ARP
Automotive Racing Products
ARP Catalog. - all fasteners
Automotive Racing Products
Rod bolts, Main cap bolts, Head studs &
bolts
RPM - RON'S PRECISION MACHINE, INC.
69 E. 580 N.
Santaquin, Utah 84655
https://www.rpmrons.com
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1-801-754-5338 or Toll free 1-866-700-5877 Contact us anytime 24-7
Hours 9-5 Monday-Friday |
| Engine Rebuild Kit and Parts Online Catalog. |
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| Hours: 9:00 AM to 5:00 PM Monday - Friday Mountain Time (Utah) |
ARP
Automotive Racing Products
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ROD BOLTS pages 31-40 Replacement and aftermarket CYLINDER HEAD pages 41-60, 69-76 Head studs & bolts, rocker arm components, valve cover, header ENGINE BLOCK pages 61-68, 77-81 Main studs & bolts, oil pan & pump, front cover, water pump |
INTAKE SYSTEM pages 82-85 Manifold bolts, carb, air cleaner & blower studs, coil, distributor ENGINE COMPONENTS pages 86-90 Cam, harmonic damper bolts, fuel pump pushrod, oil pump ACCESSORIES pages 91-92 Complete bolt kits, individual bolts from intake to oil pan |
| 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: |
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STAINLESS STEEL: Ideally suited for many automotive and
marine applications because stainless is tolerant of heat and
virtually impervious to rust and corrosion. ARP “Stainless
300” and Custom 450 materials are specially alloyed for
extra durability. Both are polished using a proprietary process
to produce a beautiful finish. Tensile STRENGTH
is typically rated at 170,000-190,000 psi. 8740 CHROME MOLY: Until the development of today’s modern alloys, chrome moly was popularly considered a high STRENGTH material. Now viewed as only moderate STRENGTH, 8740 chrome moly is seen as a good tough steel, with adequate fatigue properties for most racing applications, but only if the threads are rolled after heat-treatment, as is the standard ARP production practice. Typically, chrome moly is classified as a quench and temper steel, that can be heat-treated to deliver tensile STRENGTHs between 180,000 and 210,000 psi. ARP2000®: ARP2000 is an alloy steel that can be safely heat treated to a higher level, producing a greater STRENGTH material than 8740. While 8740 and ARP2000 share similar characteristics – ARP2000 is capable of achieving a clamp load at 220,000 psi. ARP2000 is used widely in short track and drag racing as an up-grade from 8740 chrome moly in both steel and aluminum rods. Stress corrosion and hydrogen embrittlement are typically not a problem, providing care is taken to protect the parts from moisture and the parts are kept well-oiled. L19®: This is a premium steel that is processed to deliver superior STRENGTH and fatigue properties. L19 is a very high STRENGTH material 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 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. AERMET®: With a typical tensile STRENGTH of 290,000-310,000 psi, Aermet is a new martensitic super-alloy that is stronger and less expensive than the super-alloy austenitic materials that follow. Because it is capable of achieving incredibly high clamping loads, it is ideal for short but extreme environments like top fuel, funny car and some short track applications. Although Aermet is a maraging steel that is far superior to other high STRENGTH steels in its resistance to stress corrosion, it must be kept well-oiled and not exposed to moisture. |
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INCONEL 718: A nickel based material that is in the high
temperature, super-alloy class, it is found to be equally suitable
in lower temperature applications. This material delivers tensile
STRENGTHs in the 210,000-230,000
psi range and exhibits improved fatigue properties. Best of all,
Inconel 718 is completely immune to hydrogen embrittlement and
corrosion. ARP3.5® (AMS5844): While similar to Inconel 718, these super-alloys are found in many jet engine and aerospace applications where heat and stress attack the life of critical components. The high cobalt content of this alloy, while expensive, delivers a material with superior fatigue characteristics and typically tensile STRENGTH in the 260,000-280,000 psi range. The immunity to hydrogen embrittlement and corrosion of these materials is a significant design consideration. These materials are primarily used in connecting rods where extremely high loads, high RPM and endurance are important factors – Formula 1, NASCAR and IRL applications. CUSTOM AGE 625 PLUS®: This newly formulated super-alloy demonstrates superior fatigue cycle life, tensile STRENGTH and toughness – with complete resistance to atmospheric corrosion and oxidation. ARP is the first to develop manufacturing and testing processes for fasteners with Custom Age 625+. Best of all it is less expensive and expected to soon replace MP-35 as the material of choice in the high STRENGTH, super-alloy field. Typical tensile STRENGTH is 260,000-280,000 psi. TITANIUM: ARP now offers special order fasteners made of an alloy (Ti6Al-4V) that is specially heat-treated (a process developed by ARP’s own Russ Sherman) and provides superior STRENGTH to other titanium alloys employed in racing and aerospace. The material has a nominal tensile STRENGTH of 180,000 psi, and is very corrosion resistant. The main advantage of titanium, of course, is its weight – which is about 40% lighter than a comparable fastener made of steel. Head studs and accessory bolts are ideal applications for this lightweight material. |
| 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 & studs | ||||||||||||||||||||
