro Series Stainless
Application 12-Pt.
Hex 12-Point 12-Point Hex 12-Point
U/C
CHEVROLET, BIG BLOCK (CONTINUED)
Mark IV or Mark V block with AFR Casting #315/335/357 135-3712
Mark V with 502 heads 135-3706 235-3706
Mark V block with World Merlin, late Bowtie and Dart aluminum, AFR 135-3607 135-3707 235-3707
HEAD

Dart aluminum head exhaust bolts only, (8 pieces) 135-3605 135-3705 235-3708
Late Bowtie aluminum, World Prod. Merlin, Iron Dart, Pro-1, Pro Top Line 135-3603 135-3703 235-3703
Pontiac Pro Stock aluminum head, Brodix 235-3704
Pontiac Pro Stock aluminum head, Dart Big Chief 235-3705
THE

CHEVROLET, 6-CYLINDER
90° V6 233-3701
90° V6 with 18° standard port 133-3607 233-3707
90° V6 with 18° hi-port 233-3708
90° V6 hi-port 3/8˝ holes 233-3721
CHRYSLER, SMALL BLOCK
273-318-340-360 Wedge 144-3602
318-340-360 Wedge with W-2, W-2 Econo heads or Edelbrock RPM heads 144-3601
318-340-360 Wedge with W-5, W-7 cylinder heads 144-3604
318-360 Magnum with factory heads or Edelbrock Magnum heads 144-3605
CHRYSLER, BIG BLOCK
383-400-413-426-440 Wedge with factory heads or Edelbrock RPM heads 60919/929/149/189 145-3606 145-3706 245-3706 445-3606 445-3706
383-400-413-426-440 Wedge with Edelbrock Victor heads 77919, 77929 145-3609
383-400-413-426-440 Wedge with Indy 440 heads 145-3607
426 factory Hemi & Mopar 426-472-528 Hemi Crate Motor 7/16” 145-3901
CHRYSLER, 4-CYLINDER
2.2L & 2.5L M11 241-3701
FORD, SMALL BLOCK
289-302 with factory heads or Edelbrock heads 60259, 60379 154-3601 154-3701 454-3601 454-3701
302 Boss 154-3602 154-3702 254-3702 454-3602 454-3702
302 with 351 Windsor heads 1/2˝-7/16˝ insert washer with 7/16˝ bolts 154-3605 154-3705 454-3605 454-3705
302 with 351 Windsor heads 1/2˝-7/16˝ stepped bolt 254-3708
351 Cleveland & 351-400M 154-3604 254-3704
351 Cleveland SVO, iron block 254-3701
351 Windsor with factory heads or Edelbrock heads 60259, 60379 154-3603
351 SVO, Yates design 254-3709
351 SVO, Yates 1994 design 254-3710
351R block with C3/C3L heads 254-3711
FORD, BIG BLOCK
390-428 FE series with factory heads or Edelbrock heads 60069, 60079 155-3601
390-428 FE series with Blue Thunder heads 155-3604
427 SOHC 155-3602
429-460 cid 255-3701
429-460 cid with Edelbrock heads 60669, 60079, 61669, 61649 155-3603
FORD, 6-CYLINDER
4.5L SVO inline valve V6 253-3702
HARLEY DAVIDSON MOTORCYCLE
’48-’84 All pan heads & shovel heads 460-3601
’57-early ’73 XL’s 460-3602
HOLDEN
308 cid 205-3601 205-3701
MITSUBISHI
2.0L (4G63) DOHC (1994 & later) M11 207-3900
OLDSMOBILE
350-455 cid with factory heads or Edelbrock heads 60519, 60529 (1976 & earlier) 7/16” 180-3600 180-3700 280-3700 480-3600 480-3700
307-350-403-455 cid (1977 & later) 1/2” 180-3601
PONTIAC
326-347-370-389-421 cid with D port heads (1964 and earlier) 190-3608
326-389-421 cid with D port heads (1965-66 only) 190-3602
350-400-428-455 cid with D port heads (1967 & later) 190-3607
400 Ram Air II/IV & 455 HO, Ram Air II, Super Duty with Round port heads (1968-74) 190-3601
400-455 cid with Edelbrock heads 60579, 60599 (mfg. before 3/15/02) 190-3604
400-455 cid with Edelbrock heads 60579, 60599 (mfg. after 3/15/02) 190-3605
TOYOTA
2.8L (5MGE) & 3.0L (7MGE/GTE) inline 6 (1981-92) Supra 203-3902
VOLKSWAGEN/AUDI
1.8L DOHC 20V Turbo M10/ARP2000 (without installation tool) 204-3901
1.8L DOHC 20V Turbo M10/ARP2000 (with installation tool) 204-3902
42 Red part numbers indicate new items

800-826-3045
 THE
MAINCOMPANY
MAIN STUD
KITS
STUDS vs. BOLTS

STUDS
ARP recommends the use of main studs
over bolts whenever possible for several
key reasons. First is the ability to obtain
more accurate torque readings because
studs don’t “twist” into the block. All There are many important reasons to use ARP main stud kits, including the
clamping forces are on one axis. By the elimination of main cap walk and fretting, as well as protecting the threads in your
same token, there is less force exerted on engine block. All kits come complete with hardened parallel-ground washers and high
the block threads, which contributes to quality nuts. Some applications have provisions for mounting windage trays and have
improved block life (very critical on alu- specially designed standoff studs with serrated lock nuts to position the windage tray
minum blocks). Finally, there are factors and lock it securely in place. The studs are manufactured from 8740 chrome moly
of easier engine assembly and proper align- steel, heat-treated in-house to 200,000 psi tensile strength, and precision J-form
ment of caps every time. threads rolled after heat-treat to create a fastener that has threads 1000% stronger
than others.

TECH TIPS: MAIN STUD INSTALLATION

There are a number of important consid-
erations when installing ARP main studs.
First and foremost is making sure the
block and studs are as clean as possible.
Foreign matter and debris can easily affect
the quality of thread engagement and
cause erroneous torque readings. Do not
re-cut threads in the block – use the special
“chaser” taps as listed on page 87 of this cata-
log. This will preserve the integrity of the
threads and provide better engagement.
Calibrate your torque wrench – even new
wrenches have been known to be off by as 1. Clean and chase appropriate threads in 2. All hardware (and caps) should be cleaned
much as 10 foot pounds! Use consistent block to ensure proper thread engagement and and inspected prior to installation, looking for
tightening techniques. accurate torque readings. any shipping damage or defects.

3. Screw studs into block, finger tight 4. Install main caps, checking for binding 5. Following the engine manufacturer’s
ONLY. For permanent installation, apply and misalignment. Lubricate threads, nuts and torque sequence, tighten the nuts three times to
Loc-tite (or similar adhesive) sparingly to washers with oil or ARP moly assembly lubri- the recommended torque value found on the
threads. Be sure and install the caps promptly cant before installation. Note that torque specs instructions provided with each kit. NOTE: If
before the cement sets to prevent misalign- will vary by lubricant. Moly lube is most con- using Loc-Tite or similar cement, proper pre-
ment of studs in block. sistent. Have block align honed. load must be achieved prior to it setting up.

2-Bolt 4-Bolt 2-Bolt 4-Bolt

Application Application
Main Main Main Main
AUDI BMW (CONTINUED)
5-cylinder 204-5404 M50, M52, S50US & S52US inline 6 201-5000
BMC/TRIUMPH S54 inline 6 201-5002
A Series 206-5401 BUICK
B Series (3 cap main) 206-5402 V6 Stage I & II 123-5401
B Series (5 cap main) 206-5403 V6 Stage II without windage tray 222-5602
2.0L SOHC TR7 206-5404 V6 Stage II with splayed cap bolts 322-5802
Austin Healey 6-cylinder 206-5405 215 cid aluminum V8 124-5401
BMW 350 cid 124-5402
M10 & S14 4-cylinder 201-5001 401 cid (nail head) 124-5404
43

800-826-3045
 STUDS
COMPANY Application
2-Bolt 4-Bolt
Application
2-Bolt 4-Bolt
Main Main Main Main
BUICK (CONTINUED) FORD, SMALL BLOCK (CONTINUED)
400-430-455 cid (hex) 125-5401 351 SVO with outer studs (for mains No# 2,3,4) 154-5603
400-430-455 cid (12 pt nuts) 125-5402 351 SVO with outer bolts (for mains No# 1,2,3,4,5) 354-5604
CADILLAC 351 “R” block 354-5605
472-500 cid 135-5507 351 Iron Eagle 154-5607
CHEVY, SMALL BLOCK Ford Australian 7/16˝ 154-5405
MAIN

400 cid with windage tray 234-5606 Ford Australian 1/2˝ 154-5406
400 cid with windage tray & 3.0˝ outer studs 234-5607 FORD, BIG BLOCK
400 cid with splayed cap bolts & windage tray 234-5605 390-428 cid FE series (hex) 155-5401
Large journal (hex) 134-5401 134-5601 390-428 cid FE series (12 pt nuts) 155-5421
THE

Large journal (12 pt nuts) 134-5403 429-460 cid 155-5402 155-5501

Large journal with windage tray (except LT-1 & LT-4) 234-5501 234-5601 429-460 cid with Ford Motorsports windage tray 255-5502 255-5702
Large journal with straps (F & R caps) 234-5503 234-5603 FORD, MODULAR (side bolts not included)
Large journal with splayed cap bolts 234-5602 4.6L & 5.4L 2V/4V (without windage tray) 156-5401 156-5802
Large journal with straps & splayed cap bolts 234-5604 4.6L 4 valve with windage tray 256-5701
LT-1 with factory windage tray (1992-97) 134-5502 4.6L supercharged Cobra w/ windage tray (2003-04) 156-5403
Small journal 134-5402 FORD, 4 AND 6-CYLINDER
Small journal with windage tray 134-5501 1600cc Escort 151-5403
SB2 (including 4-bolt F & R caps) w/o windage tray 134-5602 2.0L Zetec (1997 and earlier) 151-5406
SBC Rocket block 184-5403 2.0L Zetec (1998 and later) 151-5404
Dart Little M with splayed cap bolts 234-5801 2.3L Duratec (2003 & later) 151-5405
Dart Little M with splayed cap outer studs 134-5801 2000cc Pinto 151-5401
Dart Little M w/ iron main caps & splayed cap bolts 234-5609 2300cc Pinto 151-5402
Gen III/LS Series small block & GMPP LSX block 234-5608 240-300 cid inline 6 152-5401
CHEVY, BIG BLOCK 4.5L SVO inline valve V6 253-5401
396-402-427-454 cid 135-5402 135-5601 HOLDEN
396-402-427-454 cid with windage tray 235-5502 235-5701 308 cid 205-5401 205-5501
Mark IV Aluminum block 135-5603 HONDA/ACURA
Mark IV Bowtie with windage tray 235-5702 1.6L (B16A)(12 pt nuts) 208-5402
Mark V 502 135-5606 1.8L (B18C1) Acura 208-5403
Mark V 502 with windage tray 235-5606 1.8L (B18A1/B1) Acura 208-5404
Dart Big M with splayed cap bolts 235-5601 2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401
Dart Big M with splayed cap outer studs 235-5603 MAZDA
CHEVY, 6-CYLINDER 1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401
235-261 cid inline 6 (1954-62) 132-5402 2.3L DOHC 16V (2003 & later) 218-5402
194-230-250-292 cid inline 6 (1963 & later) 132-5401 MITSUBISHI
90° V6 233-5602 2.0L (4G63) DOHC 207-5401
90° V6 with windage tray 233-5702 2.6L (G54B) 207-5402
90° V6 with splayed cap bolts 233-5601 3.0L (6G72) V6 (1993 & later) 207-5801
CHRYSLER NISSAN/DATSUN
2.0L SOHC/DOHC 4-cyl Neon (block # 4667642) 141-5801 L20 Series 4-cylinder 202-5401
2.2L & 2.5L 4-cylinder M11 141-5401 L24, L26 & L28 Series 6-cylinder 202-5406
170-198-225 cid Slant Six 142-5401 2.0L (SR20DE/DET) 202-5402
318-440 Wedge (hex) 140-5401 3.5L (VQ35) DOHC V6 202-5801
318-440 Wedge (12 pt nuts) 140-5402 OLDSMOBILE
318-340-360 Wedge with windage tray 240-5501 2.4L Quad 4 281-5401
5.7L & 6.1L Hemi with cross bolts 244-5400 350-403 cid 184-5401
354-392 Hemi 145-5404 455 cid 185-5401
426 factory Hemi 145-5601 145-5602 DRCE-iron block 285-5801
KB 426 Hemi 245-5602 PONTIAC
DIESEL Super Duty 4 cylinder - cast block 291-5801
Chevy Duramax 6.6L (LB7/LLY) (2005 & earlier) 230-5401 Super Duty 4 cylinder - mag block 291-5802
Chevy Duramax 6.6L (LBZ/LMM) (2006 & later) 230-5402 3800 V6 supercharged (1999 & later) (hex) 193-5401
Dodge/Cummins 5.9L 12V (1997 & earlier) 247-5402 3800 V6 supercharged (1999 & later) (12 pt nuts) 193-5402
Dodge/Cummins 5.9L 12V & 24V (1998 & later) 247-5401 400-455 cid 194-5401 194-5601
Ford 7.3L Powerstroke (1993-03) 250-5801 SATURN
Oldsmobile 5.7L, 350 cid 184-5402 1.9L DOHC (1991-99) 165-5402
FORD, SMALL BLOCK 1.9L SOHC (1999-02) 165-5401
289-302 cid 154-5401 TOYOTA
289-302 cid with windage tray 254-5501 1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403
289-302 cid with girdle (10 studs 1/2˝ longer) 154-5408 2.0L (3SGTE) DOHC 203-5404
289-302 cid with girdle (7 studs 1/2˝ longer) 154-5410 2.4L (22R) 203-5406
302 cid with dual or rear sump oil pan* 154-5407 3.0L (7MGTE) Supra (1986-92) w/ bolts for #3 cap 203-5402
302 SVO 154-5605 3.0L (2JZGE/GTE) Supra (1993-98) 203-5405
302 “R” block (1/2˝ dia. studs) 254-5601 VAUXHALL/OPEL
302 Iron Eagle 154-5608 2.0L 16 valve 209-5401
Boss 302 with windage tray 154-5602 2.5L V6 209-5402
351 Cleveland 154-5404 154-5604 VOLKSWAGEN
351 Windsor 154-5403 154-5606 1.6L & 2.0L Rabbit, Golf & Jetta 204-5402
351 Windsor with windage tray 154-5503 2.8L & 2.9L VR6 204-5403
351 Windsor with dual or rear sump oil pan* 154-5409 Red part numbers indicate new items
44 * includes stud to mount oil pickup tube

800-826-3045
 THE
MAINCOMPANY
MAIN BOLTS
Far superior to any other main bolt kit offered for use in competition engines, ARP
main bolts are designed to meet the exacting standards and demands of professional
engine builders. Forged from 8740 chrome moly, all bolts feature generous under-head
radius and rolled threads for the utmost reliability. The threads are rolled after heat-

BOLTS
treating, which makes them about 1000% longer fatigue life than most main bolts,
which are threaded prior to heat-treating. Available in the popular High Performance
Series, which, at a nominal rating of 180,000 psi, is a premium replacement for OEM
fasteners, or the 200,000 psi nominal rated Pro Series, application-specific main bolts
with reduced wrenching head and are designed for use in competition applications.
Parallel-ground, hardened washers are included with each kit.
High Perf. Pro Series High Perf. Pro Series
Application Application
Part No. Part No. Part No. Part No.
BUICK FORD, SMALL BLOCK (CONTINUED)
V6 Stage I, 4-bolt main 123-5201 351 Cleveland, 351-400M, 2-bolt main 154-5004
V6 Stage II 123-5202 351 Cleveland, 4-bolt main 154-5204
455 cid, 2-bolt main 125-5201 SVO 351 cid, 4-bolt main, 3/8˝ outer bolts 254-5202
CHEVROLET, SMALL BLOCK SVO 351 cid, 4-bolt main, 7/16˝ outer bolts 254-5203
Large journal, 2-bolt main 134-5001 FORD, BIG BLOCK
Large journal, 4-bolt main 134-5202 390-428 cid FE Series 155-5201
Large journal, 4-bolt main (12 pt) 234-5201 429-460 cid 155-5202
Large journal, 4-bolt w/ 1/2˝ straps on F&R caps 234-5203 FORD, 6-CYLINDER
Small journal, 2-bolt main 134-5002 4.5L SVO inline valve V6 253-5201
CHEVROLET, BIG BLOCK HOLDEN
396-402-427-454 cid, 2-bolt main 135-5002 308 cid 205-5001
396-402-427-454-502 cid, 4-bolt main 135-5201 MGB
CHEVROLET, 6-CYLINDER 2 cap main 206-5001
90° V6, 4-bolt main 233-5201 5 cap main 206-5002
90° V6, 4-bolt main with 1/2˝ straps on F&R caps 233-5203 OLDSMOBILE
CHRYSLER 350-403 cid, 2-bolt main 184-5001
318-440 Wedge, 2-bolt main 140-5001 350 cid diesel, 2-bolt main 184-5002
426 Hemi, 2-bolt main with cross bolts 145-5201 455 cid, 2-bolt main 185-5001
FORD, SMALL BLOCK SUBARU
289-302 cid, 2-bolt main 154-5001 2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series
260-5401
289-302 cid, 4-bolt main 154-5201 Crankcase thru bolt kit
351 Windsor, 2-bolt main 154-5003 TOYOTA
351 Windsor, 4-bolt main 154-5203 1.6L (4AGE) DOHC 203-5001

MAIN & HEAD BOLT INSTALLATION

Recommended for applications requiring
the utmost in reliability and the con-
venience of bolts. ARP bolt kits yield
optimum reliability.
SPECIAL NOTE: Where the stretch
method cannot be used, the bolts must
be installed by torque and several factors
should be taken into account. Please refer
to the “Using a Torque Wrench” section on 1. Clean and chase all block threads to 2. Inspect all hardware prior to installation,
page 27. ensure maximum thread engagement and then clean and lubricate with ARP moly
accurate torque readings. assembly lubricant.

3. Seal all threads extending into the water 4. Install the main cap or head gasket and 5. Following the engine manufacturer’s
jacket with ARP thread sealer. head, checking for improper fit or binding. torque sequence, tighten the bolts three times
Make sure all mating surfaces are fully seated. to the recommended torque value found on
Install all bolts hand-tight. the instructions provided with each kit.
45

800-826-3045
 STUDS
COMPANY ROCKER ARM
STUD KITS
If you have ever installed a rocker stud into a cylinder head and
watched it wobble as it screwed in – you knew from the beginning
that the rocker geometry was going to be inconsistent all over the place.
ARP rocker studs are concentric within .005
ARM

T.I.R. thread pitch to thread pitch. They run-in

straight and true. Lengths are exact – designed to
provide positive seating every time. An extra-large radi-
THE

us base offers greater resistance to flex. Available in both

High Performance and Pro Series models. NOTE: Not to
ROCKER

be used with OEM-style, self-locking nuts. To be used with

ARP’s patented Perma-Loc™ adjusters (see next page).
HIGH PERFORMANCE SERIES
Made of 8740 chrome moly forgings and B C
heat-treated to 180,000 psi. Excellent for D
E.T. Bracket Racing, limited rule oval track
competition and street use. Tip ground
flush for optimum adjuster seating.
PRO SERIES E F
Designed for competition applications,
ARP’s Pro Series rocker arm studs are made NOTE: To verify the application and part number,
of premium grade 8740 chrome moly steel please review the various dimensions: B) overall stud height,
C) screw-in thread depth, D) adjuster thread depth, E) shank
and heat-treated to a tensile strength of
diameter and thread, F) base diameter and thread.
200,000 psi.
High Perf.
Application B C D E F High Perf. (2 PC-Pack) Pro Series
3/8˝ typical small block application ➋ 1.750 .700 .800 3/8-24 7/16-14 134-7101 134-7121 234-7201
3/8˝ with roller rockers ➏ 1.895 .710 1.000 3/8-24 7/16-14 134-7104 134-7124
7/16˝ typical small block application 1.770 .700 .670 7/16-20 7/16-14 134-7103 134-7123 234-7202
Aluminum heads, intake studs only, 8 pieces ➊ 2.000 .820 .700 7/16-20 7/16-14 235-7204
Dart aluminum, 16 pieces ➊ 2.000 1.3, .820 .700 7/16-20 7/16-14 235-7205
Aluminum heads, exhaust studs only, 8 pcs. ➊ 2.000 1.650 .700 7/16-20 7/16-14 235-7203
Mark V 1.900 .750 .750 7/16-20 3/8-16 135-7102 135-7122
With roller rockers and stud girdle ➊ 2.100 .750 .800 7/16-20 7/16-14 334-7203
With roller rockers and stud girdle ➊ 2.000 .750 .800 7/16-20 7/16-14 334-7204
With roller rockers and stud girdle ➊ 2.100 .850 .800 7/16-20 7/16-14 334-7202
With roller rockers and stud girdle 1.900 .860 .830 7/16-20 7/16-14 234-7205
With roller rockers and stud girdle ➌ 1.900 .660 .830 7/16-20 7/16-14 334-7201
7/16˝ typical small block application ➍ 1.900 .750 .850 7/16-20 7/16-14 200-7202
7/16˝ typical big block application ➊ 1.750 .800 .850 7/16-20 7/16-14 135-7101 135-7121 235-7201
With roller rockers and stud girdle 1.900 .850 .850 7/16-20 7/16-14 234-7206
Chevrolet big block (aluminum heads) 2.350 .850 .850 7/16-20 7/16-14 135-7202 135-7222
With roller rockers and girdles 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201
Typical Ford small block ➎ 1.900 .750 1.000 7/16-20 7/16-14 100-7101 100-7121 200-7201
Dart aluminum heads, 16 pieces 2.000 1.3, .820 1.000 7/16-20 7/16-14 235-7202
Aluminum heads, exhaust studs only, 8 pieces 2.000 1.650 1.000 7/16-20 7/16-14 235-7206
Aluminum heads, intake, 8 pieces 2.000 .820 1.000 7/16-20 7/16-14 235-7207
7/16˝ with 1/2˝ coarse, Pontiac (1964 & later) 2.000 1.025 1.050 7/16-20 1/2-13 290-7201
SVO 351 cid, with roller rockers and girdle 2.700 .850 1.300 7/16-20 7/16-14 354-7204
SVO 351 cid, with roller rockers and girdle 2.800 .800 1.500 7/16-20 7/16-14 354-7203
SVO 351 cid, with roller rockers and girdle 3.000 .660 1.930 7/16-20 7/16-14 354-7202
SVO 351 cid, with roller rockers and girdle ➊ 3.000 .950 1.750 7/16-20 7/16-14 254-7201
Chevrolet late model Vortec 1.750 .600 .850 3/8-24 M8 x 1.25 134-7201 134-7221
GM 4.3L Vortec V6 1.595 .800 .580 3/8-24 M10 x 1.50 100-7201 100-7221
Chevrolet big block 496 cid (8100 series) 1.750 .750 .600 7/16-20 M10 x 1.50 135-7201 135-7221

IMPORTANT TECH NOTE

➊ These parts have a shank portion under hex to locate guide plate. It is highly advisable to determine what the optimum rock-
➋ Fits most stock SBChevy with 3/8 screw-in studs er arm stud length is for your particular application. This is
➌ Fits most stock SBChevy with 7/16 screw-in studs especially true when “long” pushrods and valves are employed – you
➍ Fits most stock BBChevy with 7/16 screw-in studs should raise the “installed height” of the rocker arm to compensate for
➎ Fits most SBFord with 7/16 screw-in studs
the longer-than-stock components.
➏ Fits most SBFord with 3/8 screw-in studs
46

800-826-3045
 THE
ROCKER
ARP HAS
THE MISSING LINK
IN VALVE TRAIN RELIABILITY …A

COMPANY
ROCKER ARM ADJUSTER THAT
WON’T LOOSEN!