| Grade 8 | No | 120,000 psi | 150,000 psi | Accessory bolts & studs | ||||||||||||||||||||
| “Stainless 300” | Yes | 140,000 psi | 170-190,000 psi | Accessory bolts & studs | ||||||||||||||||||||
| Custom 450 | Yes | 150,000 psi | 170-190,000 psi | Accessory bolts & studs, head bolts | ||||||||||||||||||||
| 8740 chrome moly | Yes | 180,000 psi | 190,000 psi | Rod bolts, head & main studs & bolts | ||||||||||||||||||||
| A286 | Yes | 170,000 psi | 200,000 psi | Head bolts, accessory bolts | ||||||||||||||||||||
| ARP2000 | Yes | 200,000 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 | 210-230,000 psi | head bolts, case studs & bolts | ||||||||||||||||||||
| Custom Age 625+ | Yes | 235-255,000 psi | 260-280,000 psi | Head studs, connecting rod bolts | ||||||||||||||||||||
| ARP 3.5 | Yes | 220-250,000 psi | 260-280,000 psi | Connecting rod bolts | ||||||||||||||||||||
| AerMet | Yes | 260,000 psi | 290-310,000 psi | Special products | ||||||||||||||||||||
| Titanium | Yes | 160,000 psi | 180,000 psi | Head studs, accessory bolts | ||||||||||||||||||||
| Listed here are the general torque recommendations for most ARP fasteners. Recommended torque is equal 75% of the fastener’s yield STRENGTH. Simply read down to the correct fastener size, then across to find the torque value for your application. ALWAYS LUBRICATE THE FASTENERS PRIOR TO APPLYING TORQUE TO ENSURE ACCURATE READINGS. |
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Note 1. The torque values represented here are intended for general
information only and bulk fasteners, not for specific installations. Note 2. On specific installations, where the supplied instructions deviate from the torque values listed here, always follow the specific instructions packaged with each kit. |
| Recommended Torque to Achieve Optimum Clamping Force Using ARP Lubricants - Torque (ft./lbs.) - Clamp Load (lbs.) Note: For those using Newton/meters as a torquing reference, you must multiply the appropriate ft./lbs. factor by 1.356. | |||||||||||||||||||||||
| Fastener Diameter | Fastener Tensile STRENGTH (PSI) | ||||||||||||||||||||||
| (1,241 N/mm ) | (1,310 N/mm ) | (1,516 N/mm ) | |||||||||||||||||||||
| Torque w/ARP lube | Clamp Load | Torque w/ARP lube | Clamp Load | Torque w/ARP lube | Clamp Load | ||||||||||||||||||
| 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 | 11.88 | 80 | 13.47 | 90 | 15.06 | |||||||||||||||||
| 1/2" | 110 | 16.391 | 125 | 18.515 | 140 | 20.639 | |||||||||||||||||
| 9/16" | 160 | 21.22 | 180 | 23.944 | 200 | 26.668 | |||||||||||||||||
| 5/8" | 210 | 26.372 | 240 | 29.756 | 270 | 33.14 | |||||||||||||||||
| M6 | 11 | 3.359 | 13 | 3.814 | 15 | 4.269 | |||||||||||||||||
| M8 | 24 | 5.801 | 28 | 6.581 | 32 | 7.361 | |||||||||||||||||
| M10 | 54 | 9.97 | 62 | 11.305 | 70 | 12.64 | |||||||||||||||||
| M11 | 72 | 12.184 | 82 | 13.961 | 92 | 15.738 | |||||||||||||||||
| M12 | 98 | 14.472 | 112 | 16.949 | 125 | 19.425 | |||||||||||||||||
| M14 | N/A | N/A | 184 | 22.771 | 205 | 25.73 | |||||||||||||||||
| M16 | N/A | N/A | 244 | 29.664 | 272 | 33.519 | |||||||||||||||||
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| Make | Part No. | Stretch (in.) | ARP Ultra- |
| ALFA ROMEO | 126-6101 $176.54 | .0075 - .0080 | 45 |
| AMC | 112-6001 $77.91 | .0060 - .0065 | 40 |
| 114-6001 $103.86 | .0060 - .0065 | 40 | |
| 114-6002 $103.86 | .0070 - .0075 | 50 | |
| 114-6004 $122.22 | .0060 - .0065 | 50 | |
|
BMC/ TRIUMPH |
206-6001 $140.56 | .0065 - .0070 | 55 |
| 206-6002 $123.02 | .0065 - .0070 | 35 | |
| 206-6003 $50.23 | .0065 - .0070 | 45 | |
| 206-6004 $89.13 | .0065 - .0070 | 45 | |
| 206-6005 $131.86 | .0065 - .0070 | 45 | |
| 206-6006 $140.56 | .0065 - .0070 | 55 | |
| 206-6007 $124.96 | .0045 - .0050 | 30 | |
| 206-6009 $86.57 | .0065 - .0070 | 32 | |
| BMW | 201-6001 $579.52 | .0075 - .0080 | 60 |
| 201-6102 $143.48 | .0065 - .0070 | 50 | |
| 201-6103 $266.15 | .0075 - .0080 | 70 | |
| 201-6104 $178.03 | .0065 - .0070 | 70 | |
| 201-6201 $246.76 | .0070 - .0075 | 40 | |
| 201-6202 $179.21 | .0055 - .0060 | 32 | |
| 201-6301 $247.01 | .0080 - .0085 | 36 | |
| 201-6302 $327.67 | .0080 - .0085 | 36 | |
| 201-6303 $246.69 | .0070 - .0075 | 36 | |
| 201-6304 $152.08 | .0075 - .0080 | 50 | |
| 201-6305 $107.78 | .0055 - .0060 | 19 | |
| 206-6008 $94.48 | .0055 - .0060 | 25 | |
| BUICK | 123-6001 $141.16 | .0060 - .0065 | 55 |
| 123-6002 $141.16 | .0065 - .0070 | 55 | |
| 124-6001 $103.86 | .0050 - .0055 | 45 | |
| 124-6002 $215.85 | .0040 - .0045 | 45 | |
| 124-6003 $215.85 | .0040 - .0045 | 45 | |
| 125-6001 $103.86 | .0055 - .0060 | 50 | |
| CADILLAC | 117-6001 $140.04 | .0060 - .0065 | 55 |
| 135-6003 $101.08 | .0060 - .0065 | 50 | |
| 217-6301 $269.31 | .0075 - .0080 | 50 | |
| CHEVROLET | 131-6001 $61.10 | .0055 - .0060 | 45 |
| 132-6001 $91.71 | .0055 - .0060 | 45 | |
| 132-6002 $126.90 | .0050 - .0055 | 30 | |
| CHRYSLER | 141-6001 $61.09 | .0060 - .0065 | 50 |
| 141-6401 $61.10 | .0060 - .0065 | 50 | |
| 142-6001 $72.80 | .0055 - .0060 | 50 | |
| 142-6002 $84.13 | .0060 - .0065 | 50 | |
| 144-6001 $103.86 | .0060 - .0065 | 50 | |
| 144-6401 $122.22 | .0060 - .0065 | 50 | |
| 145-6001 $152.98 | .0070 - .0075 | 75 | |
| 145-6002 $103.86 | .0060 - .0065 | 50 | |
| 145-6402 $111.58 | .0060 - .0065 | 50 | |
| 244-6401 $203.70 | .0070 - .0075 | 55 | |
| 245-6402 $203.70 | .0070 - .0075 | 55 |
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| Make | Part No. | Stretch (in.) | ARP Ultra- |
| CHRYSLER | 247-6301 $192.66 | .0065 - .0070 | 45 |
| 247-6302 $239.69 | .0075 - .0080 | 65 | |
| 247-6303 $220.53 | .0095 - .0100 | 95 | |
| FORD | 150-6004 $103.86 | .0060 - .0065 | 50 |
| 150-6005 $131.66 | .0060 - .0065 | 50 | |
| 150-6404 $103.86 | .0060 - .0065 | 50 | |
| 151-6001 $56.84 | .0060 - .0065 | 40 | |
| 151-6002 $56.84 | .0060 - .0065 | 40 | |
| 151-6003 $103.37 | .0050 - .0055 | 25 | |
| 151-6004 $94.48 | .0055 - .0060 | 25 | |
| 151-6005 $88.44 | .0045 - .0050 | 36 | |
| 152-6001 $77.91 | .0060 - .0065 | 50 | |
| 152-6002 $90.35 | .0060 - .0065 | 50 | |
| 153-6001 $91.71 | .0060 - .0065 | 35 | |
| 153-6002 $74.15 | .0060 - .0065 | 40 | |
| 154-6001 $111.74 | .0060 - .0065 | 50 | |
| 154-6002 $103.86 | .0060 - .0065 | 35 | |
| 154-6003 $103.86 | .0060 - .0065 | 50 | |
| 154-6004 $122.22 | .0050 - .0055 | 50 | |
| 154-6005 $114.51 | .0060 - .0065 | 50 | |
| 154-6006 $120.07 | .0060 - .0065 | 50 | |
| 154-6401 $117.68 | .0060 - .0065 | 50 | |
| 154-6402 $103.86 | .0060 - .0065 | 35 | |
| 154-6403 $103.86 | .0060 - .0065 | 50 | |
| 155-6001 $103.86 | .0060 - .0065 | 50 | |
| 155-6002 $103.86 | .0060 - .0065 | 50 | |
| 155-6003 $111.74 | .0060 - .0065 | 50 | |
| 200-6001 $149.74 | .0045 - .0050 | 60 | |
| 250-6301 $208.32 | .0075 - .0080 | 55 | |
| 250-6302 $354.00 | .0095 - .0100 | 95 | |
| 250-6303 $233.26 | .0085 - .0090 | 85 | |
| 250-6404 $203.70 | .0070 - .0075 | 55 | |
| 251-6201 $124.96 | .0050 - .0055 | 25 | |
| 251-6202 $96.80 | .0065 - .0070 | 45 | |
| 251-6203 $206.15 | .0085 - .0090 | 50 | |
| 251-6301 $96.63 | .0065 - .0070 | 45 | |
| 251-6402 $101.88 | .0065 - .0070 | 45 | |
| Make | Part No. | Stretch (in.) | ARP Ultra- |
| FORD (cont.) | 254-6402 $203.70 | .0070 - .0075 | 30 |
| 254-6403 $203.70 | .0070 - .0075 | 55 | |
| 255-6402 $203.70 | .0070 - .0075 | 55 | |
| 256-6301 $214.17 | .0065 - .0070 | 42 | |
| HOLDEN | 205-6001 $107.60 | .0055 - .0060 | 55 |
| 205-6002 $107.60 | .0055 - .0060 | 45 | |
| 205-6003 $91.71 | .0050 - .0055 | 26 | |
| HONDA/ ACURA | 208-6001 $65.54 | .0050 - .0055 | 26 |
| 208-6002 $166.34 | .0055 - .0060 | 45 | |
| 208-6003 $166.34 | .0080 - .0085 | 50 | |
| 208-6004 $257.17 | .0080 - .0085 | 37 | |
| 208-6005 $256.48 | .0080 - .0085 | 26 | |
| 208-6301 $193.01 | .0055 - .0060 | 14 | |
| 208-6401 $134.36 | .0070 - .0075 | 50 | |
| JEEP | 146-6001 $140.64 | .0065 - .0070 | 45 |
| LANCIA | 275-6001 $133.24 | .0075 - .0080 | 70 |
| MAZDA | 118-6401 $120.80 | .0060 - .0065 | 38 |
| MITSUBISHI | 107-6001 $61.06 | .0055 - .0060 | 40 |
| 107-6002 $61.06 | .0060 - .0065 | 26 | |
| 107-6003 $65.93 | .0065 - .0070 | 40 | |
| 107-6004 $96.34 | .0065 - .0070 | 40 | |
| 207-6002 $181.63 | .0065 - .0070 | 30 | |
| NISSAN/DATSUN | 102-6001 $61.10 | .0060 - .0065 | 26 |
| 102-6002 $101.79 | .0050 - .0055 | 26 | |
| 102-6003 $82.13 | .0060 - .0065 | 45 | |
| 202-6001 $61.07 | .0060 - .0065 | 45 | |
| 202-6002 $91.81 | .0060 - .0065 | 26 | |
| 202-6003 $91.81 | .0060 - .0065 | 45 | |
| 202-6004 $91.81 | .0070 - .0075 | 45 | |
| 202-6005 $91.81 | .0065 - .0070 | 45 | |
| 202-6006 $262.77 | .0065 - .0070 | 30 | |
| 202-6007 $143.56 | .0075 - .0080 | 45 | |
| 202-6008 $95.12 | .0070 - .0075 | 45 | |
| 202-6101 $443.31 | .0090 - .0095 | 60 | |
| OLDSMOBILE | 181-6001 $61.10 | .0055 - .0060 | 40 |
| 184-6001 $103.86 | .0060 - .0065 | 50 | |
| 185-6001 $103.86 | .0055 - .0060 | 50 |
| Make | Part No. | Stretch (in.) | ARP Ultra- | |
| OPEL/VAUXHALL | 109-6001 $94.98 | .0055 - .0060 | 32 | |
| 109-6002 $112.24 | .0050 - .0055 | 24 | ||
| 109-6003 $85.72 | .0050 - .0055 | 32 | ||
| 209-6003 $145.74 | .0065 - .0070 | 38 | ||
| PEUGEOT | 117-6101 $142.75 | .0070 - .0075 | 45 | |
| PONTIAC | 190-6001 $103.86 | .0060 - .0065 | 50 | |
| 190-6002 $103.86 | .0060 - .0065 | 50 | ||
| 190-6003 $152.98 | .0075 - .0080 | 75 | ||
| 190-6004 $114.48 | .0055 - .0060 | 75 | ||
| 191-6001 $61.10 | .0055 - .0060 | 45 | ||
| 194-6001 $122.22 | .0055 - .0060 | 45 | ||
| PORSCHE | 104-6006 $221.44 | .0055 - .0060 | 40 | |
| 204-6001 $427.00 | .0095 - .0100 | 50 | ||
| 204-6002 $258.78 | .0105 - .0110 | 55 | ||
| 204-6003 $258.78 | .0090 - .0095 | 50 | ||
| 204-6004 $437.65 | .0095 - .0100 | 50 | ||
| 204-6005 $388.14 | .0100 - .0105 | 40 | ||
| PORSCHE | 204-6301 $246.67 | .0095 - .0100 | 45 | |
| RENAULT | 116-6001 $96.43 | .0045 - .0050 | 36 | |
| 216-6301 $114.12 | .0065 - .0070 | 42 | ||
| 216-6302 $114.12 | .0065 - .0070 | 42 | ||
| SEA-DOO | 168-6001 $77.18 | .0070 - .0075 | 60 | |
| SUBARU | 260-6301 $173.01 | .0070 - .0075 | 42 | |
| 260-6302 $126.83 | .0070 - .0075 | 42 | ||
| 260-6303 $113.61 | .0065 - .0070 | 60 | ||
| SUZUKI | 271-6301 $125.53 | .0050 - .0055 | 45 | |
| TOYOTA | 203-6001 $80.32 | .0050 - .0055 | 40 | |
| 203-6002 $65.73 | .0060 - .0065 | 50 | ||
| 203-6003 $65.73 | .0050 - .0055 | 40 | ||
| 203-6004 $80.32 | .0060 - .0065 | 50 | ||
| 203-6005 $180.44 | .0075 - .0080 | 65 | ||
| 203-6301 $122.32 | .0075 - .0080 | 65 | ||
| 203-6302 $113.61 | .0065 - .0070 | 60 | ||
| VOLVO | 219-6201 $206.15 | .0085 - .0090 | 50 | |
| VOLKSWAGEN/ AUDI | 104-6001 $221.44 | .0055 - .0060 | 40 | |
| 104-6002 $166.34 | .0065 - .0070 | 40 | ||
| 104-6003 $100.88 | .0075 - .0080 | 40 | ||
| 104-6004 $187.43 | .0085 - .0090 | 35 | ||
| 104-6005 $93.54 | .0050 - .0055 | 40 | ||
| - | Make | Part No. | Stretch (in.) | ARP Ultra- |
| VOLKSWAGEN/ AUDI | 104-6007 $233.02 | .0085 - .0090 | 35 | |
| 204-6006 $176.60 | .0075 - .0080 | 40 | ||
| 204-6201 $255.53 | .0075 - .0080 | 30 | ||
| 204-6302 $159.65 | .0070 - .0075 | 30 | ||
| 204-6303 $165.74 | .0070 - .0075 | 39 | ||
| GENERAL REPLACEMENT | 200-6002 $149.74 | .0055 - .0060 | 75 | |
| 200-6003 $184.93 | .0055 - .0060 | 75 | ||
| 200-6004 $149.74 | .0045 - .0050 | 75 | ||
| 200-6006 $184.93 | .0050 - .0055 | 75 | ||
| 200-6201 $291.03 | .0065 - .0070 | 80 | ||
| 200-6202 $244.12 | .0065 - .0070 | 80 | ||