ARM ADJUSTERS
• Exclusive 12-point head
• Patented design
• Heat-treated premium
grade A 8740 chrome
moly steel
• 190,000 psi tensile strength
• Precision machined threads
• Locking set screw ground
flush with rocker arm stud
• Doesn’t require special tools
™

PERMA-LOC
One of the more aggravating things found in many high
performance engines is constantly having to re-adjust rocker
arms. Until ARP introduced the patented Perma-Loc adjuster,
there wasn’t a “poly lock” on the market that you didn’t have to
PERMA-LOC™ SPECIAL FEATURES: continually tighten.
12-point head with
CUT-AWAY VIEW
Threads are precision There are several important reasons why ARP’s exclusive
special shouldered CNC-machined exactly Perma-Loc rocker arm adjusters won’t loosen like others. First,
“stop” to hold perpendicular to the the adjuster body is heat-treated all the way through (not just case
wrench. Eliminates bottom of adjuster
need for special to ensure an optimum hardened). This eliminates the thread “movement” common to
adjusting tools. seat and even pressure. others. Secondly, the threads are machined exactly perpendicular
Forged in-house from to the bottom of the adjuster, so it seats evenly and applies pres-
8740 alloy chrome moly Set screw has flush-
machined tip for optimum sure on a full 360˚ circle. Lastly, the set screw is machined flush
steel and heat- treated
throughout (not simply contact and seating on on the bottom (not pointed) so it will have optimum contact on
case hardened, as oth- stud. the rocker arm stud.
ers are).
Threads machined You’ll find ARP Perma-Loc’s easy to use, too. The compact
Bottom flush-ground
perpendicular to for maximum 12-point head is designed to hold your wrench in position while
Patent #5,323,741 engagement.
threads. you lock the set screw with an Allen wrench.
All in all, they’re the best you can buy!

Application Length (A) Thread Size Body Dia (D) 16pc-Pack

Stamped steel rocker 1.200 3/8-24 .620 300-8241
Stamped steel rocker 1.200 7/16-20 .640 300-8242
Aluminum rocker 1.200 3/8-24 .550 300-8243
Aluminum rocker 1.200 3/8-24 .600 300-8244
Aluminum rocker 1.200 7/16-20 .550 300-8245
Aluminum rocker 1.200 7/16-20 .600 300-8246
Because there are many different style
rocker arms made by each manufacturer,
we suggest that you verify the physical Length Body Length Body Dia
dimensions and thread requirements prior Application Thread Size Shank Size (C) 16pc Pack
(A) (B) (D)
to ordering. If you have any questions, call
ARP’s tech staff toll-free for details. Stud girdle 2.050 7/16-20 1.200 .600 .750 300-8247
Stud girdle 2.615 7/16-20 1.485 .600 .750 300-8248
Big block with girdle 2.050/2.615 7/16-20 1.200/1.485 .600 .750 300-8249
47

800-826-3045
 & STUDS
THE COMPANY

VALVE COVER
Special bullet nose accurately
BOLTS & STUDS guides nuts into position
VALVE COVER BOLTS

To ensure proper sealing of valve covers, ARP manufactures

a variety of special application-specific bolt and stud kits. Many
professional engine builders prefer to use studs because of their
ability to properly position the gasket and guide the cover into
position. ARP offers studs and bolts in a choice of chrome moly
steel with a black oxide finish or stainless steel. You have a choice
between conventional hex head bolts and nuts or compact, easy
access 12-point designs. The nuts feature a wide base for better
load distribution and sealing, while the compact head is easily
Choice of studs or bolts in polished
accessed. Stud kits come complete with nuts and washers, while stainless steel or black oxide finish
bolt kits are shipped with the required flat washers.

Application STUD STUD KITS BOLT KITS

OAL
NOTE: Black Oxide Stainless 300 Black Oxide Stainless 300
Studs come with flanged lock
nut. Bolts come with washers.
BOLT
Qty. Size Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
UHL
CHRYSLER
KB Hemi 20 1/4-20 2.450 245-7601
CAST ALUMINUM COVERS
Bolt kit 8 1/4-20 .812 100-7507 100-7503 400-7507 400-7503
Bolt kit 14 1/4-20 .812 100-7504 100-7508 400-7508 400-7504
Chevy SB2 w/ nyloc nuts 16 1/4-20 1.800 434-7609
Stud kit 8 1/4-20 1.500 200-7603 200-7613 400-7603 400-7613
Stud kit 12 1/4-20 1.500 200-7610 200-7620 400-7606 400-7616
Stud kit 14 1/4-20 1.500 200-7604 200-7614 400-7604 400-7614
Stud kit 16 1/4-20 1.500 200-7605 200-7615 400-7605 400-7615
Stud kit, Dart, Brodix, B&B 8 1/4-20 3.500 200-7606 200-7616
Stud kit, Dart, Brodix, B&B 14 1/4-20 3.500 200-7607 200-7617
Stud kit, Dart, Brodix, B&B 16 1/4-20 3.500 200-7608 200-7618
1.500/
Stud kit, BB Chevy 14 1/4-20 200-7619
4.500
Bolt kit, Brodix hd., SB 4 1/4-20 4.000 100-7511 100-7514 400-7511 400-7514
Bolt kit, Brodix hd., SB 4 1/4-20 4.250 100-7512 100-7515 400-7512 400-7515
Bolt kit, Brodix hd., SB 4 1/4-20 4.500 100-7513 100-7516 400-7513 400-7516
Bolt kit, Brodix hd., BB 7 1/4-20 4.000 100-7517 100-7520 400-7523 400-7526
Bolt kit, Brodix hd., BB 7 1/4-20 4.250 100-7518 100-7521 400-7524 400-7527
Bolt kit, Brodix hd., BB 7 1/4-20 4.500 100-7519 100-7522 400-7525 400-7528
Chevy, Gen III/LS Series
8 M6 2.755 100-7524 100-7523 400-7529 400-7530
small block (.165 thick washer)
STAMPED STEEL COVERS
350 Chevy, cntr blt’d vlv cvr 8 1/4-20 3.250 100-7509 100-7510 400-7509 400-7510
Bolt kit 8 1/4-20 .515 100-7505 100-7501 400-7505 400-7501
Bolt kit 14 1/4-20 .515 100-7506 100-7502 400-7506 400-7502
Stud kit 8 1/4-20 1.170 200-7601 200-7611 400-7601 400-7611
Stud kit 14 1/4-20 1.170 200-7602 200-7612 400-7602 400-7612

Main & Poteet’s 4-cylinder record-setting Bonneville car Johnson Hot Rods used ARP for their first foray onto the salt.
48

800-826-3045
 THE
HEADER
HEADER BOLTS & STUDS
ARP manufactures a variety of premium grade bolt and stud kits to
facilitate installation of exhaust headers including the popular stainless stud

COMPANY
kit with 12-point nuts. The Stainless 300 material is not affected by corro-
sion or extreme heat, making it ideal for the application. What’s more, the
compact 12-point nut lets you easily slip a socket close to the pipe. Each ARP
accessory stud or bolt kit includes the specific number of parts for your appli-
cation, plus premium-quality washers and hex or 12-point nuts, as required.

BOLTS & STUDS

Studs are manufactured with a unique nut-starter nose that helps prevent
cross-threading. Studs and bolts come either black oxide chrome moly or
Stainless 300. Both are nominally rated at 170,000 psi tensile strength;
substantially stronger than Grade 8 hardware. Specially drilled “NASCAR”
models are available for those who wish to safety wire their header bolts to
Special “NASCAR” model prevent loosening.
header bolts are available that
are drilled for use of safety wire. Drilled for
Perfect for any racer who desires safety wire NOTE:
the ultimate in security. Available 8mm stainless
for small block and big block studs listed on
Chevrolet engines, plus many page 75.
“universal” applications.

Application STUD STUD KITS BOLT KITS

OAL
NOTE: Black Oxide Stainless 300 Black Oxide Stainless 300
Studs come with flanged lock nut.
Bolts come with washers.
BOLT
Qty. Size Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
UHL
BUICK
3.8L V6 12 3/8 1.670 120-1412 120-1402 420-1412 420-1402
350-455 cid 14 3/8 1.670 120-1411 120-1401 420-1411 420-1401
350-455 cid 14 3/8 .750 120-1101 120-1201 420-1101 420-1201
CHEVROLET, SMALL BLOCK
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 .750 100-1101 100-1201 400-1101 400-1201
3/8˝ dia. bolt, drilled, 3/8˝ wrench 12 3/8 .750 100-1103 100-1203 400-1103 400-1203
3/8˝ dia. stud 14 3/8 1.670 400-1400
3/8˝ dia. stud 12 3/8 1.670 100-1412 100-1402 400-1412 400-1402
Gen III/LS Series small block 12 M8 1.750 434-1301
3/8˝ dia. bolt, 3/8˝ wrench 12 3/8 1.000 100-1111 100-1211 400-1111 400-1211
CHEVROLET, BIG BLOCK
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 .750 100-1102 100-1202 400-1102 400-1202
3/8˝ dia. bolt, drilled, 3/8˝ wrench 16 3/8 .875 400-1104 400-1204
3/8˝ dia. stud 16 3/8 1.670 100-1413 100-1403 400-1413 400-1403
3/8˝ dia. bolt, 3/8˝ wrench 16 3/8 1.000 100-1112 100-1212 400-1112 400-1212
CHRYSLER
5/16˝ dia. bolt 14 5/16 .750 144-1102 144-1202 444-1102 444-1202
KB Hemi, stud w/prov for blower 1.670/
16 3/8 245-1311 245-1301 445-1311 445-1301
brackets, Mopar 340-360 cid 2.000
Neon, Spt, PT Cruiser 2.4 turbo 10 M8 2.000 441-1302
Neon, SOHC & DOHC 8 M8 2.000 441-1301
FORD
3/8˝ bolt 16 3/8 .750 100-1102 100-1202 400-1102 400-1202
3/8˝ stud 16 3/8 1.670 100-1414 100-1404 400-1414 400-1404
OLDSMOBILE
330-455 cid 14 3/8 .750 180-1101 180-1201 480-1101 480-1201
330-455 cid 14 3/8 1.670 180-1411 180-1401 480-1411 480-1401
UNIVERSAL
Bolt kit, 5/16˝ wrench 12 3/8 .750 100-1107 100-1207 400-1107 400-1207
Bolt kit, 5/16˝ wrench 16 3/8 .750 100-1108 100-1208 400-1108 400-1208
Bolt kit, 5/16˝ wrench 12 3/8 1.000 100-1109 100-1209 400-1109 400-1209
Bolt kit, 5/16˝ wrench 16 3/8 1.000 100-1110 100-1210 400-1110 400-1210
Bolt kit, drilled, uses 3/8˝ socket 16 3/8 .750 400-1105 400-1205
Bolt kit, drilled, uses 3/8˝ socket 12 3/8 .875 400-1106 400-1206
Stud kit 16 3/8-5/16 1.500 100-1401 100-1411
Stud kit, broached w/ 12-pt, locking
14 3/8 1.125 100-1405 100-1415
nut, 3/8˝

49

800-826-3045
 & STUDS
THE COMPANY OIL PAN BOLT TECH TIP
Always use some type of lubricant,
& STUD KITS such as ARP Moly Lube, when assem-
bling fasteners. Assembling without
lubricant can lead to galling or seiz-
The engineers at ARP spent quite a bit of time developing
ing, resulting in costly, time consuming
these highly effective, unique oil pan studs. They’re designed to
repairs.
make it as easy as possible to install a pan and seal it properly.
You’ll note that the studs have a radiused bullet nose that serves
to locate the pan rails, then allow the nuts to be easily installed
OIL PAN BOLTS

without the worry of cross-threading. For those who prefer bolts,

ARP’s got you covered, too. Both are available in black oxide
finished chrome moly steel or rust-proof stainless steel. Also, you
may choose between conventional hex style or the space-saving
12-point nuts. The stud kits come complete with a special lock-
ing flanged nut, while the bolt kits come with washers.

Application STUD KITS BOLT KITS

NOTE: Black Oxide Stainless 300 Black Oxide Stainless 300
Studs come with flanged lock nut.
Bolts come with washers. Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
CHEVROLET, SMALL BLOCK
265-400 cid 234-1901 234-1902 434-1901 234-1802 234-1801 434-1802 434-1801
350 cid with girdle, 5/16˝ diameter 334-1902
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902
CHEVROLET, BIG BLOCK
396-454 cid 235-1901 235-1902 435-1901 435-1902 235-1802 235-1801 435-1802 435-1801
CHEVROLET, 6-CYLINDER
90° V6 333-1901
CHRYSLER, SMALL BLOCK
318-340-360 Wedge & 318-360 Magnum 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801
CHRYSLER, BIG BLOCK
KB Hemi, 1.300˝ U.H.L 245-1901 245-1903
KB Hemi, 1.700˝ U.H.L 245-1902 245-1904 445-1902 445-1904
FORD, SMALL BLOCK
289-302-351C & 351W (early model) 254-1901 254-1902 454-1901 454-1903 254-1802 254-1801 454-1802 454-1801
302-351W (late model with side rails) 254-1903 254-1904 454-1902 454-1904 254-1804 254-1803 454-1804 454-1803
FORD, BIG BLOCK
390-428 cid FE Series 255-1802 255-1801 455-1802 455-1801
PONTIAC
350-455 cid 200-1901 200-1902 400-1901 400-1902 200-1802 200-1801 400-1802 400-1801

OIL PUMP BOLTS & STUDS

You’ve probably heard many a horror story about someone losing an engine when the oil pump
fell off into the pan because of a broken bolt. Well, you can put your mind at ease when using
ARP’s premium grade oil pump bolt and stud kits. You have a choice of black oxide finished 8740
chrome moly steel or low maintenance stainless steel. Both are nominally rated at 170,000 psi
tensile strength to provide you with plenty of clamping force. Moreover, take your pick between
conventional hex style or 12-point designs. This is “insurance” that no conscientious engine
builder should be without! The studs come with flat washers and nuts, while the Ford bolt kit has
flat washers only. These inexpensive fasteners can literally save your engine.

Black Oxide Stainless 300

Application
Hex 12-Point Hex 12-Point
CHEVROLET
Small block, stud kit 230-7001 230-7002
Small & big block, 3.125˝, high volume, stud kit 230-7003 230-7004
FORD
3/8˝ & 5/16˝ 4 piece bolt kit 150-6902 150-6901 450-6902 450-6901
Oil pump to pickup, stud kit 154-7005
50

800-826-3045
 THE
ENGINE
FRONT COVER, WATER PUMP &
ALTERNATOR KITS
ARP’s timing cover Studs are preferred Alternators that come

COMPANY
bolts are available in by many Pro engine loose are a pain, so that’s
both polished stainless builders because they why ARP came up with
steel or black oxide eliminate the chance of these super tough bolts (your

BLOCK
finish chrome moly. pinching gaskets and choice of chrome moly
You also can choose contribute to easier steel or polished stain-
between standard hex engine assembly. You will less (ARP 300 - both
head bolts or compact 12-point note that ARP studs feature rated 170,000 psi).
fasteners. Also available as part of ARP’s a special “bullet nose” to guide the nut The stainless has the
complete Engine & Accessory kits. accurately into place. Available in black added advantage of being
Please go to page 61 for listings of avail- oxide finish 8740 chrome moly or polished rust and corrosion resistant. It’s the fas-
able Engine & Accessory kits. stainless steel with hex or 12-point nuts. tener of choice!

Application STUD KITS BOLT KITS

NOTE: Black Oxide Stainless 300 Black Oxide Stainless 300
Studs come with flanged lock nut.
Bolts come with washers. Hex 12-Point Hex 12-Point Hex 12-Point Hex 12-Point
CHEVROLET
90° V6, timing cover 333-1401
3/8˝ alternator pivot bolt 430-3303 430-3304
All V8, alternator bracket bolts 130-3302 130-3301 430-3302 430-3301
All V8, timing cover 200-1401 200-1411 400-1401 200-1502 200-1501 400-1502 400-1501
All V8 with Jesel belt drive or gear drive 334-1401
All V8, water pump long 130-3202 130-3201 430-3202 430-3201
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502
Gen III/LS Series small block, water pump with
134-3201 134-3202 434-3201 434-3202
thermostat housing bolts
Gen III/LS Series small block, rear motor cover 134-1503 134-1504 434-1503 434-1504
CHRYSLER
KB Hemi, timing cover 245-1511 245-1501 445-1511 445-1501
FORD
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501
351 SVO, timing cover 354-1401
351W, alternator bracket bolts 150-3302 150-3301 450-3302 450-3301
PONTIAC
All V8, alternator bracket bolts 190-3302 190-3301 490-3302 490-3301
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501

FUEL PUMP Make sure that mechanical fuel

pumps stay properly aligned by using
BOLT KITS ARP’s durable black oxide finished
chrome moly or rust-proof stainless bolts
Black Oxide Stainless 300 (both materials are rated at 170,000 psi
Application
Hex 12-Point Hex 12-Point and considerably stronger than Grade
CHEVROLET 130-1602 130-1601 430-1602 430-1601 8 hardware). Your choice of either con-
PONTIAC 190-1602 190-1601 490-1602 490-1601 ventional hex heads or 12-point head.
Washers are included.

MOTOR MOUNT BOLT KITS Secure any engine with com-

Black Oxide Stainless 300 plete confidence with ARP’s
Application
Hex 12-Point Hex 12-Point rugged motor mount bolts. You
Chevy, V6 & V8
130-3102 130-3101 430-3102 430-3101
can choose between black oxide
mount to block
finished 8740 chrome moly
Chevy, V6 & V8
mount to frame
130-3105 430-3105 or corrosion-resistant stainless
Chevy, LS Series small block steel; choice of hex or 12-bolt
134-3102 134-3101 434-3102 434-3101
mount bracket to block head. Kits come complete with
Ford, 289-302-351W 150-3102 150-3101 450-3102 450-3101 flat washers.
Pontiac, All V8 190-3102 190-3101 490-3102 490-3101
51

800-826-3045
 GROUP
THE COMPANY BELLHOUSING
STUD KITS
Here’s just what you need to secure a bellhousing in place. The
studs are designed with a bullet nose to guide the bellhousing Application Dia. Length Pro Series Stainless
into position and accept nuts without the fear of cross-threading. Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901
Choice of rugged 8740 heat-treated alloy or rust-proof stainless Top fuel motor plate, std. 7/16 2.140 245-0202
ENGINE BLOCK

steel. Complete with nuts and flat washers. Top fuel motor plate, w/
7/16 2.400 245-0201
1/4˝ spacer

STARTER
BOLT KITS Application UHL Part No.

Installing starter motors in the cramped confines of a CHEVROLET

race car is simplified by use of ARP’s special bolts, which All standard, 12 pt 3.700 430-3501
feature small diameter heads to make accessibility more All standard, hex 3.700 430-3502
convenient. They are stronger than OEM and industrial All with high torque starter, 12 pt 3.700 430-3503
grades, and especially suited for use on cars that use rear
All with high torque starter, hex 3.700 430-3504
motor plates. These starter bolts are made from ARP 300,
a 100% maintenance free stainless steel material that is All with long and short, hex 1.880 & 4.450 430-3505
stronger than Grade 8 hardware and tough enough to All with long and short, 10mm, hex 1.775 & 4.470 430-3506
easily withstand the strain of a 10 to 15 All, 2 ea. long, 3/8˝ bolt, hex 4.450 430-3507
pound starter cantilevered off the back
FORD
of an engine. Bolts have standard shank
knurling. Rated at 170,000 psi. Includes 2-bolt, 12 pt 1.500 450-3501
washers, as required. 3-bolt, 12 pt 1.500 450-3502

SEAL PLATE & If the survivability of your camshaft drive, through an entire
race without stripping or breaking, has been a matter of concern –
ACCESSORY ARP’s new cam drive should put your mind to rest. We built this
setup to be “bulletproof.” Totally reliable. A through-hardened,
CAM DRIVE not just case hardened, chrome moly shaft, premium grade Viton
seal, plus anodized aluminum plate are manufactured in-house to
SPECIFICATIONS insure that every part is guaranteed ARP quality.
• Drive: forged ARP2000, 220,000 psi alloy Application 1.0˝ 1.5˝
chrome moly steel with corrosion-resistant
All 9/16-18 x .625 934-0005 934-0006
oxide finish.
• Concentricity: .001 T.I.R.,
The perfect compliment to our “bulletproof ” cam drives
between shaft and hex,
are these precision seal plates. They’re made of CNC-machined
1˝ and 1.5˝ length
7075-T4 alloy aluminum and anodized to resist corrosion.
• Threads: form rolled Available in 2.100˝ and 2.380˝ diameters to fit most any OEM
9/16˝ x .625˝ on cam or aftermarket block.
end, 3/8˝ hex on drive
Application Diameter Part No.
• Seal Plate: CNC-
Small Block GM, 2.100 O.D. block 2.100 934-0007
machined 7075-T4
aluminum with Viton seal Dart, aluminum block 2.380 934-0008

Walsh Off-Road Motorsports 1600 car Dennis Anderson - “Grave Digger”

52

800-826-3045
 THE
INTAKE MANIFOLD BOLT

INTAKE
Special “NASCAR”
& STUD KITS
Prevent intake manifold leaks with ARP’s quality fasteners. They’re rated at 170,000 psi
model bolts have drilled

COMPANY
heads (one per set) to facili- and precision machined for optimum thread engagement. Wide underhead flange and
tate tech official’s sealing. These companion washers provide even load distribution. Precision rolled threads prevent
12-point bolts have a generous flange galling while promoting more consistent torque loading. Facilitates optimum sealing
head for superior load distribution. of gasket surfaces. Available in choice of black oxide finish chrome moly or corrosion

SYSTEM
resistant stainless steel, as well as hex or 12-point heads. Washers included.
Black Oxide Stainless 300
Application Stud
Hex 12-Point Hex 12-Point NASCAR
AMC
290-343-390 cid, uses 3/8˝ socket 114-2001 414-2001 414-2101
BUICK
3.8L V6 123-2001 423-2001
215 cid, uses 3/8˝ socket 124-2001 124-2101 424-2001 424-2101
CHEVROLET
90° V6, 1.000˝ drilled 333-2101
SB 2, standard deck 334-2104
SB 2, tall deck, drilled 334-2105
Small block, 1.000˝, drilled 334-2102
Small block, 1.250˝, drilled 334-2103
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102
305-350 Tuned Port 134-2004 134-2104 434-2004 434-2104
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101
Gen III/LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002
396-454 cid, 1.250˝ U.H.L. 135-2001 135-2101 435-2001 435-2101
502 cid, 1.500˝ U.H.L. 135-2002 435-2002 435-2102
CHRYSLER
318-440 Wedge, uses 3/8˝ socket 144-2001 144-2101 444-2001 444-2101
FORD
260-289-302, 351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101
289-302, 351W intake stud kit 354-2103
351C, 351-400M 154-2004 154-2104 454-2004 454-2104
351W, uses 3/8 wrenching 154-2002 154-2102 454-2003 454-2103
351 SVO, Jack Roush design, drilled 354-2102
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102
429-460 cid 155-2005 155-2105 455-2001 455-2101
PONTIAC
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101
Red part numbers indicate new items

CARB STUD KITS The best way to make sure that carburetors stay perfectly sealed to the intake manifold
is through the use of ARP’s carb studs, which feature J-form threads to resist loosening
from vibration. They’re offered in a variety of heights to accommodate most any combination of carb and spacer, and are available in 8740 chrome moly with a
black oxide finish or rust-proof stainless steel. Special ARP Pro Series NASCAR type stud kits have one of the studs drilled to facilitate sealing the carburetor
in the engine by race officials. All carb stud kits come with hex nuts and washers.