| 200-6203 $303.30 | .0065 - .0070 | 80 | ||
| 200-6204 $303.30 | .0065 - .0070 | 80 | ||
| 200-6205 $303.30 | .0065 - .0070 | 80 | ||
| 200-6206 $300.21 | .0065 - .0070 | 75 | ||
| 200-6207 $100.60 | .0055 - .0060 | 55 | ||
| 200-6208 $102.28 | .0065 - .0070 | 55 | ||
| 200-6209 $101.78 | .0055 - .0060 | 55 | ||
| 200-6210 $94.38 | .0050 - .0055 | 30 | ||
| 200-6506 $507.11 | .0065 - .0070 | 70 | ||
| 300-6601 $1,326.39 | .0065 - .0070 | 85 | ||
| 300-6602 $1,211.56 | .0055 - .0060 | 55 | ||
| 300-6603 $608.58 | .0055 - .0060 | 55 | ||
| 300-6608 $477.01 | .0055 - .0060 | 32 | ||
| 300-6609 $410.28 | .0045 - .0050 | 15 | ||
| 300-6701 $927.72 | .0065 - .0070 | 85 | ||
| 300-6702 $824.44 | .0065 - .0070 | 60 | ||
| 300-6703 $423.63 | .0065 - .0070 | 60 | ||
| 300-6704 $424.18 | .0060 - .0065 | 60 | ||
| 300-6706 $948.40 | .0060 - .0065 | 75 | ||
| 300-6708 $357.34 | .0055 - .0060 | 32 | ||
| 300-6709 $352.34 | .0050 - .0055 | 15 | ||
| - | ||||
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The importance of tightening fasteners to their required clamp
load cannot be emphasized enough. If a fastener is not tightened
properly, the fastener will not apply the required clamp load
on the application it is being used for and may become susceptible
to failure. Conversely, if a fastener is overtightened and stretched
too much, it becomes susceptible to failure by exceeding the
yield point. There are three generally accepted methods employed
to determine how much tension is exerted on a fastener: A. Using a torque wrench B. Measuring the amount of stretch C. Torque angle: rotating the fastener a predetermined amount Of these methods, measuring the amount of stretch of a fastener has been proven to be the most accurate. However, since stretch can only be measured with the use of specialty type gauges or expensive ultra-sonic measuring equipment, it is only practical for measuring the stretch on connecting rod bolts and other fasteners, where it is possible to monitor the overall length of a fastener, as it is being tightened. Since most fasteners are installed in blind holes and can’t be accessed from both ends to monitor stretch, one will most likely use a torque wrench or torque angle monitoring device for the majority of assembly work.  The Stretch Factor
It is important to note that in order for a fastener to function
properly it must be stretched a specific amount. The material’s
ability to “rebound” like a spring is what provides
the clamping force. If you were to simply finger-tighten a bolt
there would be no clamp load. However, when you apply torque
or rotate a fastener a specific amount and stretch it, you will
be applying clamping force. The amount of clamp load a fastener
will generate depends on the thread diameter, fastener material
and the material’s mechanical properties, such as tensile
STRENGTH and ductility. When a
fastener is torqued or stretched beyond its capability the fastener
material will yield. The yield point or yield STRENGTH
of a fastener is the point at which the fastener has been overtightened
and stretched too much, and will not return to its original manufactured
length. As a rule of thumb, if you measure a fastener and it
is .001½ or more, longer than its original length it has
been compromised and must be replaced. |
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Another factor that must be considered is heat! Heat, primarily
in aluminum, is another problem area. Because the thermal expansion
rate of aluminum is far greater than that of steel it is possible
to stretch a fastener beyond yield as the aluminum expands under
heat. Thermal expansion can be offset by designing a fastener
that is more flexible and installing the fastener at a safe percentage
of yield. The 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 fastener. It is the most accurate way of measuring clamp load of any bolt. Simply follow manufacturer’s instructions  of the fastener length prior to installation and after any disassembly. If there is a permanent increase of .001½ or more in length, there is a deformation and the bolt should be replaced. A sample stretch monitoring chart is located on page 30. Using A Torque Wrench There are a number of things to consider when using a torque wrench. The “friction factor” changes from one cycle to the next. That is, friction is at its highest value when the fastener is first tightened. Each subsequent time the fastener is torqued and loosened, the amount of friction reduces. Eventually the friction levels out and becomes fairly consistent for all following repetitions.  Three basic elements that contribute to the friction factor: 1. Most importantly - the fastener assembly lubricant 2. The condition of the threads 3. The surface finish of the fastener Because of these variables, a phenomenon known as clamp load scatter occurs. Clamp load scatter is the variation in clamp load a fastener generates due to fluctuating levels of friction from one torque cycle to subsequent cycles. It’s not uncommon to see clamp load scatter in the range of 4,000-8,000 pounds between the first and tenth pull on a new fastener depending on the lubricant used. |