Application Qty. Size O.A.L. Black Oxide Stainless 300 Pro Series
Standard 4 5/16 1.700 200-2401 400-2401
1/2˝ spacer 4 5/16 2.225 200-2403 400-2403
1˝ spacer 4 5/16 2.700 200-2402 400-2402
2˝ spacer 4 5/16 3.700 200-2404 300-2404
3˝ spacer 4 5/16 4.700 200-2405
1-1 /4” Moroso spacer 4 5/16 3.200 200-2408 400-2408
2˝ Moroso spacer 8 5/16 1.250 & 1.700 200-2409
Dominator with 1/2˝ or 1˝ spacer 4 5/16 3.200 200-2412 400-2412
Dominator carb stud, no spacer 4 5/16 2.225 200-2414 400-2414
Dominator carb stud, with spacer 4 5/16 4.400 200-2415
HP Dominator carb stud, no spacer 4 5/16 2.225 200-2416
HP Dominator carb stud with 1/2˝ spacer 4 5/16 2.700 200-2417
HP Dominator carb stud with 1˝ spacer 4 5/16 3.200 200-2418
Standard (drilled for NASCAR wire seal) 4 5/16 1.700 300-2401
2˝ spacer (drilled for NASCAR wire seal) 8 5/16 1.700 & 2.225 300-2406
1˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2403
1/2˝ spacer (drilled for NASCAR wire seal) 4 5/16 2.225 300-2402
1˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 2.700 300-2407
1-1/4˝ Moroso spacer (drilled for NASCAR wire seal) 4 5/16 3.200 300-2408
2˝ Moroso spacer (drilled for NASCAR wire seal) 8 5/16 1.250 & 1.700 300-2409
Quadrajet (all), with 1/4˝ base gasket (2 stud, 2 bolt) 4 5/16 1.700 & 4.400 200-2413 400-2413
53

800-826-3045
 THE COMPANY
INTAKE SYSTEM

AIR CLEANER STUD

KITS
Keep your air cleaner firmly in position with an ARP
stud kit. Includes your choice of a black oxide finished THERMOSTAT
chrome moly or stainless steel stud with an appropriate
nut. Vastly superior to the cheap fasteners that sometimes HOUSING BOLTS
get used. Nobody likes water leaks. And
here’s ARP’s contribution to the solution.
Application Black Oxide Stainless 300 These premium grade bolts are engineered
5/16 x 2.225˝ OAL 200-0301 400-0301 to properly engage the manifold threads and
5/16 x 2.700˝ OAL 200-0302 400-0302 resist loosening. They’re application- specific, and
come in your choice of black oxide finished chrome
5/16 x 3.200˝ OAL 200-0303 400-0303
moly or rust-proof stainless steel, with handy 12-point
1/4 x 2.225˝ OAL 200-0304 400-0304 or standard hex heads. Washers included.
1/4 x 2.443˝ OAL 200-0307 400-0307
Black Oxide Stainless 300
1/4 x 2.700˝ OAL 200-0305 400-0305 Application UHL
Hex 12-Point Hex 12-Point
1/4 x 3.200˝ OAL 200-0306 400-0306 CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401
CHEVY LS SERIES
20mm 134-7402 134-7401 434-7402 434-7401
SMALL BLOCK
FORD FE 2.250 155-7402 155-7401 455-7402 455-7401
FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401

COIL BRACKET
BOLTS Add a touch of class to your coil bracket installation with an ARP bolt kit.
Available in black oxide finished chrome moly or rust-proof stainless steel, as
well as with a conventional hex head or 12-point (great for tight, hard-to-reach
coils). Washers included.
Black Oxide Stainless 300
Application
Hex 12-Point Hex 12-Point
CHEVY 130-2302 130-2301 430-2302 430-2301
CHEVY LS SERIES 134-2302 134-2301 434-2302 434-2301
SMALL BLOCK
FORD WINDSOR 150-2302 150-2301 450-2302 450-2301

54

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 THE
INTAKE
CARBURETOR FLOAT
BOWL KITS
The smart way to attach a Holley float bowl is with ARP’s special new bolts.

COMPANY
They’re made from 304 stainless steel and are virtually impervious to corrosion.
A polished finish makes them an enhancement to any carb. They are 5/16˝
wrenching and nominally rated at 170,000 psi. Available for both single and

SYSTEM
dual metering block applications.

Application Pieces Part No.

2-barrel, hex 4 400-0312
Dual metering blocks, hex 8 400-0310
Single metering blocks, hex 8 400-0311

BREAK-AWAY BLOWER STUDS

Engineered to minimize damage to either manifold or blower housing during unexpected blower
explosions – these break-away blower studs are designed to allow separation of manifold and blower.
Use of these special studs could save you thousands of dollars! Manufactured from premium-quality
aluminum and heat-treated to provide the optimum balance between keeping the supercharger in
place and breaking under a predetermined amount of force. Kit comes complete with anodized studs,
12-point, quality steel nuts and heavy-duty parallel-ground and hardened steel washers.

Application Diameter OAL Part No.

Blower stud kit (blue) 7/16 2.880 100-0601
SSI blower stud kit (red) 7/16 2.500 100-0602

DISTRIBUTOR STUD KITS

One of the most critical – yet often overlooked – fasteners used in any engine locks the tim-
ing in place. ARP offers these premium grade studs, which are equipped with vibration-resistant
J-form threads, in black oxide finished chrome moly or rust-proof stainless steel. A special bullet
nose helps guide nut into place without crossthreading. Choice of
conventional hex or space-saving 12-point nuts. Washers included.

Black Oxide Stainless 300

Application
Hex 12-Point Hex 12-Point
CHEVY 130-1702 130-1701 430-1702 430-1701
FORD 150-1702 150-1701 450-1702 450-1701
PONTIAC 190-1702 190-1701 490-1702 490-1701

Steve Matusek of Aeromotive depends on ARP Gregg Hopp, Unlimited lights hydro champion
55

800-826-3045
 COMPONENTS
COMPANY HARMONIC BALANCER
BOLT KITS
Socket Diameter/
Application UHL Part No.
Size Thread Size
BUICK
All V6 & V8 13/16 3/4-16 1.300 120-2501
CHEVROLET
Small block 5/8 7/16-20 2.470 134-2501
ENGINE THE

Small block 13/16 7/16-20 2.470 234-2501

Small block 1-1/16 7/16-20 2.470 234-2502
Gen III/LS Series
1-1/16 M16 x 2.0 4.325 234-2503
small block (except LS7)
Gen III/LS7 small block 1-1/16 M16 x 2.0 5.225 234-2504
CHEVROLET
Big block 5/8 1/2-20 1.550 135-2501
Big block 13/16 1/2-20 1.550 235-2501
Big block 1-1/16 1/2-20 1.550 235-2502
CHRYSLER
318-440 Wedge & 426
1-1/16 3/4-16 1.420 245-2501
Hemi with thin damper
318-440 Wedge with thick
1-1/16 3/4-16 2.200 240-2501
damper & Viper V10
FORD
1.8L & 2.0L Duratec 19mm M14 x 1.50 1.735 251-2501
4.6L Modular V8 18mm M12 x 1.50 1.800 156-2501
289-460 cid (except 351C) 5/8 5/8-18 2.050 150-2501
351C 5/8 5/8-18 1.800 154-2501
HONDA
B Series (B16/18) 19mm M14 x 1.25 1.350 208-2501 As the crankshaft flexes and twists, the balancer absorbs
MITSUBISHI incredible amounts of kinetic energy. To ensure that the bal-
2.0L (4G63) DOHC 19mm M14 x 1.50 1.525 207-2501 ancer is locked in position, ARP has developed these ultra strong
OLDSMOBILE 200,000 psi bolts that let you exert maximum clamping force.
V8 13/16 3/4-16 1.300 180-2501 Special features include 1/4˝ thick, wide area washer and an extra
PONTIAC tall 12-point head that accepts a deep socket and eliminates the
350-455 cid 5/8 5/8-18 1.580 190-2501 worry of stripping the head.
Red part numbers indicate new items

SQUARE DRIVE BALANCER BOLTS

Application Part No.
ARP offers a special version
BUICK 120-2502
of its rugged 200,000 psi rated
CHEVY
balancer bolt that can accept a
standard 1/2˝ drive ratchet or Small Block 134-2503
breaker bar to facilitate rotating Big Block 135-2503
the crank assembly. CHRYSLER 145-2503

• 1/2˝ square drive forged into bolt head, enabling the rotation FORD
of an engine with any 1/2˝ drive tool 289-460 cid (except 351C ) 150-2503
351C 154-2502
• Made from heat-treated 8740 chrome moly steel with heavy-
duty black oxide finish OLDSMOBILE 180-2502
PONTIAC 190-2502

FUEL PUMP PUSHROD KIT

Stock fuel pump pushrods leave a lot to be desired. In fact,
they’ve been known to break at the most inopportune time. To
provide you with required reliability and improved performance,
ARP has developed these sophisticated and durable pushrods. NOTE: Not for use on roller cams!
They’re made from premium grade aerospace chrome moly and Application Diameter OAL Part No.
centerless ground to precise diameter. A hollow core serves to
Chevy Small Block 1/2 5.750˝ 134-8701
reduce the reciprocating mass, which requires less energy to oper-
ate. The less drag on the motor, the more power available to you! Chevy Big Block 1/2 5.750˝ 135-8701
56

800-826-3045
 THE
ENGINE
CAM BOLT KITS
Install an ARP cam bolt kit and end your camshaft timing worries! ARP quality deliv-
ers increased pre-load clamping force and assures positive timing gear register. Includes

COMPANY
appropriate fasteners for your application. Increased material strength overcomes valve train
harmonics and stress. Added features include oversized bolt head flange for cam button reten-
tion and reduced socket head size to facilitate easy installation and removal. Available in both
High Performance and Pro Series kits.

COMPONENTS
Socket Diameter/ High Perf. Pro Series
Application UHL
Size Thread Size 180,000 psi 200,000 psi
BMW
1.6L Mini Cooper - cam sprocket bolt kit 19mm M12 x 1.5 2.085 206-1001
BUICK
All V6 3/8 5/16-18 .560 123-1001
CHEVROLET
265-454 cid 1/2 5/16-18 .750 134-1001 234-1001
265-454 cid - with oversize head for use with cam button 7/16 5/16-18 .750 300-1001
Gen III/LS Series small block - cam retainer plate bolt kit 10mm M8 x 1.25 20mm 134-1002
Gen III/LS Series small block - cam sprocket bolt kit 10mm M8 x 1.25 25mm 134-1003
CHRYSLER/DODGE
8mm M6 x 1.0 1.825
2.0L DOHC & 2.4L DOHC - cam tower stud kit (head# 4667086) 141-1001
10mm M8 x 1.0 2.115
383-440 Wedge & 426 Hemi - 3 bolt pattern 5/8 3/8-16 .750 144-1001
383-440 Wedge & 426 Hemi - 3 bolt pattern (reduced head, extended length) 3/8 3/8-16 .875 244-1001
FORD, SMALL BLOCK
260-289-302 cid (1965-68) 5/8 3/8-16 1.460 154-1001 254-1001
302-351W cid (1969 & later) 5/8 3/8-16 1.580 155-1001 255-1001
351C, 351-400M 5/8 3/8-16 1.970 154-1002 254-1002
351 SVO - cam retainer plate bolt kit 7/16 1/4-20 .750 250-1001
4.6L Modular V8 - cam sprocket bolt kit (1 per cam required) 18mm M12 x 1.5 1.800 256-1001
FORD, BIG BLOCK
390-428 cid FE Series 5/8 7/16-14 1.750 155-1002 255-1002
429-460 cid 5/8 3/8-16 1.580 155-1001 255-1001
FORD, 4-CYLINDER
2.0L Zetec 18mm M10 x 1.5 1.600 251-1002
PONTIAC
350-455 cid 3/4 1/2-20 1.000 190-1001

OIL PUMP DRIVESHAFT KITS

Many an engine has been destroyed as a result of oil pump driveshaft failure. To cure this all-too-common problem, ARP has
designed an extra heavy-duty shaft that will provide you with the necessary reliability. The shaft is made from heat-treated, premium
grade aerospace chrome moly steel. Moreover, the shaft diameter is a larger diameter than the OEM unit. These features combine to
enable ARP shafts to handle the added torque requirements of increased capacity oil pumps or heavy viscosity lubricants.

CHEVY DRIVES: Made from premium grade 8740 and heat-treated to 190,000 psi, ARP uses a unique manufacturing process where
the alignment sleeve is roll formed onto the shaft (not welded or pinned), enabling the sleeve to float, allowing for slight misalignment.

Application Part No.

CHEVROLET
Small block (all) 134-7901
Big block 135-7901
Big block (+.400 tall deck) 135-7902

IMPORTANT NOTE: Make sure you ALWAYS check

clearances: shaft to block and pump to distributor.
FORD DRIVES: Made from ARP2000 and heat-treated to
220,000 psi. These pump drives feature a CNC milled (not Application Part No.
broached) hex, and has the retaining washer installed. FORD
239-312 Y block 154-7906
289-302 cid & Boss 302 154-7904
351W 154-7901
351C, 351-400M 154-7905
390-428 cid FE Series 154-7902
429-460 cid 154-7903
57

800-826-3045
 GROUP
THE COMPANY INDIVIDUAL
ACCESSORY
BOLT KITS
Just about any fastener type you can think of is available
from ARP in convenient skin-packed cards by product group.
ACCESSORY

Look for them at your favorite performance parts retailer.

And note that all ARP fasteners are proudly manufac-
tured in the U.S.A. in our own factory. It will pay you to
invest in the best.
For your convenience, ARP has taken the most
popular combinations and compiled complete Engine &
Accessory Bolt Kits. You’ll find them all on page 61 of this
catalog. Each kit contains about a dozen different fastener
groups. They’re available for engines ranging from Briggs
& Stratton to big block Chevy, Ford and Chrysler power-
plants.
Also available, display skin-packed in groups of five are
“bulk” fasteners that are offered in coarse, fine and metric
threads. These 5-packs come in a wide array of lengths, ranging from
about 1/2˝ to 5 inches. They are offered in polished stainless steel or in
black oxide chrome moly. You can also get companion 5-packs of nuts
and washers. See the complete listing on page 82.

ALTERNATOR STUD KITS

Strange as it may seem, there have been many races lost in
oval track, off-road and endurance competition due to the OEM
alternator stud failing and the subsequent loss of electrical power.
To prevent this from ever happening, conscientious engine build-
ers rely on ARP’s “bulletproof ” alternator studs. They’re made
from a premium grade 8740 chrome moly steel alloy and heat-
treated to a nominal 200,000 psi tensile strength. They are very Coarse Thread Fine Thread
Description OAL Part No.
Length Length
rigid and won’t bend under the stress of competition, eliminating
7/16 stud 5.000 1.000 1.000 300-0501
problems with alternator pulley alignment. Here’s more reliable
“insurance” from the innovators at ARP. Available in 5.000˝ and 7/16 stud 5.250 1.000 1.000 300-0502
5.250˝ lengths. Includes a 12-point nut and flat washer.

COIL BRACKET BOLT KITS

Add a touch of class to your coil bracket installation with an
ARP bolt kit. Available in black oxide finished chrome moly or Black Oxide Stainless 300
rust-proof stainless steel, as well as with a conven- Application
Hex 12-Point Hex 12-Point
tional hex head or compact 12-point (great CHEVY 130-2302 130-2301 430-2302 430-2301
for use with those coils mounted in tight, CHEVY LS
hard-to-reach places). Washers included. SERIES SMALL 134-2302 134-2301 434-2302 434-2301
Coil bracket bolts also included in ARP’s BLOCK

popular Engine & Accessory kits. FORD 150-2302 150-2301 450-2302 450-2301

DISTRIBUTOR STUD KITS

One of the most critical – yet often overlooked – fasteners Black Oxide Stainless 300
used in any engine locks the timing in place. ARP offers these Application
Hex 12-Point Hex 12-Point
premium grade studs, which are equipped CHEVY 130-1702 130-1701 430-1702 430-1701
with vibration-resistant J-form threads,
FORD 150-1702 150-1701 450-1702 450-1701
in your choice of black oxide finished
PONTIAC 190-1702 190-1701 490-1702 490-1701
chrome moly or rust-proof stain-
less steel. Select from conventional
hex or space-saving 12-point nuts.
Washers included.
58

800-826-3045
 THE
ACCESSORY
Application
Black Oxide
Hex 12-Point
Stainless 300
Hex 12-Point FRONT COVER,
CHEVROLET
3/8 alternator pivot bolt kit 430-3303 430-3304 WATER PUMP
All V8, timing cover bolt kit 200-1502 200-1501 400-1502 400-1501
& ALTERNATOR

COMPANY
All V8, water pump, long bolt kit 130-3202 130-3201 430-3202 430-3201
All V8, alternator bracket bolt kit 130-3302 130-3301 430-3302 430-3301
Gen III/LS Series small block, timing cover 134-1501 134-1502 434-1501 434-1502 We have an assortment
Gen III/LS Series small block, water pump with
134-3201 134-3202 434-3201 434-3202 of premium quality
thermostat housing bolts
Gen III/LS Series small block, rear motor cover 134-1503 134-1504 434-1503 434-1504
stainless steel and black
CHRYSLER oxide finish 8740 chrome
KB Hemi, timing cover stud kit 245-1511 245-1501 445-1511 445-1501 moly bolts for the
FORD most popular appli-

GROUP
289-302, aluminum timing cover & water pump 154-1504 154-1503 454-1504 454-1503 cations. Washers
289-302, cast-iron timing cover & water pump 154-1502 154-1501 454-1502 454-1501 included. These bolts
351W, alternator bracket bolt kit 150-3302 150-3301 450-3302 450-3301 are also available as part of our
PONTIAC complete Engine & Accessory Kit
All V8, alternator bracket bolt kit 190-3302 190-3301 490-3302 490-3301
packages (see page 61 for details).
All V8, timing cover and water pump 190-1502 190-1501 490-1502 490-1501

Absolute security is yours with ARP’s durable fuel pump

bolts. Your choice of black oxide finished chrome moly steel or
rust-proof stainless steel. Both are nominally rated at 170,000
psi and considerably stronger than Grade 8 hardware. Hex or
FUEL PUMP 12-point head. Washers included.

BOLT KITS Application

Hex
Black Oxide
12-Point
Stainless 300
Hex 12-Point
CHEVROLET 130-1602 130-1601 430-1602 430-1601
PONTIAC 190-1602 190-1601 490-1602 490-1601

Application Dia. UHL

Black Oxide
Hex 12-Point
Stainless 300
Hex 12-Point
HEADER BOLTS
BUICK
ARP manufactures premium grade bolt kits
350-455 cid, 14 pcs. 3/8 .750 120-1101 120-1201 420-1101 420-1201 to facilitate installation of exhaust headers in
CHEVROLET, SMALL BLOCK both stainless steel or 8740 chrome moly steel.
12 pieces 3/8 .750 100-1101 100-1201 400-1101 400-1201 The Stainless 300 material is not affected by
12 pieces, drilled 3/8 .750 100-1103 100-1203 400-1103 400-1203 corrosion or extreme heat, making it ideal for
12 pieces 3/8 1.000 100-1111 100-1211 400-1111 400-1211 the application. What’s more, the compact
CHEVROLET, BIG BLOCK
12-point nut version lets you easily slip a socket
16 pieces 3/8 .750 100-1102 100-1202 400-1102 400-1202
close to the pipe. Each ARP bolt kit includes
16 pieces, drilled 3/8 .875 400-1104 400-1204
16 pieces 3/8 1.000 100-1112 100-1212 400-1112 400-1212
the specific number of parts for your applica-
CHRYSLER tion, plus premium-quality washers and hex or
318-340-360 Wedge, 14 pcs. 5/16 .750 144-1102 144-1202 444-1102 444-1202 12-point nuts, as required. The black oxide
FORD finished chrome moly bolts and stainless steel
16 pieces 3/8 .750 100-1102 100-1202 400-1102 400-1202 fasteners are nominally rated at 170,000 psi
OLDSMOBILE tensile strength. Specially drilled “NASCAR”
330-455 cid, 14 pcs. 3/8 .750 180-1101 180-1201 480-1101 480-1201 models available for those who wish to safety
UNIVERSAL
wire their header bolts to prevent loosening.
12 pcs., 5/16˝ wrenching 3/8 .750 100-1107 100-1207 400-1107 400-1207
16 pcs., 5/16˝ wrenching 3/8 .750 100-1108 100-1208 400-1108 400-1208
12 pcs., 5/16˝ wrenching 3/8 1.000 100-1109 100-1209 400-1109 400-1209
16 pcs., 5/16˝ wrenching 3/8 1.000 100-1110 100-1210 400-1110 400-1210
16 pcs., 3/8˝ socket, drilled 3/8 .750 400-1105 400-1205
12 pcs., 3/8˝ socket, drilled 3/8 .875 400-1106 400-1206

THERMOSTAT HOUSING BOLTS

These premium grade bolts Black Oxide Stainless 300
are engineered to properly engage Application UHL
Hex 12-Point Hex 12-Point
the manifold threads and resist CHEVY (3 PC) 1.00/2.00 130-7402 130-7401 430-7402 430-7401
loosening. They’re application-
CHEVY LS SERIES 134-7402 134-7401 434-7402 434-7401
specific, and come in your choice 20mm
SMALL BLOCK
of black oxide finished chrome FORD FE 2.250 155-7402 155-7401 455-7402 455-7401
moly or rust-proof stainless steel, FORD 351W 0.875 150-7402 150-7401 450-7402 450-7401
with handy 12-point or standard
PONTIAC 1.000 190-7402 190-7401 490-7402 490-7401
hex heads. Washers included.
59

800-826-3045
 GROUP
THE COMPANY INTAKE MANIFOLD B0LTS
Black Oxide Stainless 300
Application
Hex 12-Point Hex 12-Point
AMC
290-343-390 cid, uses 3/8˝ socket 114-2001 414-2001 414-2101
BUICK
ACCESSORY

3.8L V6 123-2001 423-2001

215 cid, uses 3/8˝ socket 124-2001 124-2101 424-2001 424-2101
CHEVROLET
265-400 cid, factory OEM 134-2001 134-2101 434-2001 434-2101 Prevent intake manifold leaks with
305-350 Vortec, fits most aftermarket alum. intakes 134-2002 134-2103 434-2002 434-2102 ARP’s quality fasteners. They’re super
LS1, LS4, LS6, 4.8L-RL4, 5.3L-LM7, 6.0L-LQ4 130-2001 130-2101 430-2001 430-2101 strong and precision machined for
Gen III/ LS Series small block, valley cover bolts 134-8001 134-8002 434-8001 434-8002 optimum thread engagement. Wide
396-454 cid, 1.250˝ U.H.L 135-2001 135-2101 435-2001 435-2101 underhead flange and companion wash-
502 cid, 1.500˝ U.H.L 135-2002 435-2002 435-2102 ers provide even load
CHRYSLER
distribution. Precision
318-440 Wedge, uses 3/8˝ socket 144-2001 144-2101 444-2001 444-2101
rolled threads prevent
FORD
galling while promot-
260-289-302-351W, uses 3/8˝ socket 154-2001 154-2101 454-2001 454-2101
ing more consistent
351C, 351-400M 154-2004 154-2104 454-2004 454-2104
torque loading. Also
390-428 cid FE Series 155-2002 155-2102 455-2002 455-2102
429-460 cid 155-2005 155-2105 455-2001 455-2101
facilitates optimum sealing of gasket
PONTIAC
surfaces. Available in choice of black
350-455 cid, uses 3/8˝ socket 194-2001 194-2101 494-2001 494-2101
oxide finished chrome moly or corro-
Red part numbers indicate new items
sion resistant stainless steel, as well as
hex or 12-point heads. Both materials
OIL PAN are nominally rated at 170,000 psi.
Washers included.
BOLTS
Black Oxide Stainless 300
Application
Hex 12-Point Hex 12-Point
CHEVROLET
265-400 cid 234-1802 234-1801 434-1802 434-1801
Gen III/LS Series small block 134-6901 134-6902 434-6901 434-6902
396-454 cid 235-1802 235-1801 435-1802 435-1801
ARP’s premium grade pan bolts CHRYSLER
combine sealing efficiency with good 318-340-360 Wedge & 318-360 Magnum 200-1802 200-1801 400-1802 400-1801
looks. They are available in black oxide FORD
finished chrome moly steel or rust- 289-302-351C & 351W (early model) 254-1802 254-1801 454-1802 454-1801
proof stainless steel. Also, take your pick 302-351W (late model with side rails) 254-1804 254-1803 454-1804 454-1803
from conventional hex bolt heads and a 390-428 cid FE Series 255-1802 255-1801 455-1802 455-1801
space-saving 12-point design. Includes PONTIAC
washers. For details on ARP oil pan stud 350-455 cid 200-1802 200-1801 400-1802 400-1801
kits refer to page 50 of this catalog.

VALVE COVER BOLT KITS

Black Oxide Stainless 300
Application
Hex 12-Point Hex 12-Point
CAST ALUMINUM COVERS
Bolt kit, 1/4-20, 8 pieces 100-7507 100-7503 400-7507 400-7503
Bolt kit, 1/4-20, 14 pieces 100-7504 100-7508 400-7508 400-7504
Chevy, Gen III/LS Series small block 100-7524 100-7523 400-7529 400-7530
STAMPED STEEL COVERS
350 Chevy, center bolted valve cover 100-7509 100-7510 400-7509 400-7510
Bolt kit, 1/4-20, 8 pieces 100-7505 100-7501 400-7505 400-7501
Bolt kit, 1/4-20, 14 pieces 100-7506 100-7502 400-7506 400-7502

ARP offers special valve cover bolts both as individual packages, or and nuts or compact, easy access 12-point designs. The heads feature a
included in complete Engine & Accessory Kits (see page 61). The bolts wide base for better load distribution and sealing (helps prevent those
are offered in a choice of chrome moly steel with a black oxide finish pesky gasket leaks), while the compact head is easily accessed. Kits are
or corrosion-proof polished stainless steel (ARP Stainless 300 material) shipped with the required flat washers. ARP also manufactures valve
Additionally, you have a choice between conventional hex head bolts cover stud kits, which are listed on page 48 of this catalog.
60

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 THE
ACCESSORY
ENGINE & ACCESSORY
FASTENER KITS
It’s easy to assemble a show-quality engine when you use

COMPANY
ARP’s handy Engine & Accessory Fastener Kit. Virtually every-
thing you need comes completely organized in one convenient
package (no need to deal with twelve different part numbers)!
More importantly, each and every fastener is superior in strength
to the OEM bolts, and also significantly better than hardware
grades (even Grade 8). You have a choice of two premium quality
materials and finishes.

GROUP
Traditionalists will appreciate the strength and functionality
of ARP’s heat-treated 8740 Chrome Moly steel alloy bolts, which
feature a black oxide finish.
Those who desire a dazzling engine will no doubt prefer Everything you need to attach components
fasteners made of ARP’s specially alloyed Stainless 300 material,
which has the added benefit of being virtually impervious to rust and accessories from a long block on up is
and corrosion. The stainless steel is polished to achieve a brilliant packaged in one economical, convenient kit!
luster, and provides a distinctive, maintenance-free environment.
Each kit has a dozen different type fasteners, all neatly organized J Intake manifold bolts J Oil pan bolts
and labeled in protective vacuum-wrapped packages. J Valve cover bolts J Coil bracket bolts
Both materials are nominally rated at 170,000 psi tensile J Thermostat housing bolts J Header bolts
strength and come in both hex and 12-point heads.
J Alternator bracket bolts J Front cover bolts
Please note that these kits are designed for carbureted engines.
J Distributor bracket bolts J Water pump bolts
Newer EFI applications may require the purchase of additional
fasteners. J Motor mount bolts J Fuel pump bolts
• Each Kit Contains 12 Groups of Fasteners
(except for Briggs & Stratton)
• Black Oxide Finish 8740 Chrome Moly Steel or Stainless
Polished Steel
• Stronger Than Any Hardware Grades
• Choice Of Hex or 12-Point Heads
• Available For All Popular Engine Types
• 100% Satisfaction Guaranteed.
• Save Time, Money and Hassles!
Black Oxide Stainless 300
Application
Hex 12-Point Hex 12-Point
BRIGGS & STRATTON
4-cycle, 5 horsepower Jr. Dragster 500-9601 500-9501
CHEVROLET
350-400 cid with or without headers (1986 & earlier) ➊ 534-9801 534-9701 534-9601 534-9501
305-350 cid with headers (1987-95) 534-9802 534-9702 534-9602 534-9502
350 LT1-LT4 with headers (1992-97) 534-9803 534-9703 534-9603 534-9503
305-350 Vortec with headers (1996 & later) except LS1 and LS6 534-9804 534-9704 534-9604 534-9504
Gen III/LS Series small block with or without headers 534-9805 534-9705 534-9605 534-9505
396-454 cid ➊ 535-9801 535-9701 535-9601 535-9501
CHRYSLER
318-340-360 Wedge ➊ 544-9801 544-9701 544-9601 544-9501
383-440 Wedge 545-9801 545-9701 545-9601 545-9501
FORD
289-302 cid ➊ 554-9801 554-9701 554-9601 554-9501
Boss 302 ➊ 554-9802 554-9702 554-9602 554-9502
351 Cleveland 554-9804 554-9704 554-9604 554-9504
351 Windsor ➊ 554-9803 554-9703 554-9603 554-9503
390-428 FE Series 555-9802 555-9702 555-9602 555-9502
429-460 cid ➊ 555-9801 555-9701 555-9601 555-9501
PONTIAC
350-455 cid ➊ 594-9801 594-9701 594-9601 594-9501
➊ 1987 & newer EFI engines or those with aftermarket components may require additional fasteners be purchased Red part numbers indicate new items
61

800-826-3045
THEDRIVELINE
COMPANY

FLYWHEEL BOLT KITS

Application UHL Thread Size High Perf. Pro Series
BMC
1600cc A Series .900 3/8-24 206-2802
CHEVROLET
90° V6 & 265-454 V8 with 2pc. rear seal 1.000 7/16-20 100-2801 200-2802
90° V6 & 305-502 V8 with 1pc. rear seal 1.000 7/16-20 200-2807
Gen III/LS Series small block .880 M11 x 1.5 330-2802
V8 with Tilton flywheel, uses 1/2˝ socket .875 7/16-20 330-2801
Flywheel and Flexplate bolts play an CHRYSLER
important role in the performance and SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .875 7/16-20 240-2801
safety of race cars and street machines
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .875 1/2-20 245-2801
alike. That’s why the fastener experts at
FORD
ARP have developed special bolts that are
1.8L & 2.0L Duratec .990 M12 x 1.0 251-2802
far superior to OEM hardware. ARP offers
2.0L Zetec .900 M11 x 1.0 251-2801
two styles of Flywheel/Flexplate bolts: 2000cc Pinto 1.150 M10 x 1.0 151-2801
High Performance and Pro Series. They 4.6L & 5.4L Modular V8 1.000 M10 x 1.0 254-2801
are both forged from aerospace alloy and 289-460 V8 1.000 7/16-20 100-2801 200-2802
heat-treated prior to thread rolling and 351 NASCAR V8, uses 3/4˝ socket .925 7/16-20 350-2802
machining. Both feature an exclusive, flat, V8 with Tilton flywheel, uses 1/2˝ socket .950 7/16-20 350-2801
12-point head design and larger than stock HONDA
1.5L & 1.6L SOHC, D Series (6 pcs.) .990 M12 x 1.0 208-2801
shank diameter for increased strength and
1.6L, 1.7L, 1.8L & 2.0L DOHC, B Series (8 pcs.) .990 M12 x 1.0 208-2802
improved flywheel register. The popu-
PONTIAC
lar High Performance series is rated at Iron Duke 4 cylinder (12 pcs.) .750 7/16-20 291-2801
180,000 psi, and the premium grade Pro 350-455 V8 with washers (6 pcs.) 1.000 1/2-20 290-2802
Series, originally developed for NASCAR ROVER
Winston Cup competition, has a 200,000 K Series (8 pcs.) .826 M10 x 1.0 206-2803
psi rating. Complete with washers and TOP FUEL
nuts where applicable. 8740 with washers (200,000 psi) 1.000 1/2-20 200-2804
L19 with washers (260,000 psi) 1.000 1/2-20 200-2805
TOYOTA
1.6L (4AGE) DOHC (8 pcs.) 1.050 M10 x 1.25 203-2802
2.0L (3SGTE) DOHC (8 pcs.) 1.000 M12 x 1.25 203-2801
2.2L (20R) & 2.4L (22R) (6 pcs.) 1.040 M11 x 1.25 203-2803
NOTE: The thread size of metric fasteners is listed VAUXHALL/OPEL
using international designations. For example, 2.0L .985 M10 x 1.25 209-2801
“M10” indicates a 10mm thread size. Red part numbers indicate new items
62

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 THE
DRIVELINE
FLEXPLATE BOLT KITS
Application UHL Thread Size High Perf. Pro Series
CHEVROLET

COMPANY
90° V6 & 265-454 V8 with 2pc. rear seal .680 7/16-20 100-2901 200-2902
90° V6 & 305-502 V8 with 1pc. rear seal .725 7/16-20 200-2906
Gen III/LS Series small block .880 M11 x 1.5 244-2901
CHRYSLER
SL6, 3.9L V6 & 273-440 V8 w/ 6 bolt crank .500 7/16-20 200-2903
Aftermarket 383-440 V8 & Hemi w/ 8 bolt crank .500 1/2-20 200-2905
5.9L 12V & 24V Dodge/Cummins diesel .700 M12 x 1.25 147-2901
FORD
2000cc & 2300cc Pinto .800 M10 x 1.0 251-2901
289-460 V8 .680 7/16-20 100-2901 200-2902
4.6L & 5.4L Modular V8 .800 M10 x 1.0 254-2901
PONTIAC
350-455 V8 .675 1/2-20 200-2904
Red part numbers indicate new items

TORQUE CONVERTER BOLTS

You can forget about the problem of
Application UHL Thread Size Pro Series shearing a torque converter bolt after you
CHRYSLER install these super strong 200,000 psi gems.
Torqueflite 727 & 904 w/ production converter .450 5/16-24 240-7301 They are designed for each specific applica-
Torqueflite 727 & 904 w/ aftermarket converter .500 7/16-20 240-7302
tion and provide the optimum grip. Kits
come with hardened parallel-ground washers.
GENERAL MOTORS
Powerglide, TH350 & TH400 w/ production converter .750 3/8-24 230-7301
Powerglide, TH350 & TH400 w/ most aftermaket converter .725 7/16-20 230-7302
Powerglide, TH350 & TH400 w/ race converter - 1/2” thick tabs 1.250 7/16-20 230-7303
200, 700, 4L60 & 4L80 (3pcs. car) .590 M10 x 1.5 230-7304
200, 700, 4L60 & 4L80 (6pcs. truck) .590 M10 x 1.5 230-7305
Universal IMCA Brenn drive flange kit (6 bolts) 1.250 7/16-20 230-7306

Red part numbers indicate new items

AUTO TRANS PAN BOLT KITS

Here’s another area in which ARP provides a
Application 12-Point superior strength fastener that will provide bet-
ter reliability than the OEM hardware. Made of
GENERAL MOTORS
rust-proof stainless steel, they’re attractive, too.
Turbo 350-400 430-0401
Includes washers.

CLUTCH COVER/PRESSURE PLATE BOLT KITS

The importance of pressure plate bolts in a rac-
ing or hi-performance street application cannot be Application Thread Size High Perf. Pro Series
emphasized nearly enough. These fasteners play a CHEVROLET
key role in both the performance and safety of a 265-502 V8 3/8-16 130-2201 230-2202
vehicle. Because of this, ARP has developed special V8 with Tilton flywheel and 3 disk AP clutch 5/16-24 330-2202
pressure plate bolts that are application specific to V8 with Tilton flywheel (1.500 UHL bolts) 5/16-24 330-2203
ensure the optimum grip length. ARP offers High
Gen III/LS Series small block M10 x 1.50 134-2201
Performance Series bolts that are made from a
FORD
premium grade chrome moly and hardened to a
289-460 V8 (1985 & earlier) 5/16-18 150-2201 250-2201
nominal tensile strength of 180,000 psi.
302-351W V8 (1986-95) M8 x 1.25 150-2202
The Pro Series bolts, originally developed
for NASCAR Winston Cup competi- V8 w/ Tilton flywheel and 3 disk AP clutch (hex) 5/16-24 350-2202
tion, are stronger and rated at 200,000 V8 w/ Tilton flywheel and 3 disk AP clutch (12pt) 5/16-24 350-2203
psi. Both models feature a large HONDA
diameter, low-profile SOHC D Series (6 pcs.) M8 x 1.25 108-2201
design. Complete DOHC B Series (9 pcs.) M8 x 1.25 108-2202
with washers. PONTIAC
350-455 V8 3/8-16 190-2201 290-2201

Red part numbers indicate new items 63

800-826-3045
THEDRIVELINE
COMPANY BELLHOUSING STUD KITS
Here’s just what you need to secure a bellhous-
Application Dia. Length Pro Series Stainless
ing in place. The studs are designed with a radiused
head to position the bellhousing and accept nuts Chevy, Chrysler KB Hemi 3/8 2.000 245-0901 445-0901
without the fear of cross-threading. Choice of rug-
Top fuel motor plate, std. 7/16 2.400 245-0201
ged 8740 heat-treated alloy or rust-proof stainless
steel. Complete with nuts and flat washers. Top fuel motor plate, w/ 1/4˝ spacer 7/16 2.150 245-0202

PUMP & LOWER PULLEY BOLTS

To provide the reliabil- Application Thread UHL Socket Size High Perf. Stainless
ity required in racing and
LOWER PULLEY
high performance street
applications, ARP offers CHEVROLET

premium grade 170,000 SB & BB, 12 pt, 3-pc. 3/8-24 .750 3/8 430-6801
psi fasteners to securely SB & BB, 12 pt, 3-pc. 3/8-24 2.125 1/2 334-6801
attach the water pump FORD
and lower pulleys. You
12 pt, 3-pc. 3/8-16 1.000 3/8 350-6801 450-6803
can count on them to per-
form. Washers included. 12 pt, 4-pc. 3/8-16 1.000 3/8 350-6802 450-6803

WATER PUMP PULLEY, 12 PT

12 pt, 4-pc. 5/16-24 .750 3/8 430-6802

STAINLESS STEEL REAR END COVER

Here’s an easy way to enhance the appearance of any GM 10 or
Application UHL Thread Part No. 12-bolt rear end setup. ARP’s stainless steel rear end cover bolts
GM offer a lustrous contrast to a painted OEM cover or perfectly
10-bolt .750 5/16-18 437-3001 compliment a chrome plated aftermarket ver-
12-bolt .750 5/16-18 437-3002
sion. These sturdy 170,000 psi bolts are much
stronger than stock (or even Grade 8)
hardware, have precision machined
threads for secure engagement,
and won’t rust. The best! Washers
included.

MOTOR MOUNT BOLTS

Secure any engine with complete confidence with ARP’s rugged motor mount bolts.
You can choose between black oxide finished 8740 chrome moly or corrosion-resistant
stainless steel; choice of hex or 12-point head. Kits come complete with flat washers.

Black Oxide Stainless 300

Application
Hex 12-Point Hex 12-Point
CHEVROLET
V6 & V8 mount to block 130-3102 130-3101 430-3102 430-3101
V6 & V8 mount to frame 130-3105 430-3105
Gen III/LS Series small block
134-3102 134-3101 434-3102 434-3101
mount bracket to block
FORD
289-302-351W 150-3102 150-3101 450-3102 450-3101
PONTIAC
All V8 190-3102 190-3101 490-3102 490-3101

64

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 THE
DRIVELINE
RING GEAR BOLT KITS
The tremendous shock loads generated at launch by most any drag racing vehicle equipped
with today’s sticky tire compounds or the acceleration and deceleration of oval track cars

COMPANY
put considerable strain on the ring gear. For this reason, the fastener experts at ARP have
developed the Pro Series ring gear bolts. They’re forged from premium grade 8740 chrome
moly steel and are heat-treated to a nominal rating of 200,000 psi tensile strength. Specially
hardened, precision-ground washers are included where required. Available to fit most any ring
gear setup ranging from popular 9˝ Ford GM 10 & 12-bolt rear ends to the beefy Strange differentials
found in Top Fuel and Funny Car applications.
Application UHL Thread Part No.
TECH NOTE CHRYSLER
7 1/4˝ and 8 3/4˝ (1972 & earlier) .390 grip .835 3/8-24 LH 240-3001
It is critically important to properly tighten
ring gear bolts and make sure they don’t Clutch-type LSD- case half bolts with washers 2.800 3/8-24 LH 250-3006
loosen. This is especially important in drag FORD
cars with tire shake. It’s also a good idea to 8˝ ring gear bolt kit with washers .940 7/16-20 250-3009
check bolt tightness on a routine basis. If you 9˝ uses 5/8˝ socket .940 7/16-20 250-3002
use a locking compound (like Loc-Tite), it is
8.8˝ and 9˝ uses 3/4˝ socket .750 7/16-20 250-3003
best to install the ring gear first without any
compound, then remove the bolts one at a Ring gear bolt kit with washers, 1/2˝ shank 1.060 7/16-20 350-3004

time, reinstalling them with the compound. Be GENERAL MOTORS

sure and torque each bolt before going on to 10 and 12-bolt .800 3/8-24 230-3001
the next one, because the Loc-Tite sets up fast. Camaro/Pickup Truck .850 7/16-20 LH 230-3002
Install and torque the bolts in an alternating or STRANGE
crossing pattern to distribute the load evenly
Top Fuel differential with washers 1.200 7/16-20 250-3001
around the ring gear.
VOLKSWAGEN
VW 020 ring gear bolt kit with 12pt nuts 1.200 M9 x 1.00 204-3001
VW 02A ring gear bolt kit with 12pt nuts 1.180 M10 x 1.25 204-3002
VW 02M ring gear bolt kit with 12pt nuts 1.100 M9 x 1.00 204-3003

Red part numbers indicate new items

Application UHL Thread Part No.

CARRIER FORD

FASTENERS 8˝ carrier bearing stud kit

8˝ and 9˝ pinion support bolt kit
2.600
1.000
7/16-14,7/16-20
3/8-16
250-3008
250-3007

When assembling a rear end, optimum reliability can 9˝ carrier bearing stud kit 3.250 1/2-13, 1/2-20 250-3004
be obtained by employing these rugged chrome moly bolts 9˝ carrier bearing stud kit, H case (hex) 3.400 1/2-13, 1/2-20 250-3012
and studs. 9˝ carrier bearing stud kit, H case (12pt) 3.400 1/2-13, 1/2-20 250-3013
9˝ housing stud kit (10 pcs.) 1.645 3/8-24 250-3005
9˝ pinion support stud kit (12 pt, ss) 2.000 3/8-16, 3/8-24 250-3010
9˝ pinion support stud kit (hex, ss) 2.000 3/8-16, 3/8-24 250-3011
9˝ pinion support stud kit (12 pt, blk) 2.000 3/8-16, 3/8-24 250-3020
9˝ pinion support stud kit (hex, blk) 2.000 3/8-16, 3/8-24 250-3021

Red part numbers indicate new items

BRAKE HAT BOLT KITS

The perfect upgrade for many original brake hat bolts, this ARP kit features bolts pro-
duced from only the finest quality 8740 chrome moly. Features an exclusive 12-point cap
screw design and appropriate grip length per the application. All ARP brake hat bolts are
drilled to permit safety wiring. Rated 200,000 psi tensile strength.

Application UHL Part No.