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The Lubricant Is The Key A major factor that influences friction in a fastener is the lubricant used, and therefore influences the torque required for a particular installation. One of the most overlooked aspects of choosing a fastener assembly lubricant is…the lubricant’s ability to stabilize friction inherent in all high performance engine fasteners. As discussed earlier, friction is at its highest point when a new fastener is first tightened. This friction inhibits the fasteners ability to achieve the required clamp load on the first several cycles. In fact, ARP’s in-house Research and Development department has proven that new fasteners using motor oil and other commonly used lubricants such as Moly and EPL typically require 5-7 cycles before final torquing to level out the initial friction and achieve the required clamp load. Slicker lubricants may reduce the required torque by as much as 20-30% to achieve the desired clamp load, but compromise in areas of major importance such as repeatability, and may yield the fastener prematurely. Typically, the slicker the lubricant, the greater the clamp load scatter will be during installation.  The bottom line: clamp load repeatability and consistency from a fastener to fastener perspective, should be the number one consideration when choosing a fastener assembly lubricant. Remember even the best fastener is only as good as its installation. Clamp load repeatability is the foundation for maintaining round housing bores, and consistency ensures the same clamp load from one fastener to another across a large area, such as the deck surface of a cylinder block. These two fundamentals are the cornerstone of every successful fastener installation and that’s why ARP’s engineering team set out to develop the “ultimate” fastener lubricant. The result of several years of extensive R&D is a remarkable assembly lube called ARP Ultra-Torque®. As shown in the graph above, ARP Ultra-Torque® clearly provides the clamp load repeatability and consistency that no other fastener assembly lubricant on the market today can provide.  |
Fastener Surface Finish and Condition of Threads In addition to the lubricant used, friction is affected by the surface finish of the fastener itself and the condition of the threads. For example, black oxide behaves differently than a polished fastener so it’s important to follow the torque recommendations with each fastener kit. Then there’s the very real problem of burrs and debris in the bolt holes that can significantly affect the amount of torque required to achieve the recommended clamp load. All bolt holes should be thoroughly cleaned using thread chasers to clean the threads before installation. ARP offers these special cleaning chaser taps on page 136.  Torque Wrench Accuracy It is possible for even the most expensive torque wrenches to lose accuracy over time. Rough use or repeated loosening of fasteners using your torque wrench as a “breaker bar” will exacerbate the loss of accuracy. In fact, ARP field technicians have seen a wide range of torque wrench reading errors as much as 15-30%. This just emphasizes the importance of treating torque wrenches with the utmost of respect and having them checked periodically for accuracy. The Torque Angle Method Since the amount that a bolt or nut advances on the thread per degree of rotation is determined by the thread pitch, it would appear that any amount of stretch in a given bolt or stud can be accurately predicted by measuring the degrees of turn from the point where the underside of the bolt head or nut face contacts the work surface. Termed the “torque angle” method, this procedure has long been the standard of civil engineering. It has been suggested that torque angle is a relatively simple and valid procedure to use in blind hole installations—where it is not possible to physically measure the actual bolt stretch. ARP has conducted extensive evaluations of the torque angle method, and concluded that – for high performance engine applications – it is suitable only when calibrated for each installation. Our investigation has proven that installed stretch is dependent not only on the pitch of the thread and the degree of rotation, but also on the amount of compression of the clamped components, the type of lubrication, the length of the male fastener, and the amount of engaged thread. It’s important to note that for the same degree of rotation, the amount of bolt stretch will differ from aluminum to cast iron cylinder heads, or when installing a steel main cap on a cast iron or aluminum block. Furthermore, each length fastener requires a unique torque-angle to obtain the correct stretch for that fastener. The torque angle method can be accurate – but only if each individual application has been calibrated by direct measurement of bolt stretch. If you do employ the torque angle method, it’s best to begin calibrating rotation from some small measured torque rather than the first point of contact with the work face. To achieve optimum accuracy, always use ARP |
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Whether measured by stretch or by torque, properly installing a rod bolt is essential for trouble-free performance. If a bolt is installed without sufficient clamp load, every revolution of the crankshaft will cause a separation between the connecting rod and rod cap. This imposes additional stretch in the bolt. The stretch disappears when the load is removed on each revolution, or cycle. Over time, this cycle stretching and relaxing can cause the bolt to fail due to fatigue, just like a paper clip that is bent back and forth by hand. To prevent this condition, the bolt’s clamp load must be greater than the load caused by rotating assembly reaching top dead center. A properly installed rod bolt remains stretched by its clamp load and is not subjected to the cyclic loads imposed on the connecting rod. A 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 measure the actual stretch of 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 an untorqued state. Write this length down. You can make a chart similar to the one shown on this page to 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 .001½ 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. Connecting rod bolts, on the other hand, support the primary tension loads caused by engine operation and must be protected from cyclic stretching. That’s why proper tightening of connecting rod bolts is so important. See pages 25-27 for recommended stretch and torque values. |