5/16-24 with washers .880 300-0801
5/16-18 with washers .850 300-0802
1/4-28 (48 pcs.) .750 300-0803
65

800-826-3045
THEDRIVELINE
COMPANY
WHEEL STUDS
ARP’s heat-treated 8740 chrome moly wheel studs are a
much-needed replacement for any car engaged in oval track
or drag racing competition. They have a tensile strength of
200,000 psi and are able to easily handle the tremendous
acceleration shock loads (shear) and lateral forces (elonga-
tion) found in racing. The studs are sold in 4 or 5 packs and
are cadmium plated for extra durability. Nuts not included.
Now available for all popular applications, including General
Motors, Ford, Honda and Chrysler replacements, as well as
for oval track racing and aftermarket street and strip axles.
A L1 L2 L3 Thread
Application Part No.
Knurl Dia. UHL Knurl Length Nose Length Size
CHRYSLER
Chrysler, rear .680 3.125 .400 .400 1/2-20 100-7705
DODGE
Neon, front .585 2.450 .256 .360 M12 x 1.5 100-7721
FORD
Ford, rear disc brakes/Chrysler front .625 3.500 .400 .437 1/2-20 100-7703
Ford, front disc brakes, early .618 3.050 1.000 .250 1/2-20 100-7707
Mustang II front .554 3.435 .390 .435 1/2-20 100-7714
Mustang (2005 & later) front .550 3.315 .300 .300 1/2-20 100-7722
Mustang (2005 & later) rear .615 3.115 .300 .300 1/2-20 100-7723
GM
Late GM drum brake .486 3.165 .420 .308 7/16-20 100-7701
Late GM disc brake and early drum brake .580 3.200 .300 .305 7/16-20 100-7702
Late GM Camaro, Firebird, Corvette .509 2.500 .315 none M12 x 1.5 100-7708
Late GM Camaro, Firebird, Corvette .509 3.250 .315 none M12 x 1.5 100-7713
HONDA
Stock replacement (1996 & earlier) 4 pack .485 1.850 .275 .350 M12 x 1.5 100-7709
Stock replacement (1997 & later) 5 pack .485 1.850 .275 .350 M12 x 1.5 100-7710
Extended length (1996 & earlier) 4 pack .485 2.850 .275 .350 M12 x 1.5 100-7711
Extended length (1997 & later) 5 pack .485 2.850 .275 .350 M12 x 1.5 100-7712
LEXUS
IS 300 .558 2.600 .230 none M12 x 1.5 100-7715
MAZDA
Miata, front and rear (1990-93) & front (1994-05) 4 pack .507 2.750 .335 .350 M12 x 1.5 100-7719
Miata, rear (1994-05) 4 pack .579 2.750 .300 .350 M12 x 1.5 100-7720
MITSUBISHI
Lancer EVO VIII .565 3.000 .270 .350 M12 x 1.5 100-7717
SUBARU
WRX .565 3.000 .270 .350 M12 x 1.25 100-7716
TOYOTA
Celica GTS (1986-89) front .565 2.340 .325 .363 M12 x 1.5 100-7718
OTHERS
Aftermarket axles, 12 pt style head none 3.470 none .500 1/2-20 100-7704
Speedway Eng, Pro 4 disc .568 2.970 .710 .465 1/2-20 100-7706
Red part numbers indicate new items

DRIVE PLATE SPRINT CAR

BOLT KITS DRIVE PINS
Developed for racers who leave
nothing to chance, ARP’s spe- ARP sprint car drive pins feature a broached
cial drive plate bolts have many hex for ease of installation and proper pre-load while
important features, including use the rounded end facilitates quick, positive wheel location.
of a premium grade chrome moly alloy, All critical shear points feature a large radius for improved reli-
heat-treating to 200,00 psi, J-form thread roll- ability and maximum load carrying capacity. Drive pins are rated
ing after heat-treat and a special profile. The 200,000 psi tensile strength.
bolts come with special precision-ground washers.

Application UHL Part No. Application UHL Part No.

7/16-14, 12 pt, drilled (8 pcs.)* 1.500 200-3401 Front, 2.450˝ OAL 1/2-20 200-2601
7/16-14, 12 pt, drilled (5 pcs.)* 1.500 200-3402 Rear, 3.275˝ OAL 1/2-20 200-2602

66 *For use with most “Wide Five” drive hubs

800-826-3045
 Bullet-shaped

the
nascar
nut-starter nose
190,000 PSI chrome moly

Precision J-form threads

company
NOTE: The products listed in this section have been designed to comply
with NASCAR® rules. No specific endorsement by NASCAR® is implied. Threads rolled
after heat treat
Available in
SPEED STUDS ™ 5-piece packs

specialties
Baked-on dry film
lubricant

Head fits all

popular hubs

Custom sizes available

Because races can be won or lost in the pits, the engineers at ARP
set about to create the ultimate oval track competition wheel stud
that facilitates accurate wheel positioning and quicker release/tight- L1 - Thread Length L2 - UHL L3 - Knurl Length Kit Number
ening of lug nuts. ARP’s new “Speed Studs” (and companion “Speed Fine Thread (Thread specs - 5/8-18, Knurl Diameter - .660)
Nuts”) are so good that a large number of NASCAR teams in Sprint 1.600 2.450 .500 300-7710
Cup, Nationwide and Camping World Truck series use them exclu- 1.700 2.550 .600 300-7711
sively. They’re made from heat-treated 190,000 psi chrome moly 1.750 2.600 .650 300-7725
steel and feature precision J-form threads (formed after heat-treat for 1.800 2.650 .700 300-7712
improved fatigue strength), exclusive nut-starter and bullet shape radius 1.850 2.700 .750 300-7726
that all but eliminates cross-threading, shot-peening, special baked-on 1.900 2.750 .675 300-7705
dry film lubricant (reduces possibility of galling and assures consis- 1.950 2.800 .850 300-7727
tent clamp loads), and double magnaflux inspection. A new head 2.000 2.850 .900 300-7713
design is employed that fits the registers of all popular hubs without 2.050 2.900 .825 300-7706
grinding, and studs are available in 27 underhead lengths to provide you 2.100 2.950 1.000 300-7714
with the optimum thread engagement for your particular setup. The 2.150 3.000 1.050 300-7728
finest studs available! 2.200 3.050 1.100 300-7715
2.250 3.100 1.150 300-7734

SPEED NUTS ™ 2.300

2.350
3.150
3.200
1.200
1.250
300-7716
300-7729
190,000 PSI tensile strength 2.400 3.250 1.200 300-7707
Nut face profile radiused
2.450 3.300 1.250 300-7730
2.500 3.350 1.400 300-7717
2.550 3.400 1.350 300-7708
Baked-on dry 2.600 3.450 1.500 300-7718
film lubricant 2.650 3.500 1.550 300-7731
2.700 3.550 1.600 300-7719
2.750 3.600 1.550 300-7709
Available in
2.800 3.650 1.700 300-7720
10-piece packs
2.850 3.700 1.750 300-7732
Designed for professional racing environments where split- 2.900 3.750 1.800 300-7721
second improvements in pit stop times can make the winning 2.950 3.800 1.850 300-7733
difference, and “unbustable” reliability is an absolute must. ARP’s 3.000 3.850 1.900 300-7722
Speed Nuts feature a profiled nut face for easy installation, quick- 3.100 3.950 2.000 300-7723
er socket releases and resistance to jamming. They’re made from 3.200 4.050 2.100 300-7724
premium heat-treated chrome moly that’s nominally rated at Coarse Thread (Thread specs - 5/8-11, Knurl Diameter - .685)
190,000 psi tensile strength, shot-peened to remove stress risers 1.900 2.650 .500 300-7806*
and double magnafluxed after heat-treating and thread-forming 1.850 2.650 .950 300-7803*
to assure 100% metallurgical integrity. Coated with Alumotef 3.220 4.031 .750 300-7804*
III gold coating. Speed Nuts are ready for “instant” use (thread * These kits have black oxide finish.
chasing not required). Note: All Speed Stud applications fit Stock Car Products
and Speedway Engineering Hubs without grinding or
Application UHL Part No. modifications.
NASCAR, 10-piece, fine 5/8-18 300-7801
IMCA Wide 5, 10-piece, coarse 5/8-11 300-7802
67

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 SPECIALTIES
THE COMPANY

No. 07 Jack Daniel’s car, driven by Casey Mears Jeff Burton drives the Caterpillar Chevy for Richard Childress Racing
NASCAR

INTAKE MANIFOLD BOLT KITS

Not only will these premium quality ARP
Application Part No.
Drilled for fasteners help prevent intake manifold leaks,
safety wire CHEVROLET
but one is drilled to allow for a safety wire.
What’s more, they’re rated at 170,000 psi and SB 2, drilled 334-2104
feature precision rolled threads for optimum SB 2, tall deck 334-2105
engagement, to prevent galling and promote Small block, 1.000˝, drilled 334-2102
more consistent torque loading. Wide under-
Small block, 1.250˝, drilled 334-2103
head flange design and companion flat washers
V6 Chevy 90°, 1.000˝, drilled 333-2101
provide even load distribution and facilitates
optimum sealing of gasket surfaces. Made FORD
of corrosion resistant stainless steel. Washers SVO 351 cid, Jack Roush design, drilled 354-2102
included and bolt drilled for NASCAR inspec-
tor’s wire lock.

DRILLED HEADER BOLTS Drilled for

safety wire
ARP offers special NASCAR header bolts that have been drilled for use of safety wire. They are made
from heat-treated 8740 chrome moly steel (with a black oxide finish - rated at 180,000 psi) or Stainless
300 that is polished to a bright shine (nominally rated at 170,000 psi tensile strength – considerably
stronger than Grade 8 hardware), and engineered to provide complete reliability in the most severe racing
environments. They are available in hex or 12-point heads. Through use of safety wire, exhaust headers
will maintain original tightness and can’t back off!

Black Oxide Stainless 300

Application Qty Dia. UHL Wrenching
Hex 12-Point Hex 12-Point
CHEVROLET
Chevy small block, drilled 12 3/8 .750 3/8 100-1103 100-1203 400-1103 400-1203
Chevy big block, drilled 16 3/8 .875 3/8 400-1104 400-1204
UNIVERSAL
Universal, drilled 16 3/8 .750 3/8 400-1105 400-1205
Universal, drilled 12 3/8 .875 3/8 400-1106 400-1206

BRAKE HAT BOLT KITS

The perfect upgrade for many original brake hat
bolts, this ARP kit features bolts produced from only Application UHL Part No.
the finest quality 8740 chrome moly. Features an
5/16-24, 32 pieces .880 300-0801
exclusive 12-point cap screw design and
appropriate grip length per the application. 5/16-18, 32 pieces .850 300-0802

All brake hat bolts are drilled for safety 1/4-28, 48 pieces .750 300-0803
wire lock. Rated 200,000 psi tensile
strength.
JACK DANIEL’S OLD NO. 7 BRAND, the stylized no. 07 and PACE YOURSELF, DRINK RESPONSIBLY are all trademarks of Jack Daniel’s Properties, Inc. The RCR checkered flag logo is a registered trademark of RCR Enterprises, LLC.
CLINT BOWYER and Clint Bowyer’s autograph are trademarks of Clint Bowyer, Inc. All trademarks, personal likenesses and the likeness of the no. 07 race car are used under license from their owners.
The stylized no. 31 and the RCR checkered flag logo are registered trademarks of RCR Enterprises, LLC. JEFF BURTON and Jeff Burton’s autograph are trademarks of Jeff Burton Autosports, Inc.
CAT, CATERPILLAR, CAT RACING, their respective logos, “Caterpillar Yellow,” the POWER EDGE trade dress, other marks and corporate identity used herein are trademarks of Caterpillar and may not be used without permission.
68 All trademarks, personal likenesses and the likeness of the no. 31 race car are used under license from their owners.

800-826-3045
 THE
NASCAR
DRILLED CARB STUDS
The best way to make sure that carburetors stay perfectly sealed to
the intake manifold is through the use of ARP’s carb studs, which fea-

COMPANY
ture J-form threads to resist loosening from vibration. They’re offered
in a variety of heights to accommodate most any combination of carb and
spacer, and are available in 8740 chrome moly with a black oxide finish
or rust-proof stainless steel. Special NASCAR type studs have one of

SPECIALTIES
the studs drilled to facilitate sealing the carb by race officials. All carb
stud kits come with hex nuts and washers.

Application OAL Pieces Part No.

Standard, drilled for NASCAR wire seal 1.700 4 300-2401
1/2˝ spacer, drilled for NASCAR wire seal 2.225 4 300-2402
1˝ spacer, drilled for NASCAR wire seal 2.700 4 300-2403
2˝ spacer, drilled for NASCAR wire seal 3.700 4 300-2404
2˝ spacer, drilled for NASCAR wire seal 1.700/2.225 8 300-2406
1˝ Moroso spacer, drilled for NASCAR wire seal 2.700 4 300-2407
1-1/4˝ Moroso spacer, drilled for NASCAR wire seal 3.200 4 300-2408
2˝ Moroso spacer, drilled for NASCAR wire seal 1.250/1.700 8 300-2409

ALTERNATOR STUDS
Strange as it may seem, there have been many races lost in oval track, off-road
and endurance competition due to the OEM alternator stud failing and the subsequent
loss of electrical power. To prevent this from ever happening, conscientious engine builders rely on ARP’s “bulletproof” alternator
studs. They’re made from a premium grade 8740 chrome moly steel alloy and heat treated to a nominal 200,000 psi tensile strength.
They are very rigid and won’t bend under the stress of competition, eliminating problems with alternator pulley alignment. Here’s
more reliable “insurance” from the innovators at ARP. Available in 5.000˝ and 5.250˝ lengths. Includes a 12-point nut and flat washer.

Description OAL Coarse Thread Length Fine Thread Length Part No.
7/16 stud 5.000 1.000 1.000 300-0501
7/16 stud 5.250 1.000 1.000 300-0502

FRONT MANDREL BOLTS

Get maximum reliability through the use Thread Socket Head
of ARP’s rugged 8740 chrome moly steel front Application Dia. Length Part No.
Length Size Style
mandrel bolts. They’re undercut to provide the GENERAL MOTORS
required stretch, shot-peened for extra durabil-
7/16 6.000 1.100 1/2 12-point 330-0701
ity and designed for full thread engagement.
Nominally rated at 200,000 psi tensile strength 1/2 6.000 1.100 9/16 12-point 330-0702
for durability you can count on! Available for GM 7/16 6.250 1.150 9/16 12-point 330-0703
and Ford applications. 1/2 4.000 .750 15/16 Hex 330-0704
1/2 4.000 .625 15/16 Hex 330-0705
1/2 3.750 .625 15/16 Hex 330-0706
1/2 3.250 .750 15/16 Hex 330-0707
7/16 5.000 1.000 1/2 12-point 330-0708
7/16 5.500 1.000 1/2 12-point 330-0709
FORD
5/8 8.000 1.100 15/16 Hex 350-0701
5/8 8.375 1.000 15/16 Hex 350-0702
5/8 7.000 1.000 15/16 Hex 350-0703
69

800-826-3045
 THE COMPACT
COMPANY THE WORLD’S FASTEST SPORT COMPACT
COMPETITORS RELY ON ARP FASTENERS!
SPORT

Hubie Fuh’s amazing Mini features ARP Titan Motorsports Toyota on the starting line.

CONNECTING ROD BOLTS

ARP manufactures replacement rod bolts for many popular
import and domestic Sport Compact engines that are made of TECH TIP: Measuring Rod Bolt Stretch
premium grade 8740 chrome moly steel and heat treated to a The most accurate method of obtaining the correct torque
nominal tensile strength of 200,000 psi. Threads are rolled load on a connecting rod bolt is through measuring the amount of
after heat treat to ensure optimum fatigue strength. They bolt stretch. This is preferred to using a torque wrench. See chart
are far superior to OEM fasteners in terms of durability and on page 25 for the appropriate amount to stretch a rod bolt over
service life – fully capable of handling the extra stress of high its relaxed state. ARP’s rod bolt stretch gauge (see page 88) can also
combustion pressure engines. For extreme applications, rod be used to determine the condition of a rod bolt. If it has perma-
bolts made of special ARP2000 material (rated at a 220,000 nently stretched .001˝ or more, the bolt has been compromised
psi nominal tensile strength) are available, including those with beyond its yield. Replace it immediately! Use the rod bolt stretch
the patented Wave-Loc design. Special high strength bolts also chart on page 28 (or a version thereof) to keep track of the bolt’s
available for aftermarket connecting rods. Call for details. length at installation and prior to removal.

Hi-Perf Hi-Perf HP Wave HP Wave Pro Wave Pro Wave Pro Series Pro Series
Head
Application 8740 8740 8740 8740 ARP2000 ARP2000 ARP2000 ARP2000
Style
(complete) (2-PC) (complete) (2-PC) (complete) (2-PC) (complete) (2-PC)
ALFA ROMEO
2.0L GTV A 126-6101
BMC/TRIUMPH/ROVER
A Series 3/8˝ J 206-6001 206-6021
A & B Series 11/32˝ C 206-6002
B-Series (1964-68) 18GB & 18GF 3/8˝ E 206-6003
K-Series E 206-6007
1.3L & 1.5L Spitfire E 206-6004
2.0L GT6 & 2.5L TR6 E 206-6005
2.0L SOHC TR7 K 206-6006
BMW
1.6L Mini Cooper M8 x 43MM UHL E 206-6008
2.3L (S14) M11 x 41 MM UHL E 201-6104
2.5L (M50/M50TU) inline 6 M9 x 53MM UHL E 201-6301
3.0L (S50 EURO) inline 6 M10 x 45MM UHL E 201-6102
3.2L (S54) inline 6 M11 x 47MM UHL E 201-6103
4.4L (M62/M62TU) V8 M9 x 53MM UHL E 201-6302
FORD, 4 AND 6-CYLINDER
1.6L CVH M8 E 151-6004
1.6L Zetec M8 E 151-6003 151-6023
1.8L Duratec E 251-6202
2.0L DOHC Cosworth Sierra/Escort E 251-6301
2.0L RS 2000 M8 E 251-6201 251-6222
2.0L Zetec M9 E 151-6005
2000cc Pinto D 151-6001 151-6021
2300cc Pinto F 151-6002 151-6022 251-6402 251-6422
2.8L & 2.9L V6 B 153-6001
HOLDEN
11/32˝ B 205-6002
3/8˝ B 205-6001
70 Red part numbers indicate new items

800-826-3045
 THE
SPORT
Hi-Perf Hi-Perf HP Wave HP Wave Pro Wave Pro Wave Pro Series Pro Series
Head
Application 8740 8740 8740 8740 ARP2000 ARP2000 ARP2000 ARP2000
Style
(complete) (2-PC) (complete) (2-PC) (complete) (2-PC) (complete) (2-PC)
HONDA/ACURA
1.2L, 1.6L & 1.8L M8 A 208-6001

COMPANY
1.6L & 1.8L M9 A 208-6401
2.0L (F20C) & 2.2L (F22C) S2000 E 208-6002
2.0L (K20A) E 208-6003

COMPACT
3.0L (C30A) V6 Acura NSX M9 208-6004
3.2L (C32B) V6 Acura NSX M8 208-6005
LANCIA
2.0L SOHC 8V & DOHC 16V Turbo E 275-6001
MAZDA
1.6L (B6) & 1.8L (BP) DOHC Miata M9 K 118-6401
MITSUBISHI
2.0L (4B11) (2008 & later) E 207-6002
2.0L (4G63) (1993 & earlier) M9 C 107-6001 107-6021
2.0L (4G63) (1994-07) M8 A 107-6002 107-6022
2.6L (G54B) C 107-6003 107-6023
3.0L (6G72) & 3.5L (6G74) V6 C 107-6004 107-6024
NISSAN/DATSUN
A Series (A12-A12A-A13-A14-A15) A 102-6002
L16 Series M8 C 102-6001
L20 Series 4-cylinder & 2.2L (Z22) M9 C 202-6001
L24 Series (early) inline 6 M8 C 202-6002 A
L24 (late), L26 & L28 Series inline 6 M9 C 202-6003
2.0L (SR20DE/DET) 11/32˝ C 202-6005
3.0L (VG30E/ET) SOHC V6 M9 C 202-6003
3.0L (VG30D/DET/DETT) DOHC V6 11/32˝ C 202-6004 B
3.5L (VQ35) DOHC V6 M8 E 202-6006
OPEL/VAUXHALL
1.4L &1.6L 8V M8 E 109-6002
1.4L 16V M9 E 109-6003 C
2.0L 16V M9 E 109-6001 209-6003
PEUGEOT
205 & 306 M 117-6101
PORSCHE D
RSR Ti rod H 204-6004
1.7L & 2.0L Type IV K 104-6006
2.0L 911S (1969) H 204-6003
911, 930 Turbo & 993 M9 H 204-6005
E
911 M10 H 204-6001
944 K 204-6002
RENAULT
Clio (F4R) 16V M9 E 216-6301
R5 Turbo (Mid-Engine) E 216-6302
F
R12 Gordini/Alpine (807g) E 116-6001
SUBARU
1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25)
I 260-6301
DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo H
2.5L (EJ25) DOHC Turbo E 260-6302
TOYOTA
1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 A 203-6001
1.6L (2TC/2TG) & 1.8L (3TC) A 203-6003 J
2.0L (3SGTE) & 2.4L (22R) A 203-6002
3.0L (7MGTE) inline 6 (1986-92) Supra A 203-6004
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra E 203-6005
VOLKSWAGEN/AUDI K
Audi 5-cylinder L 104-6007
Formula Vee (cap screw type) M9 E 104-6005 104-6025
Super Vee (cap screw type) Audi style rod E 104-6003 104-6023
1600cc air cooled K 104-6001
1600cc water cooled Rabbit & Corrado G60 K 104-6002
L
1.8L & 2.0L water cooled L 104-6004 104-6024
2.7L (APB/BEL) Turbo & 2.8L (AFC/ACK/AHA/ATQ)
E 204-6201
Non Turbo V6
2.8L & 2.9L VR6 E 204-6006 M
Red part numbers indicate new items
71

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 THE COMPACT
SPORT COMPANY

HEAD STUDS
Obtaining the optimum cylinder head-to-block sealing is You should know that ARP uses a premium grade 8740 alloy
especially critical in small displacement engines employing high that is rated far superior to “aircraft” quality. Then, each stud is
compression pistons or power adders like turbochargers, nitrous precisely heat-treated to 200,000 psi. Following heat-treat, each
oxide and superchargers. That’s why ARP head studs are popular stud is centerless ground to make it as close to perfectly concen-
among leading Sport Compact/Import racers. tric as possible. This procedure involves about ten very slight
cuts and results in an exceptionally
straight part. It’s important to note
12-Point Nuts
Application Hex Nuts 12-Point Nuts that lesser quality studs are not even
U/C Studs
BMC/TRIUMPH centerless ground – the material
A Series, 9 studs 206-4201 is thread rolled in bar stock form
A Series, 11 studs 206-4204 (mostly before heat-treat, when
A Series, 11 studs, shaved head 206-4206 the material is easier to machine).
B Series 206-4202 Because ARP studs are manufactured
1.3L & 1.5L Spitfire 206-4203
to such exacting tolerances, you will
2.0L GT6 & 2.5L TR6 206-4205
2.0L SOHC TR7 206-4208
note that gaskets and cylinder heads
2.1L TR4 206-4207 literally glide into position and are
BMW perfectly aligned – something that
2002 Coupe, 318i, 320i 4 cylinder 201-4601 won’t happen with inferior quality
530, 535, 635, 735 201-4602 head studs.
2.5L (M50), 3.0L (S50US), 3.2L (S52US) inline 6 ARP2000 201-4302
E46 M3/S54 inline 6 ARP2000 201-4303 ARP studs are thread rolled after
Mini Cooper 201-4301 heat-treat, which gives them about
FORD, 4 AND 6-CYLINDER 1000% (that’s ten times) better
1600cc Escort M10 151-4203 fatigue strength than those studs
2.0L DOHC Cosworth Sierra/Escort M12 251-4701
that are threaded prior to heat-
2.0L Zetec 251-4702
2000cc Pinto 151-4201
treat.
2300cc Pinto 151-4202 151-4702 You will also note that ARP offers
2.3L Duratec (2003 & later) 151-4204 specially undercut studs for several
2.5L Duratec V6 253-4701
GM
engines. This procedure (done only
2.2L Ecotec 231-4701 to the shorter studs) more equalizes
HOLDEN the “stretch” of both studs, which
Commodore V6 7/16˝ 205-4002 makes for a more consistent clamp-
308 cid 205-4001 205-4601 ing force – one that compensates for
308 cid 7/16˝ 254-4009 205-4602 head gasket compression when the
308 cid 1/2˝ 234-4201
head is installed. This helps prevent
HONDA/ACURA
Acura B18A1, M11 208-4302
blown head gaskets, and assures
Acura VTEC B18CI, M11, GSR 208-4303 optimum sealing!
B16A 208-4601
Premium parallel ground washers
B20B, w/B16A head 208-4306
Civic D16Y 208-4305
are also included with each kit.
F20 S2000 208-4702
Honda D16Z - Only, M10 208-4301
Honda H22A4, VTEC 208-4304
H23A 208-4307
K20A (A2 & A3) 208-4701
Red part numbers indicate new items

72

800-826-3045
 THE
SPORT
HEAD STUDS (CONT.)