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Friction is a challenging problem because it varies so much, and is extremely difficult to control with most commonly known lubricants. The best way to avoid the pitfalls of friction and the known variables associated with different lubricants is by using the stretch method. By using the stretch method and removing the friction variable, clamp load can be controlled and repeated. Each time a new bolt is torqued and loosened, the friction factor gets smaller. Eventually the friction levels out and becomes constant for all following repetitions, making it necessary to tighten and loosen a new bolt several times before final installation, when the stretch method cannot be used. The number of cycles depends on the lubricant. Most lubricants require, 5-7 tightening and loosening cycles to level out the friction before final installation. However, with the introduction of ARP’s new Ultra-Torque fastener assembly lubricant, cycling a new fastener before final installation becomes a “thing of the past.” See page 134 for more information on ARP Ultra-Torque® fastener assembly lubricant.  A rod bolt stretch gauge is one of the most important tools a serious engine builder can own. It’s valuable in properly setting up a rod for resizing, obtaining the proper clamp load when installed. See page 135 for more information. |
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A large number of connecting rod manufacturers 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 critically important to monitor the stretch of each bolt and replace it when it has permanently elongated by .001½. 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 material. This will provide you with improved reliability. However, please understand that when you want bolts made from exotic, super high STRENGTH materials, 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 effective – but will definitely give you an extra margin of safety and longer service life. You should also know that ARP rod bolts are superior to those from other manufacturers. Especially in the area of fatigue STRENGTH. Testing has shown ARP rod bolts to have twenty 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 easy to see why ARP bolts are superior. As such, it makes good sense to rely on ARP for optimum 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 on each bolt as your assurance of quality.  Red part numbers indicate new items |
  • Forged in-house at ARP using only the finest quality materials • Heat-treated using special vertical racks to assure complete 360° penetration • Threads rolled after heat-treat to provide up to 10-times longer fatigue STRENGTH • Precision CNC-machined to exacting specifications • Specially designed for optimum reliability in each application  ARP connecting rod bolts are used in everything from exotic 18,000 rpm Formula 1 engines to 10,000 horsepower nitro-burning Top Fuel engines |
| Please contact the rod manufacturer for the appropriate stretch/torque values and installation instructions. |
| Thread Size (in.) | UHL (in.) | Thread Length (in.) | Grip Length* (in.) | Head Height (in.) | Wrench Size (in.) | Collar Diameter (in.) | Material | Set Qty | Complete Set | 2-Piece Pack | |||||||||||||
| 1/4 | 1.4 | 0.53 | 0.225 | 0.325 | 5/16 | 0.433 | ARP3.5 | 8 | 300-6609 $410.28 * | 300-6629 $106.02 * | |||||||||||||
| 1.4 | 0.53 | 0.225 | 0.325 | 5/16 | 0.433 | Custom Age 625+ | 8 | 300-6709 $352.34 * | 300-6729 $91.51 * | ||||||||||||||
| 5/16 | 1.5 | 0.55 | 0.15 | 0.348 | 3/8 | 0.526 | ARP2000 | 8 | 200-6210 $94.38 * | 200-6220 $25.19 * | |||||||||||||
| 1.5 | 0.55 | 0.15 | 0.348 | 3/8 | 0.526 | ARP3.5 | 8 | 300-6608 $477.01 * | 300-6628 $119.45 * | ||||||||||||||
| 1.5 | 0.55 | 0.15 | 0.348 | 3/8 | 0.526 | Custom Age 625+ | 8 | 300-6708 $357.34 * | 300-6728 $89.52 * | ||||||||||||||
| 3/8 | 1.5 | 0.55 | 0.1 | 0.388 | 7/16 | 0.555 | ARP2000 | 8 | 200-6207 $100.60 + | 200-6227 $26.71 + | |||||||||||||
| 1.5 | 0.55 | 0.145 | 0.388 | 7/16 | 0.555 | Custom Age 625+ | 8 | 300-6704 $424.18 * | 300-6724 $108.34 * | ||||||||||||||
| 1.6 | 0.6 | 0.145 | 0.388 | 7/16 | 0.555 | ARP2000 | 8 | 200-6209 $101.78 + | 200-6219 $26.48 + | ||||||||||||||
| 1.6 | 0.6 | 0.145 | 0.365 | 7/16 | 0.565 | ARP3.5 | 16 | 300-6602 $1,211.56 + | 300-6622 $150.16 + | ||||||||||||||
| 1.6 | 0.6 | 0.145 | 0.365 | 7/16 | 0.565 | Custom Age 625+ | 16 | 300-6702 $824.44 + | 300-6722 $106.15 + | ||||||||||||||
| 1.6 | 0.6 | 0.145 | 0.365 | 7/16 | 0.565 | ARP3.5 | 8 | 300-6603 $608.58 + | 300-6623 $150.16 + | ||||||||||||||
| 1.6 | 0.6 | 0.145 | 0.365 | 7/16 | 0.565 | Custom Age 625+ | 8 | 300-6703 $423.63 + | 300-6723 $106.15 + | ||||||||||||||
| 1.75 | 0.56 | 0.15 | 0.388 | 7/16 | 0.555 | ARP2000 | 8 | 200-6208 $102.28 + | 200-6228 $26.58 + | ||||||||||||||
| 7/16 | 1.6 | 0.6 | 0.2 | 0.388 | 7/16 | 0.644 | 8740 | 16 | 200-6006 $184.93 * | 200-6026 $26.32 * | |||||||||||||
| 1.725 | 0.65 | 0.3 | 0.38 | 1/2 | 0.655 | L19 | 16 | 200-6203 $303.30 * | 200-6223 $37.92 * | ||||||||||||||
| 1.725 | 0.65 | 0.3 | 0.388 | 1/2 | 0.655 | ARP2000 | 16 | 200-6205 $303.30 * | 200-6225 $37.92 * | ||||||||||||||
| 1.75 | 0.66 | 0.35 | 0.36 | 1/2 | 0.635 | Custom Age 625+ | 16 | 300-6701 $927.72 * | 300-6721 $117.15 * | ||||||||||||||
| 1.75 | 0.66 | 0.35 | 0.435 | 1/2 | 0.745 | ARP3.5 | 16 | 300-6601 $1,326.39 * | 300-6621 $166.68 * | ||||||||||||||
| 1.8 | 1.05 | 0.75 | 0.388 | 7/16 | 0.644 | 8740 | 16 | 200-6001 $149.74 * | 200-6021 $18.69 * | ||||||||||||||
| 1.8 | 1 | 0.3 | 0.36 | 7/16 | 0.644 | 8740 | 16 | 200-6002 $149.74 * | 200-6022 $18.69 * | ||||||||||||||
| 1.8 | 0.7 | 0.2 | 0.388 | 7/16 | 0.644 | 8740 | 16 | 200-6003 $184.93 * | 200-6023 $23.07 * | ||||||||||||||
| 1.8 | 0.8 | 0.3 | 0.38 | 1/2 | 0.655 | ARP2000 | 16 | 200-6202 $244.12 * | 200-6222 $36.35 * | ||||||||||||||
| 1.8 | 0.8 | 0.3 | 0.38 | 1/2 | 0.655 | ARP2000 | 16 | 200-6204 $303.30 * | 200-6224 $37.92 * | ||||||||||||||
| 1.85 | 0.74 | 0.2 | 0.388 | 7/16 | 0.644 | ARP2000 | 16 | 200-6201 $291.03 * | 200-6221 $36.35 * | ||||||||||||||
| 2 | 1 | 0.3 | 0.435 | 1/2 | 0.745 | ARP2000 | 16 | 200-6206 $300.21 * | 200-6226 $37.56 * | ||||||||||||||
| 2 | 1 | 0.3 | 0.435 | 1/2 | 0.745 | L19 | 16 | 200-6506 $507.11 * | 200-6526 $63.42 * | ||||||||||||||
| 2 | 1 | 0.3 | 0.435 | 1/2 | 0.745 | Custom Age 625+ | 16 | 300-6706 $948.40 * | 300-6726 $119.45 * | ||||||||||||||
| 2 | 1.25 | 0.75 | 0.388 | 7/16 | 0.644 | 8740 | 16 | 200-6004 $149.74 * | 200-6024 $18.69 * | ||||||||||||||
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* NOTE: the Grip Length in undercut bolts is the distance from the head to the start of the undercut.  |
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8740 CHROME MOLY: Until the development of today’s
modern alloys, chrome moly was popularly considered a high STRENGTH material. Now viewed as only moderate
STRENGTH, 8740 chrome moly is seen
as a good tough steel, with adequate fatigue properties for most
racing applications, but only if the threads are rolled after
heat-treatment, as is the standard ARP production practice. Typically,
chrome moly is classified as a quench and temper steel, that
can be heat-treated to deliver tensile STRENGTHs
between 180,000 and 200,000 psi. ARP2000®: ARP2000 is an alloy steel that can be safely heat treated to a higher level, producing a greater STRENGTH material than 8740. While 8740 and ARP2000 share similar characteristics – ARP2000 is capable of achieving a clamp load at 220,000 psi. ARP2000 is used widely in short track and drag racing as an up-grade from 8740 chrome moly in both steel and aluminum rods. Stress corrosion and hydrogen embrittlement are typically not a problem, providing care is taken to keep the parts well-oiled and not exposed to moisture. L19®: This is a premium steel that is processed to deliver superior STRENGTH and fatigue properties. L19 is a very high STRENGTH material 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 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. ARP3.5® (AMS5844): While similar to Inconel 718, these super-alloys are found in many jet engine and aerospace applications where heat and stress attack the life of critical components. The high cobalt content of this alloy, while expensive, delivers a material with superior fatigue characteristics and typically tensile STRENGTH in the 260,000- 280,000 psi range. The immunity to hydrogen embrittlement and corrosion of these materials is a significant design consideration. These materials are primarily used in connecting rods where extremely high loads, high RPM and endurance are important factors – Formula 1, NASCAR and IRL applications. CUSTOM AGE 625 PLUS®: This newly formulated super-alloy demonstrates superior fatigue cycle life, tensile STRENGTH and toughness – with complete resistance to atmospheric corrosion and oxidation. ARP is the first to develop manufacturing and testing processes for fasteners with Custom Age 625+. Best of all it is less expensive and expected to soon replace MP-35 as the material of choice in the high STRENGTH, |
| +WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. |
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Replace your original connecting rod cap screws with these ARP products for enhanced durability and improved 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 assembly are the same. Communicate with your machinist! Use a stretch gauge for both functions, if possible. NOTE: One way to know if a bolt is ready to fail is if it has permanently yielded .001½ or more. See page 28.  3. Measure pre-torqued bolt length. Always keep a log of the original free standing length. A sample is on page 29. Assemble cap to rod, then lubricate the bolt threads and washer with ARP Ultra- Torque lubricant. Install bolt & washer. |
 1. Clean and inspect all hardware for obvious damage. If necessary, chase or re-tap con rod threads to ensure proper thread engagement and accurate torque readings.  4. Using a stretch gauge or micrometer to measure fastener stretch, torque rod bolt until recommended bolt stretch is achieved. A rod bolt stretch and torque table is located on pages 25-27. |
 2. Position the washer with the chamfer facing the bolt head to ensure it clears the underhead radius. NOTE: Improper installation will cause premature bolt failure.  5. Once properly preloaded, have the rods resized before assembling them to the pistons, then install in engine using the prescribed bolt-stretch method. |
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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 assembly are the same. Communicate with your machinist! Use a stretch gauge for both functions, if possible.  3. Lubricate the bolt threads and the face of the nuts with ARP Ultra-Torque lubricant, tighten nuts to achieve recommended bolt stretch. A rod bolt stretch and torque table is located on pages 25-27. |