12-Point Nuts
Application Hex Nuts 12-Point Nuts
U/C Studs

COMPANY
MAZDA
1.6L (BP) & 1.8L (BP) DOHC Miata 218-4701
2.0L FS-DE (1998-02) 218-4703

COMPACT
2.3L DOHC (2003) 218-4702
MITSUBISHI
2.0L (4G63) DOHC (1993 & earlier) M12 207-4201 207-4701
2.0L (4G63) DOHC (1994 & later) M11 207-4203 207-4702
2.6L (G54B) 207-4202
3.0L (6G72) DOHC V6 ARP 2000 207-4205
NISSAN/DATSUN
A-12 engines 202-4202
A-14 engines 202-4203
L20 series, 4-cylinder 202-4201
L24, L26, L28 series, 6-cylinder 202-4206
CA16DE, CA16DET, CA18DE, CA18DET 202-4702
RB20, RB20DET, RB25, RB25DET 202-4301
RB26DETT, GTR ARP2000 202-4207
2.0L (SR20DE) DOHC (1991-01) M11 102-4701
2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 202-4303
VQ30, VQ35 202-4701
SATURN
1.9L DOHC (1991-99) 165-4202
1.9L SOHC (1999-02) 165-4201
SUBARU
EJ Series 2.0L, 2.2L, 2.5L DOHC 260-4701
EJ Series Phase 2 (1999 & later) SOHC 260-4702
TOYOTA
1.6L (4AGE) DOHC 203-4203
1.6L (2TC) & 1.8L (3TC) 203-4206
1.8L (1ZZFE) DOHC ARP2000 203-4703
2.0L (3SGTE) DOHC 203-4204
2.4L (22R) 203-4201
2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra 203-4202 203-4701
3.0L ( 2JZGE/GTE) inline 6 (1993-98) Supra 203-4205 203-4702
VAUXHALL/OPEL
2.0L 16V 209-4301 209-4701
2.5L V6 Opel 209-4302 209-4702
VOLKSWAGEN/AUDI
Audi 5 cylinder, 10 valve 204-4205 204-4703
Audi 5 cylinder, 20 valve 204-4207 204-4704
Super Vee 204-4202
1.8L & 2.0L, 8V Golf/Jetta 204-4203 204-4701
1.8L & 2.0L, 16V Golf/Jetta 204-4204 204-4702
2.8L & 2.9L VR6 204-4705
Red part numbers indicate new items

HEAD BOLTS
HIGH PERFORMANCE SERIES PROFESSIONAL SERIES
High Performance head bolts are made of 8740 chrome moly All Pro Series bolts are designed for competition applications
and available with a reduced wrenching hex or 12-point with a and are rated nominally at 200,000 psi. Available with undercut
wide area flanged head. They are nominally rated at 180,000 psi short bolts that can help eliminate head gasket failures through
and kits come complete with hardened parallel-ground washers. providing more “stretch” to balance the longer bolts and compen-
sate for the additional compression of gaskets.

Please Refer to Main & High Performance Pro Series

Application
Head Bolt Instructions Hex 12-Point Hex 12-Point
on page 45. BMW
Mini Cooper 206-3601
HOLDEN
308 cid 205-3601 205-3701 254-3703
TOYOTA
2.8L (5MGE) & 3.0L (7MGTE) inline 6 (1981-92) Supra 203-3902
VOLKSWAGEN/AUDI
1.8L DOHC 20V Turbo M10/ARP2000 (w/o installation tool) 204-3901
1.8L DOHC 20V Turbo M10/ARP2000 (w/ installation tool) 204-3902
Red part numbers indicate new items
73

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 THE COMPACT
COMPANY MAIN STUDS
ARP main studs are manufactured from 8740 chrome moly
steel, heat-treated in-house to 200,000 psi tensile strength, and
precision J-form threads rolled after heat-treat to create a fas-
tener that has threads 1000% stronger than others. All kits come
complete with hardened parallel-ground washers and aerospace
quality nuts. Reduce crankshaft flex and main cap fretting with
these premium quality main studs. Don’t settle for anything less
than the best!
SPORT

Application 2-Bolt 4-Bolt Application 2-Bolt 4-Bolt

Main Main Main Main
BMC/TRIUMPH MITSUBISHI (continued)
A Series 206-5401 2.6L (G54B) 207-5402
B Series (3 cap main) 206-5402 3.0L (6G72) V6 (1993 & later) 207-5801
B Series (5 cap main) 206-5403 NISSAN/DATSUN
2.0L SOHC TR7 206-5404 L20 Series 4-cylinder 202-5401
Austin Healey 6 cylinder 206-5405 L24, L26 & L28 Series 6-cylinder 202-5406
DODGE 2.0L (SR20DE/DET) 202-5402
2.0L SOHC/DOHC Neon w/ block #4667642 141-5801 3.5L (VQ35) DOHC V6 202-5801
FORD, 4-CYLINDER TOYOTA
1600cc Escort 151-5403 1.6L (4AGE) & 2.0L (3SFE) DOHC 203-5403
2.0L Zetec 151-5404 2.0L (3SGTE) DOHC 203-5404
2000cc Pinto 151-5401 2.4L (22R) 203-5406
2300cc Pinto 151-5402 3.0L (7MGTE) inline 6 (1986-92) Supra
203-5402
w/ bolts for #3 cap
HONDA/ACURA
3.0L (2JZGE/GTE) inline 6 (1993-98) Supra 203-5405
1.6L (B16A) (12 pt nuts) 208-5402
VAUXHALL/OPEL
1.8L (B18C1) Acura 208-5403
2.0L 16 valve 209-5401
1.8L (B18A1/B1) Acura 208-5404
2.5L V6 209-5402
2.2L (H22A) & 2.3L (H23A) (12 pt nuts) 208-5401
VOLKSWAGEN
MAZDA
1.6L & 2.0L Rabbit, Golf and Jetta 204-5402
1.6L (B6) & 1.8L (BP) DOHC Miata (12 pt nuts) 218-5401
2.8L & 2.9L VR6 204-5403
2.3L DOHC 16V (2003 & later) 218-5402
MITSUBISHI
2.0L (4G63) DOHC 207-5401

MAIN BOLTS
Far superior to any other main bolt kit offered for use in competition engines. ARP main
bolts are designed to meet the exacting standards and demands of professional engine build-
ers. Forged from 8740 chrome moly, all bolts feature generous under-head radius and rolled
threads for the utmost reliability. The threads are rolled after heat-treating, which gives them
about 1000% longer fatigue life than most main bolts, which are threaded prior to heat-
treating. Available in the popular
High Performance Series, which, Application Pro Series
at a nominal rating of 180,000
MGB
psi, is a premium replacement for
OEM fasteners, or the 200,000 2 cap main 206-5001

psi nominal rated Pro Series, 5 cap main 206-5002

application-specific main bolts SUBARU
with reduced wrenching head and 2.0L, 2.2L & 2.5L SOHC/DOHC EJ Series
are designed for use in competi- 260-5401
Crankcase thru bolt kit
tion applications. Parallel-ground, TOYOTA
hardened washers are included
1.6L (4AGE) DOHC 203-5001
with each kit.
74

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 THE
SPORT
PORSCHE SPECIALTY FASTENERS
Application Part No.
ARP engineers have developed a number of special

COMPANY
fasteners for Porsche 911 and 930 Turbo and Non Case halves stud kit- 911-930 Turbo 504-9501
Turbo applications that provide the reliability needed Trans mount stud kit-911-930 Turbo 504-9502

COMPACT
for serious competition. These fasteners are manufac- Crankcase thru bolt kit- 2.0L-2.7L air cooled engines 204-5407
tured from high grade materials, and are superior to
Crankcase thru bolt kit- 3.0L-3.3L air cooled engines 204-5405
OEM Porsche bolts and studs. A number of special
rod bolts are also available for Porsche engines. They Crankcase thru bolt kit- 3.6L & 3.8L air cooled engines 204-5406

are listed on pages 32 and 71 of this catalog. Head stud kit- 3.6L Turbo water cooled engine 204-4210
Head stud kit- 2.0L-3.8L air cooled engines 204-4206

Red part numbers indicate new items

STAINLESS ACCESSORY STUDS

ARP has developed an innovative multi-purposes accessory stud that Great for Intake
can be used for exhaust systems, intake manifold and a host of other uses. & Exhaust
The studs are manufactured from a proprietary alloy developed by ARP Systems
(Stainless 300) and are impervious to the rust and corrosion that plagues
ordinary fasteners. This stainless steel alloy is nominally rated at 170,000
psi tensile strength, which is substantially stronger than Grade 8 hard-
ware. Ideally suited for installing exhaust headers, the 8mm studs have a
unique “nut starter” nose and a hex-broached tip – which allows the studs
to easily be installed using an Allen wrench. The studs come with “easy
wrenching” 12-point nuts, which work great in the tightest of quarters.
Flat washers are also included. Offered in five different lengths, in quanti-
ties of 4, 8, 10 and 16-packs.

Application 4-Pack 8-Pack 10-Pack 16-Pack

M8 x 1.25 x 32mm (1.250˝) 400-8001 400-8011 400-8021 400-8031
M8 x 1.25 x 38mm (1.500˝) 400-8002 400-8012 400-8022 400-8032
M8 x 1.25 x 45mm (1.750˝) 400-8003 400-8013 400-8023 400-8033
M8 x 1.25 x 51mm (2.000˝) 400-8004 400-8014 400-8024 400-8034
M8 x 1.25 x 57mm (2.250˝) 400-8005 400-8015 400-8025 400-8035

NOTE: #400-8014 fits SOHC & DOHC Neon (exhaust) and #400-8024 fits Neon & PT Cruiser (2.4L engine)

CAM TOWER STUD KIT

Camshaft positioning is critical on overhead cam engines and
ARP makes sure that the cam towers are properly secured through
use of these durable studs. They’re made from 8740 chrome moly
steel, with threads rolled after heat treat to ensure the optimum
fatigue strength. Far superior to OEM fasteners.

Application Part No.

CHRYSLER/DODGE
2.0L DOHC & 2.4L DOHC (head #4667086) 141-1001

75

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 FASTENERS
COMPANY
STAINLESS STEEL
& CHROME MOLY 5-PACKS
WITH WASHERS
THE
BULK

Stainless Steel & Chrome Moly Bolts NOTE:

Packed 5
Available In Sizes From 1/4˝ to 7/16˝ on a card
with washers
With Underhead Lengths Ranging
From 1/2˝ to 5˝. Hex or 12-Pt. Heads.
Packaged In Convenient 5-Pack Cards.
Now you can use premium quality ARP stainless steel or
chrome moly fasteners to install most anything on a car, boat
or trailer. The specially alloyed “ARP 300” stainless steel and
heat-treated 8740 chrome moly bolts (black oxide finish) are
nominally rated at 170,000 psi tensile strength to provide a sub-
stantial extra margin of safety over Grade 8 hardware.
What’s more, you can’t beat the gorgeous looks of ARP’s spe-
cially polished stainless steel fasteners, and their ability to resist
rust. They’re truly maintenance free!
You can get 5-packs (washers included) of any size bolt from
1/4˝ to 7/16˝ in lengths ranging from 1/2˝ to 5˝, with a choice
of hex or 12-point heads. Matching nuts are also available (see
pages 82-83).
76

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 THE
BULK
STANDARD BOLT 5-PACKS
Black Oxide Stainless

COMPANY
Diameter - Pitch UHL Wrenching
Hex 12 point Hex 12 point

FASTENERS
1/4˝ BOLTS, 5/16˝ WRENCHING, STANDARD THREAD
1/4-20 0.515 5/16 650-0515 640-0515 621-0515 611-0515
1/4-20 0.750 5/16 650-0750 640-0750 621-0750 611-0750
1/4-20 1.000 5/16 650-1000 640-1000 621-1000 611-1000
1/4-20 1.250 5/16 650-1250 640-1250 621-1250 611-1250
1/4-20 1.500 5/16 650-1500 640-1500 621-1500 611-1500
1/4-20 1.750 5/16 650-1750 640-1750 621-1750 611-1750
1/4-20 2.000 5/16 650-2000 640-2000 621-2000 611-2000
1/4-20 2.250 5/16 650-2250 640-2250 621-2250 611-2250
1/4-20 2.500 5/16 650-2500 640-2500 621-2500 611-2500
1/4-20 2.750 5/16 650-2750 640-2750 621-2750 611-2750
1/4-20 3.000 5/16 650-3000 640-3000 621-3000 611-3000
1/4-20 3.250 5/16 650-3250 640-3250 621-3250 611-3250
1/4-20 3.500 5/16 650-3500 640-3500 621-3500 611-3500
1/4-20 3.750 5/16 650-3750 640-3750 621-3750 611-3750
1/4-20 4.000 5/16 650-4000 640-4000 621-4000 611-4000
1/4-20 4.250 5/16 650-4250 640-4250 621-4250 611-4250
1/4-20 4.500 5/16 650-4500 640-4500 621-4500 611-4500
5/16˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD
5/16-18 0.560 3/8 651-0560 641-0560 622-0560 612-0560
5/16-18 0.750 3/8 651-0750 641-0750 622-0750 612-0750
5/16-18 1.000 3/8 651-1000 641-1000 622-1000 612-1000
5/16-18 1.250 3/8 651-1250 641-1250 622-1250 612-1250
5/16-18 1.500 3/8 651-1500 641-1500 622-1500 612-1500
5/16-18 1.750 3/8 651-1750 641-1750 622-1750 612-1750
5/16-18 2.000 3/8 651-2000 641-2000 622-2000 612-2000
5/16-18 2.250 3/8 651-2250 641-2250 622-2250 612-2250
5/16-18 2.500 3/8 651-2500 641-2500 622-2500 612-2500
5/16-18 2.750 3/8 651-2750 641-2750 622-2750 612-2750
5/16-18 3.000 3/8 651-3000 641-3000 622-3000 612-3000
5/16-18 3.250 3/8 651-3250 641-3250 622-3250 612-3250
5/16-18 3.500 3/8 651-3500 641-3500 622-3500 612-3500
5/16-18 3.750 3/8 651-3750 641-3750 622-3750 612-3750
5/16-18 4.000 3/8 651-4000 641-4000 622-4000 612-4000
5/16-18 4.250 3/8 651-4250 641-4250 622-4250 612-4250
5/16-18 4.500 3/8 651-4500 641-4500 622-4500 612-4500
5/16-18 4.750 3/8 651-4750 641-4750 622-4750 612-4750
5/16-18 5.000 3/8 651-5000 641-5000 622-5000 612-5000
3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD
3/8-16 0.500 3/8 652-0500 642-0500 623-0500 613-0500
3/8-16 0.750 3/8 652-0750 642-0750 623-0750 613-0750
3/8-16 1.000 3/8 652-1000 642-1000 623-1000 613-1000
3/8-16 1.250 3/8 652-1250 642-1250 623-1250 613-1250
3/8-16 1.500 3/8 652-1500 642-1500 623-1500 613-1500
3/8-16 1.750 3/8 652-1750 642-1750 623-1750 613-1750
3/8-16 2.000 3/8 652-2000 642-2000 623-2000 613-2000
3/8-16 2.250 3/8 652-2250 642-2250 623-2250 613-2250
3/8-16 2.500 3/8 652-2500 642-2500 623-2500 613-2500
3/8-16 2.750 3/8 652-2750 642-2750 623-2750 613-2750
3/8-16 3.000 3/8 652-3000 642-3000 623-3000 613-3000
3/8-16 3.250 3/8 652-3250 642-3250 623-3250 613-3250
3/8-16 3.500 3/8 652-3500 642-3500 623-3500 613-3500
3/8-16 3.750 3/8 652-3750 642-3750 623-3750 613-3750
3/8-16 4.000 3/8 652-4000 642-4000 623-4000 613-4000
77

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 FASTENERS
COMPANY STANDARD BOLT 5-PACKS (CONT.)

Black Oxide Stainless

Diameter - Pitch UHL Wrenching
Hex 12 point Hex 12 point
3/8˝ BOLTS, 3/8˝ WRENCHING, STANDARD THREAD (CONTINUED)
3/8-16 4.250 3/8 652-4250 642-4250 623-4250 613-4250
3/8-16 4.500 3/8 652-4500 642-4500 623-4500 613-4500
THE

3/8-16 4.750 3/8 652-4750 642-4750 623-4750 613-4750

3/8-16 5.000 3/8 652-5000 642-5000 623-5000 613-5000
BULK

3/8˝ BOLTS, 7/16˝ WRENCHING, STANDARD THREAD

3/8-16 0.750 7/16 654-0750 644-0750 625-0750 615-0750
3/8-16 1.000 7/16 654-1000 644-1000 625-1000 615-1000
3/8-16 1.250 7/16 654-1250 644-1250 625-1250 615-1250
3/8-16 1.500 7/16 654-1500 644-1500 625-1500 615-1500
3/8-16 1.750 7/16 654-1750 644-1750 625-1750 615-1750
3/8-16 2.000 7/16 654-2000 644-2000 625-2000 615-2000
3/8-16 2.250 7/16 654-2250 644-2250 625-2250 615-2250
3/8-16 2.500 7/16 654-2500 644-2500 625-2500 615-2500
3/8-16 2.750 7/16 654-2750 644-2750 625-2750 615-2750
3/8-16 3.000 7/16 654-3000 644-3000 625-3000 615-3000
3/8-16 3.250 7/16 654-3250 644-3250 625-3250 615-3250
3/8-16 3.500 7/16 654-3500 644-3500 625-3500 615-3500
3/8-16 3.750 7/16 654-3750 644-3750 625-3750 615-3750
3/8-16 4.000 7/16 654-4000 644-4000 625-4000 615-4000
7/16˝ BOLTS, STANDARD THREAD, 1/2˝ WRENCHING
7/16-14 1.500 1/2 655-1500 645-1500 624-1500 614-1500
7/16-14 1.750 1/2 655-1750 645-1750 624-1750 614-1750
7/16-14 2.000 1/2 655-2000 645-2000 624-2000 614-2000
7/16-14 2.250 1/2 655-2250 645-2250 624-2250 614-2250
7/16-14 2.500 1/2 655-2500 645-2500 624-2500 614-2500
7/16-14 2.750 1/2 655-2750 645-2750 624-2750 614-2750
7/16-14 3.000 1/2 655-3000 645-3000 624-3000 614-3000
7/16-14 3.250 1/2 655-3250 645-3250 624-3250 614-3250
7/16-14 3.500 1/2 655-3500 645-3500 624-3500 614-3500
7/16-14 3.750 1/2 655-3750 645-3750 624-3750 614-3750
7/16-14 4.000 1/2 655-4000 645-4000 624-4000 614-4000
7/16-14 4.250 1/2 655-4250 645-4250 624-4250 614-4250
7/16-14 4.500 1/2 655-4500 645-4500 624-4500 614-4500
7/16-14 4.750 1/2 655-4750 645-4750 624-4750 614-4750
7/16-14 5.000 1/2 655-5000 645-5000 624-5000 614-5000
7/16˝ BOLTS, STANDARD THREAD, 7/16˝ WRENCHING
7/16-14 1.500 7/16 653-1500 643-1500 626-1500 616-1500
7/16-14 1.750 7/16 653-1750 643-1750 626-1750 616-1750
7/16-14 2.000 7/16 653-2000 643-2000 626-2000 616-2000
7/16-14 2.250 7/16 653-2250 643-2250 626-2250 616-2250
7/16-14 2.500 7/16 653-2500 643-2500 626-2500 616-2500
7/16-14 2.750 7/16 653-2750 643-2750 626-2750 616-2750
7/16-14 3.000 7/16 653-3000 643-3000 626-3000 616-3000
7/16-14 3.250 7/16 653-3250 643-3250 626-3250 616-3250
7/16-14 3.500 7/16 653-3500 643-3500 626-3500 616-3500
7/16-14 3.750 7/16 653-3750 643-3750 626-3750 616-3750
7/16-14 4.000 7/16 653-4000 643-4000 626-4000 616-4000
7/16-14 4.250 7/16 653-4250 643-4250 626-4250 616-4250
7/16-14 4.500 7/16 653-4500 643-4500 626-4500 616-4500
7/16-14 4.750 7/16 653-4750 643-4750 626-4750 616-4750
7/16-14 5.000 7/16 653-5000 643-5000 626-5000 616-5000
78

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 THE
BULK
FINE THREAD BOLT 5-PACKS
Black Oxide Stainless

COMPANY
Diameter - Pitch UHL Wrenching
Hex 12 point Hex 12 point

FASTENERS
1/4˝ BOLTS, 5/16˝ WRENCHING, FINE THREAD
1/4-28 .515 5/16 750-0515 740-0515 721-0515 711-0515
1/4-28 .750 5/16 750-0750 740-0750 721-0750 711-0750
1/4-28 1.000 5/16 750-1000 740-1000 721-1000 711-1000
1/4-28 1.250 5/16 750-1250 740-1250 721-1250 711-1250
1/4-28 1.500 5/16 750-1500 740-1500 721-1500 711-1500
1/4-28 1.750 5/16 750-1750 740-1750 721-1750 711-1750
1/4-28 2.000 5/16 750-2000 740-2000 721-2000 711-2000
1/4-28 2.250 5/16 750-2250 740-2250 721-2250 711-2250
1/4-28 2.500 5/16 750-2500 740-2500 721-2500 711-2500
1/4-28 2.750 5/16 750-2750 740-2750 721-2750 711-2750
1/4-28 3.000 5/16 750-3000 740-3000 721-3000 711-3000
1/4-28 3.250 5/16 750-3250 740-3250 721-3250 711-3250
1/4-28 3.500 5/16 750-3500 740-3500 721-3500 711-3500
1/4-28 3.750 5/16 750-3750 740-3750 721-3750 711-3750
1/4-28 4.000 5/16 750-4000 740-4000 721-4000 711-4000
1/4-28 4.250 5/16 750-4250 740-4250 721-4250 711-4250
1/4-28 4.500 5/16 750-4500 740-4500 721-4500 711-4500
5/16˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD
5/16-24 .560 3/8 751-0560 741-0560 722-0560 712-0560
5/16-24 .750 3/8 751-0750 741-0750 722-0750 712-0750
5/16-24 1.000 3/8 751-1000 741-1000 722-1000 712-1000
5/16-24 1.250 3/8 751-1250 741-1250 722-1250 712-1250
5/16-24 1.500 3/8 751-1500 741-1500 722-1500 712-1500
5/16-24 1.750 3/8 751-1750 741-1750 722-1750 712-1750
5/16-24 2.000 3/8 751-2000 741-2000 722-2000 712-2000
5/16-24 2.250 3/8 751-2250 741-2250 722-2250 712-2250
5/16-24 2.500 3/8 751-2500 741-2500 722-2500 712-2500
5/16-24 2.750 3/8 751-2750 741-2750 722-2750 712-2750
5/16-24 3.000 3/8 751-3000 741-3000 722-3000 712-3000
5/16-24 3.250 3/8 751-3250 741-3250 722-3250 712-3250
5/16-24 3.500 3/8 751-3500 741-3500 722-3500 712-3500
5/16-24 3.750 3/8 751-3750 741-3750 722-3750 712-3750
5/16-24 4.000 3/8 751-4000 741-4000 722-4000 712-4000
5/16-24 4.250 3/8 751-4250 741-4250 722-4250 712-4250
5/16-24 4.500 3/8 751-4500 741-4500 722-4500 712-4500
5/16-24 4.750 3/8 751-4750 741-4750 722-4750 712-4750
5/16-24 5.000 3/8 751-5000 741-5000 722-5000 712-5000
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD
3/8-24 .500 3/8 752-0500 742-0500 723-0500 713-0500
3/8-24 .750 3/8 752-0750 742-0750 723-0750 713-0750
3/8-24 1.000 3/8 752-1000 742-1000 723-1000 713-1000
3/8-24 1.250 3/8 752-1250 742-1250 723-1250 713-1250
3/8-24 1.500 3/8 752-1500 742-1500 723-1500 713-1500
3/8-24 1.750 3/8 752-1750 742-1750 723-1750 713-1750
3/8-24 2.000 3/8 752-2000 742-2000 723-2000 713-2000
3/8-24 2.250 3/8 752-2250 742-2250 723-2250 713-2250
79

800-826-3045
 FASTENERS
COMPANY FINE THREAD BOLT 5-PACKS (CONT.)

Black Oxide Stainless

Diameter/Pitch UHL Wrenching
Hex 12 point Hex 12 point
3/8˝ BOLTS, 3/8˝ WRENCHING, FINE THREAD (CONTINUED)
3/8-24 2.500 3/8 752-2500 742-2500 723-2500 713-2500
3/8-24 2.750 3/8 752-2750 742-2750 723-2750 713-2750
3/8-24 3.000 3/8 752-3000 742-3000 723-3000 713-3000
THE

3/8-24 3.250 3/8 752-3250 742-3250 723-3250 713-3250

BULK

3/8-24 3.500 3/8 752-3500 742-3500 723-3500 713-3500

3/8-24 3.750 3/8 752-3750 742-3750 723-3750 713-3750
3/8-24 4.000 3/8 752-4000 742-4000 723-4000 713-4000
3/8-24 4.250 3/8 752-4250 742-4250 723-4250 713-4250
3/8-24 4.500 3/8 752-4500 742-4500 723-4500 713-4500
3/8-24 4.750 3/8 752-4750 742-4750 723-4750 713-4750
3/8-24 5.000 3/8 752-5000 742-5000 723-5000 713-5000
3/8˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD
3/8-24 .750 7/16 754-0750 744-0750 725-0750 715-0750
3/8-24 1.000 7/16 754-1000 744-1000 725-1000 715-1000
3/8-24 1.250 7/16 754-1250 744-1250 725-1250 715-1250
3/8-24 1.500 7/16 754-1500 744-1500 725-1500 715-1500
3/8-24 1.750 7/16 754-1750 744-1750 725-1750 715-1750
3/8-24 2.000 7/16 754-2000 744-2000 725-2000 715-2000
3/8-24 2.250 7/16 754-2250 744-2250 725-2250 715-2250
3/8-24 2.500 7/16 754-2500 744-2500 725-2500 715-2500
3/8-24 2.750 7/16 754-2750 744-2750 725-2750 715-2750
3/8-24 3.000 7/16 754-3000 744-3000 725-3000 715-3000
3/8-24 3.250 7/16 754-3250 744-3250 725-3250 715-3250
3/8-24 3.500 7/16 754-3500 744-3500 725-3500 715-3500
3/8-24 3.750 7/16 754-3750 744-3750 725-3750 715-3750
3/8-24 4.000 7/16 754-4000 744-4000 725-4000 715-4000
7/16˝ BOLTS, 7/16˝ WRENCHING, FINE THREAD
7/16-20 1.000 7/16 753-1000 743-1000 724-1000 714-1000
7/16-20 1.250 7/16 753-1250 743-1250 724-1250 714-1250
7/16-20 1.500 7/16 753-1500 743-1500 724-1500 714-1500
7/16-20 1.750 7/16 753-1750 743-1750 724-1750 714-1750
7/16-20 2.000 7/16 753-2000 743-2000 724-2000 714-2000
7/16-20 2.250 7/16 753-2250 743-2250 724-2250 714-2250
7/16-20 2.500 7/16 753-2500 743-2500 724-2500 714-2500
7/16-20 2.750 7/16 753-2750 743-2750 724-2750 714-2750
7/16-20 3.000 7/16 753-3000 743-3000 724-3000 714-3000
7/16-20 3.250 7/16 753-3250 743-3250 724-3250 714-3250
7/16-20 3.500 7/16 753-3500 743-3500 724-3500 714-3500
7/16-20 3.750 7/16 753-3750 743-3750 724-3750 714-3750
7/16-20 4.000 7/16 753-4000 743-4000 724-4000 714-4000
7/16-20 4.250 7/16 753-4250 743-4250 724-4250 714-4250
7/16-20 4.500 7/16 753-4500 743-4500 724-4500 714-4500
7/16-20 4.750 7/16 753-4750 743-4750 724-4750 714-4750
7/16-20 5.000 7/16 753-5000 743-5000 724-5000 714-5000

80

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 THE
BULK
METRIC BOLT 5-PACKS
Black Oxide Stainless
Diameter x Pitch UHL Wrenching
Hex 12 point Hex 12 point

COMPANY
M6 BOLTS, 1.00 PITCH

FASTENERS
M6 x 1.00 12 8mm 660-1016 670-1016 760-1016 770-1016
M6 x 1.00 16 8mm 660-1017 670-1017 760-1017 770-1017
M6 x 1.00 20 8mm 660-1001 670-1001 760-1001 770-1001
M6 x 1.00 25 8mm 660-1002 670-1002 760-1002 770-1002
M6 x 1.00 30 8mm 660-1003 670-1003 760-1003 770-1003
M6 x 1.00 35 8mm 660-1004 670-1004 760-1004 770-1004
M6 x 1.00 40 8mm 660-1005 670-1005 760-1005 770-1005
M6 x 1.00 45 8mm 660-1006 670-1006 760-1006 770-1006
M6 x 1.00 50 8mm 660-1007 670-1007 760-1007 770-1007
M6 x 1.00 55 8mm 660-1008 670-1008 760-1008 770-1008
M6 x 1.00 60 8mm 660-1009 670-1009 760-1009 770-1009
M6 x 1.00 65 8mm 660-1010 670-1010 760-1010 770-1010
M6 x 1.00 70 8mm 660-1011 670-1011 760-1011 770-1011
M6 x 1.00 75 8mm 660-1012 670-1012 760-1012 770-1012
M6 x 1.00 80 8mm 660-1013 670-1013 760-1013 770-1013
M6 x 1.00 90 8mm 660-1014 670-1014 760-1014 770-1014
M6 x 1.00 100 8mm 660-1015 670-1015 760-1015 770-1015
M6 x 1.00 135 8mm 660-1018 670-1018 760-1018 770-1018
M8 BOLTS, 1.25 PITCH
M8 x 1.25 12 10mm 661-1016 671-1016 761-1016 771-1016
M8 x 1.25 16 10mm 661-1017 671-1017 761-1017 771-1017
M8 x 1.25 20 10mm 661-1001 671-1001 761-1001 771-1001
M8 x 1.25 25 10mm 661-1002 671-1002 761-1002 771-1002
M8 x 1.25 30 10mm 661-1003 671-1003 761-1003 771-1003
M8 x 1.25 35 10mm 661-1004 671-1004 761-1004 771-1004
M8 x 1.25 40 10mm 661-1005 671-1005 761-1005 771-1005
M8 x 1.25 45 10mm 661-1006 671-1006 761-1006 771-1006
M8 x 1.25 50 10mm 661-1007 671-1007 761-1007 771-1007
M8 x 1.25 55 10mm 661-1008 671-1008 761-1008 771-1008
M8 x 1.25 60 10mm 661-1009 671-1009 761-1009 771-1009
M8 x 1.25 65 10mm 661-1010 671-1010 761-1010 771-1010
M8 x 1.25 70 10mm 661-1011 671-1011 761-1011 771-1011
M8 x 1.25 75 10mm 661-1012 671-1012 761-1012 771-1012
M8 x 1.25 80 10mm 661-1013 671-1013 761-1013 771-1013
M8 x 1.25 85 10mm 771-1018
M8 x 1.25 90 10mm 661-1014 671-1014 761-1014 771-1014
M8 x 1.25 100 10mm 661-1015 671-1015 761-1015 771-1015
M10 BOLTS, 1.25 PITCH
M10 x 1.25 20 12mm 663-1001 673-1001 763-1001 773-1001
M10 x 1.25 25 12mm 663-1002 673-1002 763-1002 773-1002
M10 x 1.25 30 12mm 663-1003 673-1003 763-1003 773-1003
M10 x 1.25 35 12mm 663-1004 673-1004 763-1004 773-1004
M10 x 1.25 40 12mm 663-1005 673-1005 763-1005 773-1005
M10 x 1.25 45 12mm 663-1006 673-1006 763-1006 773-1006
M10 x 1.25 50 12mm 663-1007 673-1007 763-1007 773-1007
M10 x 1.25 60 12mm 663-1008 673-1008 763-1008 773-1008
M10 x 1.25 70 12mm 663-1009 673-1009 763-1009 773-1009
M10 x 1.25 80 12mm 663-1010 673-1010 763-1010 773-1010
M10 x 1.25 90 12mm 663-1011 673-1011 763-1011 773-1011
M10 x 1.25 100 12mm 663-1012 673-1012 763-1012 773-1012
M10 BOLTS, 1.50 PITCH
M10 x 1.50 20 12mm 662-1001 672-1001 762-1001 772-1001
M10 x 1.50 25 12mm 662-1002 672-1002 762-1002 772-1002
M10 x 1.50 30 12mm 662-1003 672-1003 762-1003 772-1003
M10 x 1.50 35 12mm 662-1004 672-1004 762-1004 772-1004
M10 x 1.50 40 12mm 662-1005 672-1005 762-1005 772-1005
M10 x 1.50 45 12mm 662-1006 672-1006 762-1006 772-1006
M10 x 1.50 50 12mm 662-1007 672-1007 762-1007 772-1007
M10 x 1.50 60 12mm 662-1008 672-1008 762-1008 772-1008
M10 x 1.50 65 12mm 772-1013
M10 x 1.50 70 12mm 662-1009 672-1009 762-1009 772-1009
M10 x 1.50 80 12mm 662-1010 672-1010 762-1010 772-1010
M10 x 1.50 90 12mm 662-1011 672-1011 762-1011 772-1011
M10 x 1.50 100 12mm 662-1012 672-1012 762-1012 772-1012
Red part numbers indicate new items
81

800-826-3045
 FASTENERS
COMPANY STANDARD & NYLOC Stainless Black Oxide Stainless Cad Plated
Hex Hex Nyloc Hex Nyloc Hex

5-PACKS STANDARD THREAD

1/4-20 400-8651 200-8651 400-8661 200-8661
5/16-18 400-8652 200-8652 400-8662 200-8662
3/8-16 400-8654 200-8654 400-8664 200-8664
7/16-14 400-8656 200-8656 400-8666 200-8666
1/2-13 400-8657 200-8657 400-8667 200-8667
FINE THREAD
To compliment ARP “bulk” 5-pack chrome moly and stainless 1/4-28 400-8751 400-8761 400-8771
steel fasteners we have assembled matching groups of nuts. They, 5/16-24 400-8752 400-8762
THE

too, come in convenient 5-pack skin cards. Take your pick from 3/8-24 400-8754 400-8764
BULK

stainless steel and black oxide finished standard nuts and stainless 7/16-20 400-8756 400-8766
steel Nyloc self-locking nuts. 1/2-20 400-8757 400-8767

Thread Socket Hex Hex Hex

HEX NUTS Size Size (1 PC bulk) (2 PC-Pack) (10 PC-Pack)
1/4-28 (1) 7/16 200-8601 200-8621 200-8631
5/16-18 (2) 1/2 301-8304 301-8324 301-8344
5/16-24 1/2 200-8602 200-8622 200-8632
11/32-24 1/2 200-8603 200-8623 200-8633
3/8-16 (2) 9/16 200-8704 200-8724 200-8734
3/8-24 9/16 200-8604 200-8624 200-8634
Constructed from the finest aerospace-quality materials, 7/16-14 (2) 5/8 301-8305 301-8325 301-8345
these hex nuts are available in most sizes to meet your needs. 7/16-20 5/8 200-8605 200-8625 200-8635
7/16-20 11/16 200-8606 200-8626 200-8636
All hex nuts meet ARP’s exacting quality control standards
1/2-20 3/4 200-8607 200-8627 200-8637
and are black oxided. All hex nuts are rated 180,000 psi
9/16-18 7/8 200-8608 200-8628 200-8638
tensile strength.
(1) cad-plated (2) flanged hex nut

Socket 12-Point 12-Point 12-Point 12-Point

Thread Size
Size (1 Pc Bulk) (2 Pc-Pack) (10 Pc-Pack) (SS per PC)
STANDARD
12-POINT NUTS 1/4-20 5/16 301-8300 301-8320 301-8340
1/4-28 5/16 300-8300 300-8320 300-8330 400-8300
5/16-18 3/8 301-8303 301-8323 301-8343
5/16-24 3/8 300-8301 300-8321 300-8331 400-8301
11/32-24 7/16 300-8373 300-8383 300-8393
3/8-16 7/16 301-8301 301-8321 301-8341
3/8-24 7/16 300-8302 300-8322 300-8332 400-8302
3/8-24 1/2 300-8371 300-8381 300-8391
3/8-24 (3) 1/2 300-8372 300-8382 300-8392
7/16-14 1/2 301-8306 301-8326 301-8346
7/16-20 1/2 300-8303 300-8323 300-8333 400-8303
Available in a variety of sizes to suit your 7/16-20 9/16 300-8374 300-8384 300-8394
needs, all ARP 12-point nuts are constructed 7/16-20 (4) 1/2 300-8375 300-8385 300-8395
from aerospace-quality materials and meet their 1/2-13 9/16 301-8302 301-8322 301-8342
high standards of excellence. Rated 180,000 psi 1/2-20 9/16 300-8304 300-8324 300-8334
tensile strength. 1/2-20 5/8 300-8306 300-8326 300-8336
9/16-12 11/16 301-8307 301-8327 301-8347
9/16-18 11/16 300-8305 300-8325 300-8335
5/8-18 13/16 300-8309 300-8329 300-8339
METRIC

STANDARD M6 x 1.00
M7 x 1.00
8mm
9mm
300-8370
300-8346
300-8380
300-8356
300-8390
300-8366
400-8370
400-8346

STAINLESS M8 x 1.00
M8 x 1.25
10mm
10mm
300-8340
300-8310
300-8350
300-8311
300-8360
300-8312
400-8340
400-8310

STEEL M9 x 1.00
M9 x 1.25
11mm
12mm
300-8341
300-8342
300-8351
300-8352
300-8361
300-8362
400-8341

M10 x 1.25* 12mm 300-8343 300-8353 300-8363

M10 x 1.25 12mm 300-8344 300-8354 300-8364 400-8344
Thread Socket 12-Point 12-Point 12-Point
Size Size (1 PC bulk) (2 PC-Pack) (10 PC-Pack) M10 x 1.50 12mm 300-8345 300-8355 300-8365 400-8345
M12 x 1.00 14mm 300-8347 300-8367 300-8387 400-8347
1/4-28 5/16 400-8300 400-8320 400-8330
M12 x 1.25 14mm 300-8307 300-8327 300-8337 400-8307
3/8-24 7/16 400-8302 400-8322 400-8332 M12 x 1.25* 14mm 300-8308 300-8328 300-8338 400-8308
7/16-20 1/2 400-8303 400-8323 400-8333 M12 x 1.75 14mm 300-8376 300-8386 300-8396
Red part numbers indicate new items *small collar (3) .645 flange (4) .600 flange
82

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 THE
BULK
SERRATED FLANGE NUTS
These serrated hex nuts with flanged collars are available especially for carburetor, valve cover,
front cover, oil pan studs and windage tray studs. Made from premium-quality material, they are
cad-plated. All general purpose nuts are rated 150,000 psi tensile strength.

COMPANY
FASTENERS
Thread Socket Hex Hex Hex Hex SS
Size Size (1 PC bulk) (2 PC-Pack) (10 PC-Pack) (1 PC bulk)
Note: Do not use 1/4-28 7/16 200-8609 200-8629 200-8639 400-8609
on cylinder heads,
mains, or rods! 5/16-24 1/2 200-8610 200-8620 200-8630 400-8610
5/16-24 (4) 1/2 200-8645 200-8655 200-8665
3/8-24 9/16 200-8600 200-8640 200-8650
M10 x 1.25 12mm 200-8663 200-8673 200-8683
(4) non-serrated
PLATE NUTS Red part numbers indicate new items

Plate Nuts are a quick and efficient way to provide a captive self-locking nut
Size NAS Part No.
wherever you might need one. Ideal for use in difficult to reach areas, particularly
FLOATING, WITH REPLACEABLE NUT
when in a hurry. Available in a wide variety, these represent a selection of popular
applications. Can be riveted, screwed or welded in position. Made of carbon alloy 10-32 -3 200-9111
steel. Finished in cadmium and chromate. 1/4-28 -4 200-9112
5/16-24 -5 200-9113
2-LUG, FIXED
10-32 -3 200-9101
1/4-28 -4 200-9102
5/16-24 -5 200-9103
3/8-24 -6 200-9104
Right Angle, Miniature Floating Panel Fastener
2-LUG FIXED WITH COUNTER SUNK RIVET HOLES
10-32 -3 200-9106
1/4-28 -4 200-9107
5/16-24 -5 200-9108
RIGHT ANGLE, MINIATURE FLOATING PANEL FASTENER
4-40 200-9121

SELF-LOCKING NUTS
For high stress, high temperature and severe vibration – all metal six point
Jet-nuts and 12-point K-nuts are ideal for use practically everywhere. Features
include elliptically offset, light weight, temperature resistant, positive locking
and almost indefinitely reusable. The upper portion of the nut is distorted or
offset elliptically. The elastic deformation creates a friction hold sufficient to
lock the nut. Made of carbon-alloy steel, cadmium and chromate finish.
Size NAS Part No. Size NAS Part No.
HEX (JET NUT) 12-POINT REDUCED WRENCHING
10-32 -3 200-8101 10-32 -3 200-8201
1/4-28 -4 200-8102 1/4-28 -4 200-8202
5/16-24 -5 200-8103 5/16-24 -5 200-8203
3/8-24 -6 200-8104 3/8-24 -6 200-8204
HEX, 1/2 HEIGHT, DRILLED HEX, 1/2 HEIGHT
1/4-28 -4 200-8113 10-32 -3 200-8107
5/16-24 -5 200-8114 1/4-28 -4 200-8108
5/16-24 -5 200-8109
3/8-24 -6 200-8110
83

800-826-3045
 FASTENERS
COMPANY SPECIAL PURPOSE WASHERS
A true high performance washer from ARP, available in a variety of sizes and thick-
ness, and with or without I.D. (inside diameter) chamfers. All are constructed from
premium chrome moly and are parallel-ground, hardened, and finished in black oxide.
Our 3/8˝ I.D. washers, for example, come in four different sizes (O.D.) and differ-
ent thicknesses. Special connecting rod washers are available, as are some of the more
popular metric sizes. All of the washers are available individually, with most of them
also offered in handy 2-piece and 10-piece packages. Build up an inventory of these
premium quality washers so you won’t get caught short when the need arises.
THE

Application Inside Dia. Outside Dia. Thickness 1 PC. Bulk 2 PC. Pack 10 PC. Pack
BULK

PREMIUM CHROME MOLY, BLACK OXIDE

Washer, no chamfer 3/8 5/8 .120˝ 200-8504 200-8544 200-8554
Washer, with chamfer 3/8 5/8 .062˝ 200-8505 200-8675 200-8685
Washer, no chamfer 3/8 .675 .120˝ 200-8506 200-8546 200-8556
Washer, no chamfer 3/8 3/4 .120˝ 200-8507 200-8677 200-8687
Washer, with chamfer 3/8 3/4 .120˝ 200-8517 200-8547 200-8557
Washer, no chamfer, radiused O.D. 3/8 7/8 .150˝ 200-8508 200-8678 200-8688
Washer, no chamfer 5/16 .550 .120˝ 200-8593 200-8578 200-8584
Washer, with chamfer 5/16 .550 .120˝ 200-8594 200-8579 200-8585
Washer, no chamfer 5/16 .675 .120˝ 200-8595 200-8580 200-8586
Washer, with chamfer 5/16 .675 .120˝ 200-8575 200-8581 200-8587
Washer, no chamfer 5/16 13/16 .120˝ 200-8576 200-8582 200-8588
Washer, with chamfer 5/16 13/16 .120˝ 200-8577 200-8583 200-8589
Washer, with chamfer 7/16 13/16 .120˝ 200-8509 200-8529 200-8539
Washer, no chamfer 7/16 13/16 .120˝ 200-8510 200-8520 200-8530
Connecting rod washer, with chamfer 7/16 .675 .062˝ 200-8501 200-8671 200-8681
Connecting rod washer, with chamfer 7/16 3/4 .073˝ 200-8502 200-8672 200-8682
Washer, no chamfer 7/16 3/4 .120˝ 200-8511 200-8521 200-8531
Washer, with chamfer 7/16 3/4 .120˝ 200-8518 200-8548 200-8558
Washer, with chamfer 7/16 7/8 .120˝ 200-8512 200-8522 200-8532
Washer, no chamfer .471 1.300 .120˝ 200-8429 200-8439 200-8449
Washer, with chamfer 1/2 7/8 .120˝ 200-8513 200-8523 200-8533
Washer, no chamfer 1/2 7/8 .120˝ 200-8514 200-8524 200-8534
Washer, no chamfer 9/16 1 .120˝ 200-8515 200-8525 200-8535
Washer, no chamfer 6mm .990 .065˝ 200-8676 200-8686 200-8696
Washer, no chamfer 8mm .575 .062˝ 200-8641 200-8642 200-8643
Washer, no chamfer 10mm 3/4 .120˝ 200-8519 200-8679 200-8689
Washer, no chamfer 10mm .850 .120˝ 200-8590 200-8591 200-8592
Washer, no chamfer 12mm 3/4 .120˝ 200-8516 200-8526 200-8536
Washer, no chamfer 12mm 7/8 .120˝ 200-8500 200-8527 200-8537
STAINLESS STEEL
Washer, with chamfer 5/16 .625 .120˝ 400-8530 400-8540 400-8550
Washer, no chamfer 3/8 .720 .120˝ 400-8501 400-8504 400-8508
Washer, with chamfer 3/8 .750 .120˝ 400-8507 400-8527 400-8537
Washer, with chamfer 7/16 13/16 .120˝ 400-8509 400-8529 400-8539
Washer, with chamfer 10mm .630 .075˝ 400-8503 400-8523 400-8533
Washer, with chamfer 10mm .750 .120˝ 400-8519 400-8520 400-8521
Washer, no chamfer 10mm .750 .120˝ 400-8524 400-8534 400-8544
Washer, with chamfer 10mm .865 .160˝ 400-8502 400-8522 400-8532
Red part numbers indicate new items

GENERAL PURPOSE WASHERS

Note: Do not use on cylinder heads, mains, or rods!

Outside
Inside Dia. Thickness Black Oxide Stainless Cad Plated
Dia.
1/4 1/2 .063˝ 200-8401 200-8414 200-8416
1/4 9/16 .063˝ 200-8408 200-8409
Quality washer for many applications, such as
5/16 9/16 .063˝ 200-8402 200-8403 200-8417
attaching accessories, chassis components, etc. They
are not of the hardness required for use on cylinder 5/16 5/8 .063˝ 200-8410 200-8411
heads, mains and connecting rods. Available in black 3/8 5/8 .063˝ 200-8404 200-8405 200-8418
oxide and stainless steel. Stainless demonstrates excel- 3/8 11/16 .075˝ 200-8412 200-8413
lent corrosion resistance. Washers have over-sized I.D. 7/16 3/4 .063˝ 200-8406 200-8415 200-8419
(inside diameter) to clear most under-bolt head radii. 1/2 7/8 .063˝ 200-8407
Available for 1/4, 5/16, 3/8, 7/16, 1/2˝ and 10mm
10mm 3/4 .072˝ 200-8421 200-8422
shank bolts and studs.
84 Red part numbers indicate new items

800-826-3045
 THE
BULK
INSERT WASHERS
These handy washers are made to protect the Insert ID Insert OD OD Size 1 PC-Bulk 2 PC-Pack 10 PC-Pack
top of holes from galling or collapsing around
1/4 .318 .562 200-8560 200-8565 200-8570
studs or bolts. They’re ideal for head bolt holes,

COMPANY
mid-motor plates, or any other high-wear area 5/16 .380 .625 200-8561 200-8566 200-8571

FASTENERS
that requires a washer. Easy to install by just 3/8 .443 .750 200-8562 200-8567 200-8572
oversizing hole and pressing in washer. ARP 7/16 .571 .812 200-8563 200-8568 200-8573
Insert Washers are fully CNC
7/16 .529 .875 200-8596 200-8597 200-8598
machined from premium thru-
hardened 8740 stock. 1/2 .567 .875 200-8564 200-8569 200-8574

Note: Step washers for Ford

applications also listed on
head bolt pages

STAND-OFF BRACKETS
These handy devices are excellent for attaching hydraulic lines,
control cables or wire bundles to the chassis. They’re stamped
from 125,000 psi steel, heat-treated, and cadmium plated for
extra durability. They have a ribbed back for extra strength.
Attach with 10/32 bolts. Available in three heights.

Application Part No.

10.32 x .465˝ Height 200-9301
10.32 x .465˝ Height, radiused back 200-9305
Height
10.32 x .665˝ Height 200-9302
10.32 x .865˝ Height 200-9303

WELD BUNGS
ARP has introduced a line of premium quality weld-in bungs.
The parts are CNC machined from solid aluminum billet (6061)
or 1018 mild steel. Applications include, but are not limited to:
oil or fuel tanks, radiators, valve covers, manifolds, and rear axle
housings. Fittings are available with female pipe threads, male
AN, and female O-ring types. The fittings come in sizes: 1/4,
3/8, 1/2, 3/4, and 1 inch sizes; NPT -6 thru -20 AN; and -6 thru
-20 O-ring sizes.

NPT AN Male AN O-Ring

Aluminum Steel Aluminum Steel Aluminum Steel
Size Part No. Size Part No. Size Part No. Size Part No. Size Part No. Size Part No.
1/4 800-8101 1/4 800-8201 AN6 800-8106 AN6 800-8206 -6 800-8112 -6 800-8212
3/8 800-8102 3/8 800-8202 AN8 800-8107 AN8 800-8207 -8 800-8113 -8 800-8213
1/2 800-8103 1/2 800-8203 AN10 800-8108 AN10 800-8208 -10 800-8114 -10 800-8214
3/4 800-8104 3/4 800-8204 AN12 800-8109 AN12 800-8209 -12 800-8115 -12 800-8215
1 800-8105 1 800-8205 AN16 800-8110 AN16 800-8210 -16 800-8116 -16 800-8216
AN20 800-8111 AN20 800-8211 -20 800-8117 -20 800-8217

85

800-826-3045
THE COMPANY
TOOLS ASSEMBLY LUBE & SEALER
It’s difficult to determine the amount of torque required to provide the correct preload and clamp
force of a given fastener. For example – when tightened, dry uncoated fasteners use up about 95%
of the applied torque simply by overcoming the friction between the male and female threads. To
ensure that all ARP fasteners provide the optimum level of service, the installed residual stress is cal-
culated and verified experimentally using a superior quality lubricant. It is important to note that
the friction coefficients of lubricants vary dramatically, making it difficult to consistently produce
the exact amount of stress within the fastener to clamp the components together. That’s why ARP
developed an ultra-consistent lubricant and recommend the use of our premium grade
ASSEMBLY LUBRICANT or THREAD SEALER in order to precisely duplicate the
recommended tightening specifications provided with all ARP fasteners.
Assembly Lubricant
• Premium grade Moly base with rust and corrosion inhibitors.
• Effective lubrication range: -30˚F to 750˚F.
• Load range: 500,000 psi.
• Designed for use with bolts
Thread Sealer
• Teflon based w/rust & corrosion inhibitors. Product Part #
• Effective range: -30˚ to 550˚F. Assembly Lubricant (0.5 fl. oz.) 100-9902
• Sealant range: 10,000 psi (pressure). Assembly Lubricant (1.69 fl. oz.) 100-9903

• Application: delivers a flexible leak-proof seal in aluminum, Assembly Lubricant (1 pt. brush top container) 100-9905
steel, stainless steel and plastic against coolants, water, gasoline, Assembly Lubricant (1/2 pt. brush top container) 100-9906
natural gas and LPG. Thread Sealer (1.69 fl. oz.) 100-9904
• Designed for use with bolts
NOTE: These products are formulated for use on fasteners.
Not recommended for use on rotating components.

TOP ENGINE BUILDERS AND

MANUFACTURERS INSIST ON ARP!
Master engine builders in all forms of racing They know that ARP makes the best fasteners
know that it takes ARP fasteners to win races and in the business. If you’re not using ARP, then what
championships. are you waiting on?

Austin Coil
Crew Chief
John Force Racing

Bill Mitchell
Owner Rick Mann
World Products Chief Engine Builder
ECR Engines

86

800-826-3045
 THE
TOOLS
THREAD CLEANING CHASERS Size
M8 x 1.25
Part No.
912-0001
ARP’s handy thread
M10 x 1.25 912-0002
cleaning chaser taps are Size Part No.
M10 x 1.50 912-0003

COMPANY
designed with correct
1/4-20 911-0001
thread pitch and diame- M11 x 1.25 912-0004
ter to clean dirty blind or 5/16-18 911-0002
M11 x 1.50 912-0005
thru holes. Taps come in 3/8-16 911-0003
M11 x 2.00 912-0011
five USS sizes: 1/4˝, 5/16˝, 7/16-14 911-0004
M12 x 1.25 912-0006
3/8˝, 7/16˝ and 1/2˝, as well
1/2-13 911-0005
as metric. They are sold indi- M12 x 1.50 912-0007
vidually or in sets. Please note M12 x 1.75 912-0008
that these are strictly cleaning taps
and are not designed to cut thread. They
are a handy addition to the tool box of any serious engine builder and Combination Sets Specs Part No.
an essential aid to preparing any block for final assembly. Don’t take a
USS Combo Pack. 5-pc 1/4 through 1/2 911-0006
chance on weakening block and cylinder head threads. Use these handy
thread cleaning chasers whenever possible! Metric Combo Pack, 4-pc 1.25 Pitch 912-0009
Metric Combo Pack, 4-pc 1.50 & 1.75 Pitch 912-0010

SPARK PLUG INDEXER

By allowing you to consistently position spark plug ground electrodes
out of harm’s way, the ARP indexing tool takes the guess-work out of Product Part #
installing spark plugs where the combustion chamber and high dome pis- Spark Plug Indexer 920-0001
ton clearances is critical. Designed to fit in the palm of your hand, this
tool eliminates the need to perform cylinder head calibration. Best of all,
the ARP indexer is made from aluminum alloy with precision machined
threads that allows you to proof the quality of spark plug threads before
installation in expensive cylinder heads. Anodized for protection and
quick recognition. For use with tapered gasket 14mm plugs.

OIL PUMP PRIMER KITS

Those first moments an engine runs prior to building oil pressure
Application Part No.
are when damage can easily occur. ARP’s Oil Pump Primer Kit lets you
spin the oil pump with a drill motor and bring up the oil pressure prior CHEVROLET

to starting the engine. This prevents any unnecessary wear or damage SB & BB and 90˚ deluxe, 9.00˝ O.A.L. 130-8802
to rotating, reciprocating and valve train components. ARP’s rugged FORD
primer shafts are rated at 170,000 psi to ensure extended service life Small block, 1/4˝ hex drive 150-8801
of this valuable tool. They
351C, 351W, 351M, 400, 429/460, 5/16˝ hex drive 150-8802
feature a special billet alu-
minum sleeve that accurately
positions the shaft and keeps
it from wobbling.

ROD BOLT
EXTENSIONS
A long taper and full radius prevents nicking and scratching of
crankshaft journals during connecting rod installation. ARP rod bolt
extensions act as a guide during piston and rod installation – they will
also hold the bearing shell in position in some applications. Available
in 5/16˝, 3/8˝ and 7/16˝ extensions are packaged in pairs and are
hard anodize color coded for ease of identification.

Size Part No.

5/16 910-0001
3/8 910-0003
7/16 910-0004
Set of 3 910-0005
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THE COMPANY
TOOLS TAPERED RING COMPRESSORS
Available in standard
ARP’s new ring compressors are CNC machined from 6061-
T6 billet tube material and feature a true radius for each different & metric
bore diameter. What’s more, they are relieved for wire O-rings on
bottom. Type 3 anodizing is used for long life, and the bore size
is prominently engraved in 3/4˝ high numbers for easy identifi-
cation. Standard stocking sizes from 3.552˝ to 4.750˝ (SAE) and
75mm to 95.5mm (metric). The true radius design is far superior
to conventional “tapered” devices, and widely acclaimed by pro-
fessional engine builders! This is truly the very best piston ring
compressor on the market today.

Size Part No. Size Part No. Size Part No.

3.552 899-5520 4.115 900-1150 4.280 900-2800
3.572 899-5720 4.125 900-1250 4.290 900-2900
Size Part No. Size Part No. Size Part No.
3.800 899-8000 4.130 900-1300 4.310 900-3100
75.00mm 901-7500 82.00mm 901-8200 89.00mm 901-8900
3.830 899-8300 4.135 900-1350 4.320 900-3200
75.50mm 901-7550 82.50mm 901-8250 89.50mm 901-8950
3.900 899-9000 4.140 900-1400 4.330 900-3300
76.00mm 901-7600 83.00mm 901-8300 90.00mm 901-9000
4.000 900-0000 4.145 900-1450 4.350 900-3500
76.50mm 901-7650 83.50mm 901-8350 90.50mm 901-9050
4.005 900-0050 4.155 900-1550 4.360 900-3600
77.00mm 901-7700 84.00mm 901-8400 91.00mm 901-9100
4.010 900-0100 4.165 900-1650 4.375 900-3750
77.50mm 901-7750 84.50mm 901-8450 91.50mm 901-9150
4.020 900-0200 4.170 900-1700 4.390 900-3900
78.00mm 901-7800 85.00mm 901-8500 92.00mm 901-9200
4.030 900-0300 4.175 900-1750 4.400 900-4000
78.50mm 901-7850 85.50mm 901-8550 92.50mm 901-9250
4.040 900-0400 4.185 900-1850 4.440 900-4400
79.00mm 901-7900 86.00mm 901-8600 93.00mm 901-9300
4.060 900-0600 4.187 900-1870 4.470 900-4700
79.50mm 901-7950 86.50mm 901-8650 93.50mm 901-9350
4.070 900-0700 4.220 900-2200 4.500 900-5000
80.00mm 901-8000 87.00mm 901-8700 94.00mm 901-9400
4.080 900-0800 4.235 900-2350 4.530 900-5300
80.50mm 901-8050 87.50mm 901-8750 94.50mm 901-9450
4.090 900-0900 4.250 900-2500 4.560 900-5600
81.00mm 901-8100 88.00mm 901-8800 95.00mm 901-9500
4.100 900-1000 4.255 900-2550 4.600 900-6000
81.50mm 901-8150 88.50mm 901-8850 95.50mm 901-9550
4.105 900-1050 4.260 900-2600 4.625 900-6250
4.110 900-1100 4.270 900-2700 4.750 900-7500

ROD BOLT
STRETCH GAUGE
We highly recommend using a stretch gauge when installing
rod bolts and other fasteners where it is possible to measure the
length of the bolt after tightening. It is the most accurate way
to determine the correct pre-load in the rod bolt. Simply follow
manufacturer’s instructions, or use the chart on page 25 of this
catalog for ARP fasteners. Measure the fastener prior to starting,
and monitor overall length during installation. When the bolt has
stretched the specified amount, the correct preload, or torque,
has been applied. We recommend you maintain a chart of all rod
bolts, and copy down the length of the fastener prior to and after
installation. If there is a permanent increase of .001˝ in length
or more, or if there is deformation, the bolt should be replaced
immediately. Don’t chance it! A sample chart is as follows:
ARP offers a highly accurate stretch gauge with a dial indi-
cator that reads in increments of .0005˝. Features extra heavy
Product Part #
springs for consistent repetition. Comes with a heavy-duty, insu-
lated plastic carrying case for protection. A “must” for any serious Stretch Gauge 100-9941

engine builder. Stretch Gauge, billet-style 100-9942

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 THE
TOOLS
PROMOTIONAL MATERIALS

COMPANY
P.O.P. POSTERS
There are four distinctive point-of-purchase post-
ers available from ARP, each covering an important
product group. They measure 24˝ by 12˝.
Product Part #
Rod Bolts 999-9901
Cylinder Head & Main Studs 999-9902
Valve Train Components 999-9903
Stainless Steel Accessory Bolts 999-9904

BANNERS
You’ll see these familiar banners at race tracks
from coast to coast, and you can have one for your
facility, too. They’re screened on heavy-duty vinyl
and have grommets on the corners. They measure 5
feet by 3 feet.
Product Part #
Banner 999-9950

PLAN-O-GRAMS
These product layouts will help you showcase
popular items. They feature full color product pho-
tos, with provisions to display the product itself.
The Plan-O-Gram is calculated on a 1˝ spaced grid
pattern so it can be used on pegboard, gridwall, etc.
The first offering measures approximately 2´ wide
by 4´ tall, with a larger version under development
at press time.
Product Part #
Driveline Planogram - 24˝ x 48˝ 999-9975
Accessory Planogram - 24˝ x 48˝ 999-9976
Driveline Header Card - 24˝ x 5˝ 999-9977
Accessory Header Card - 24˝ x 5˝ 999-9978
General Header Card - 24˝ x 5˝ 999-9979

D R I V E L I N E FA S T E N E R S
The World Leader in Racing Fastener Technology #999-9977

A C C E S S O RY FA S T E N E R S
The World Leader in Racing Fastener Technology #999-9978

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THE COMPANY TRIBUTE TO SMOKEY YUNICK
For many years “Smokey” Yunick served as a valued tech consultant and “It’s to your advantage to know fasteners.”
To thoroughly understand it all would require at least 4 spe-
spokesman for ARP. He was a popular host of our Tech Seminars at trade
cific engineering degrees and 20 years of hands on experience in
shows, and his knowledge of fasteners was truly astounding. Smokey each. Nothing is forever, but take my word for it, ARP is the only
passed away in 2001, but his wit and wisdom will live on. Here are a few game in town today. Just about every successful racer I know today
of his observations and tech tips. R.I.P, Smokey! uses their stuff 100%. You can help yourself in reference to mate-
rial specs, thread lubes and torque techniques, also in fastener
Yesterday, fastener technology was pretty much “cut and try.” maintenance and handling. If you do a good job here, you’ll never
Often times the thinking was, if it breaks go to one size bigger. lose position in a race from fastener failure.
The game of substituting aircraft fasteners didn’t work either.
Although the quality was there, aviation fasteners simply didn’t There are many “little things” to consider
exist for across-the-board substitution. They still don’t. 1. When you use a locking chemical for studs, bolts or even nuts,
In real life there was no bullet-proof manufacturer of fasten- consider if you really need it.
ers specifically for race cars. There were attempts by various 2. If you are using a locking chemical, don’t force nuts off or studs
fastener manufacturers to out without a proper first step, like heat or release chemical.
claim expertise on a few spe- 3. If you can’t easily screw a nut and bolt together by hand they
cial applications like rod bolts shouldn’t be used.
and wheel studs. But in real- 4. Consider the importance in regard to how many exposed
ity, results were mixed, from threads are left when fastener is set. Turns out this has a bearing
good to terrible. on necessary torque and ultimate strength of the fastener.
It’s this simple; properly 5. Gradually try to understand and learn the difference in the
designing racing fasteners various steels used in fasteners.
requires the skills of metal- 6. Turns out, the best way to consider a fastener as a spring of
lurgists, stress analysts and correct elasticity for that specific job. Yup, a fastener works best
engineers. And to make them when stretched a specific amount.
requires special machinery and 7. You have got to start studying fasteners just like you do pistons,
manufacturing techniques. It cranks, rods, etc. There’s a lot to learn if you know what to
is also a fact that there is no look for.
way to do this cheaply, or in 8. The more you understand all the design limitations of fasteners,
high volume production. the better the engine durability will be.
Hall of Fame Mechanic I was asked to be a spokes- 9. If you can’t stretch the bolt enough, it can still fatigue, lose
“Smokey” Yunick man for ARP. Because I had torque or get loose.
never done this before, I made 10. Use a stretch gauge whenever possible. This is the only fool-
it a point to visit the ARP manufacturing facilities to see if their proof method of getting the correct clamping force.
products were good enough for me to endorse comfortably. The 11. Get access to a master gauge to check your torque wrenches.
visit blew my mind. I’ve been around some nut and bolt joints You’d be surprised at how many torque wrenches read incor-
before, but nothing I’d seen before could compare with the quality rect.
of inspection of the raw materials and their manufacturing process. 12. Don’t forget that you’ll get different torque readings when
using different lubricants.
Examining the “Over-Kill” fallacy 13. Use ARP’s moly lube whenever possible.
If there’s one thing I’ve heard over and over from visitors to
trade shows and races it’s,“Your fasteners are great. I’m not having Get the “Inside Scoop” in Smokey’s book...
any problems but I’m being told, by your competitors, that ARP is over- In addition to being one of racing’s most famous innovators
kill and therefore I’m wasting some money when I buy ARP pan bolts, and personalities, Smokey Yunick was known for being opin-
manifold bolts or just about everything except for certain critical ionated on many matters. He told it like it was, according to
engine, drive train or suspension fasteners.” My first instinct is to Smokey. Before his passing, Yunick spent considerable effort
say they are full of _ _ _ _. compiling anecdotes from his illustrious career. It’s a “must have”
But the subject is worth talking about. Cost is an important book for anyone who is into auto racing. From Daytona Beach
consideration when you choose a particular vendor’s offering. Still, to Indy, Smokey lets it rip!
if you use lesser quality fasteners and they were not subject to many
assembly and disassembly cycles, by people with varying skills For details on purchasing
from professional to rank amateur. Maybe, just maybe, you could Smokey’s book or apparel call
make a case for minimum grade fasteners that are over designed, 866-SMOKEY2 or visit: www.
size-wise, to allow a reasonably safe application for conservative SmokeyYunick.com
usage.
Now, lets get back in our world. The real world. We can expect
the engines and vehicles to be leaned on, from a little to beyond any
sensible extreme. We can expect 10 or more assembly/disassembly
cycles. We can expect over-torquing, which will leave the fastener
looking 100% but actually in a condition RED, semi-failed mode.
We can expect some fasteners that are minimal in quality to end
up in a critical, high-stress area. We can’t expect everyone to be
able to look at a fastener and determine its quality by looks, or
even by markings. So we leave ourselves wide open for expensive
and possibly dangerous results. For the amount of money saved by
“type rating” every fastener’s capability, and consideration of a long
range view of the best mix of customers, I recommend all fasteners
be of a quality that does exceed the minimum standards.
90

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 THE
APPAREL
RACING JACKETS APPAREL
Take your pick from the traditional black suede-like material
or new “checkered flag” motif. There’s a full nylon lining with
a handy zippered pocket. A heavy-duty metal zipper provides

COMPANY
closure, while an elastic waistband and cuffs, plus generous side
pockets, round out the technical features. Graphically, there’s a
large ARP logo embroidered on the back and a smaller version
in front. The jackets are available in sizes M to XXXL.

HATS

BLACK RACING JACKET

RACING T-SHIRTS
Our T-shirts are heavy-duty 100% cotton and built to last!
Adult sizes are available in three popular colors: white, sand and
ash while childrens sizes are available in white, orange and ash.
On the back is a large silk-screened full-color graphic with a
“blueprint” theme and a small Automotive Racing Products logo
is screened on the front. ARP T-shirts are available in sizes Small
to XXXL for adults and Small (6-8), Medium (10-12) and Large CHECKERED FLAG
(14-16) for children. Please state sizes when ordering. JACKET

UNIFORM PATCHES
Add color to your jacket, crew uniform, driving suit or
shop apron with
these top qual-
ity embroidered
emblems. They
measure approxi-
mately 5˝ wide
by 2˝ tall. RACING T-SHIRTS

HOODED SWEATSHIRT

SWEATSHIRT
back

ORDERING PROCEDURES
All apparel must be ordered directly from ARP. Our dealers do not
handle apparel. You may charge the order to your Visa or Master Card All ARP apparel is sold on the basis of your being responsible for sizes.
account. Please make sure you order the correct sizes, as we have a very If there is a problem, you must return the garment to ARP within a week of
strict return policy. Appropriate shipping charges will be added to each receipt. Any garment that has been worn and soiled, dry cleaned or laundered,
order; plus sales tax for California residents. cannot be returned.
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