 1. Inspect rods to ensure there is adequate chamfer to clear radius under heads, then install bolts after inspecting for damaged hardware.  4. With proper preload applied, have rods resized. This procedure is recommended any time rod bolts are replaced. |
 2. Reinstall the rod cap, then measure bolt length using a micrometer (free standing length).  5. Install rod and piston assemblies in engine using the prescribed bolt stretch method or by following recommended torque values. |
 Choose From Three ARP Replacement Rod Bolts: Because factory connecting rods (or aftermarket versions of OEM rods) are used in a variety of applications from rebuilt stock motors to modified powerplants used in circle track, marine and drag racing engines – including those with superchargers and/ or nitrous oxide injection systems – ARP offers replacement rod bolts in three different models. All of them are substantially better than the stock OEM and most aftermarket bolts.  GOOD: STANDARD HIGH PERFORMANCE BOLTS A premium grade 8740 alloy chrome moly steel is used to manufacture ARP High Performance connecting rod bolts. This material is heat-treated to provide a tensile STRENGTH in 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.  BETTER: WAVE-LOC® HIGH PERFORMANCE BOLTS The same heat-treated 8740 chrome moly steel is used to make 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 features symmetrical waves and has an effective interference range of .001½ to .005½ for proper cap alignment.  BEST: “PRO” SERIES WAVE-LOC BOLTS For the most severe applications, in conjunction with aftermarket I-beam rods, ARP has developed the “Pro” Series Wave-Loc bolts. These ultra heavy-duty rod bolts are made from a special material designated ARP2000. It has approximately 200% the fatigue life of 8740 chrome moly steel and has a tensile STRENGTH of 220,000 psi, and is capable of more than 12,000 lbs. clamping force. |
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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 catastrophic engine failure. As you can imagine, the most critical joint is where the connecting rod halves mate. The 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 becomes oval-shaped and the rod bolts bend. As the crankshaft continues to rotate, the rod becomes round again. With alternating tension loads and cyclic bending of the bolts, it is very important to install fasteners that are able to exert a clamping force greater than the load imposed upon the joint (tension). In addition to utilizing a rod bolt with sufficient STRENGTH to withstand the tremendous cyclical strains placed upon 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 is far more accurate than using a torque wrench. Moreover, through subsequently checking the rod bolts length at teardowns, it is possible to determine if it has been stressed beyond safe limits and must be replaced. ADVANTAGES OF WAVE-LOC ROD BOLTS: 
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| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | Pro Series ARP2000 (complete) | Pro Series ARP2000 (2-PC) |
| ALFA ROMEO | |||||
| 2.0L GTV | P | 126-6101 $176.54 | - | - | - |
| AMC | |||||
| 258 cid inline 6 | D | 112-6001 $77.91 | - | - | - |
| 290- 304- 343- 360 cid 11/32" | D | 114-6001 $103.86 | - | - | - |
| 390 cid (1968-69) | R | 114-6004 $122.22 | - | - | - |
| 390-401 cid (1970 & later) 3/8" | R | 114-6002 $103.86 | - | - | - |
| AUDI - SEE VOLKSWAGEN, PAGE 40 | |||||
| BMC/TRIUMPH/ROVER | |||||
| A Series 3/8" | J | 206-6001 $140.56 | 206-602 | - | - |
| A & B Series 11/32" | C | 206-6002 $123.02 | - | - | - |
| B Series (1964-68) 18GB & 18GF 3/8" | E | 206-6003 $50.23 | - | - | - |
| Bonneville 650cc motorcycle (1956-72) | K | 206-6009 $86.57 | - | - | - |
| K Series | E | 206-6007 $124.96 | - | - | - |
| 1.3L & 1.5L Spitfire | E | - | - | 206-6004 $89.13 | - |
| 2.0L GT6 & 2.5L TR6 | E | - | - | 206-6005 $131.86 | - |
| 2.0L SOHC TR7 | AB | 206-6006 $140.56 | - | - | - |
| BMW | |||||
| S1000RR Motorcycle | E | - | - | 201-6202 $179.21 | - |
| 1.5L & 2.0L (M10) 4-cylinder | X | - | - | 201-6304 $152.08 | - |
| 2.3L (S14) M11 x 41mm UHL | E | - | - | 201-6104 $178.03 | - |
| 2.5L (M50/ M50TU) inline 6 M9 x 53mm UHL | E | - | - | 201-6301 $247.01 | - |
| 2.8L (M52EURO), 3.0L (S50US) & 3.2L (S52US) inline 6 M9 x 44mm UHL | E | - | - | 201-6201 $246.76 | - |
| 2.8L (M52/M52TU) & 3.0L (M54) inline 6 M9 x 47mm UHL | E | - | - | 201-6303 $246.69 | - |
| 3.0L (S50 EURO) inline 6 M10 x 45mm UHL | E | - | - | 201-6102 $143.48 | - |
| 3.2L (S54) inline 6 M11 x 47mm UHL | E | - | - | 201-6103 $266.15 | - |
| 4.0L (S65) V8 M9 x 45mm UHL Custom Age 625+ | E | - | - | 201-6001 $579.52 | 201-6021 $76.31 |
| 4.4L (M62/ M62TU) V8 M9 x 53mm UHL | E | - | - | 201-6302 $327.67 | - |
| BUICK | |||||
| 90° V6 (cap screw type) 1.500" UHL | E | - | - | 123-6001 $141.16 | 123-6021 $27.71 |
| 90° V6 (cap screw type) 1.700" UHL, fits Grand National | E | - | - | 123-6002 $141.16 | 123-6022 $27.71 |
| 215 cid aluminum V8 | D | 124-6001 $103.86 | - | - | - |
| 350 cid (1968-73) standard 11/32" | N | 124-6002 $215.85 | - | - | - |
| 350 cid (1968-73) .015 in. oversize 11/32" | N | 124-6003 $215.85 | - | - | - |
| 400- 401- 425- 430- 455 cid | AE | 125-6001 $103.86 | - | - | - |
| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | HP Wave 8740 (complete) | HP Wave 8740 (2-PC) | Pro Wave ARP2000 (complete) | Pro Wave ARP2000 (2-PC) | Pro Series ARP2000 (complete) | Pro Series ARP2000 (2-PC) |
| CADILLAC | |||||||||
| 4.6L Northstar | E | - | - | - | - | - | - | 217-6301 $269.31 | - |
| 390 V8 | AH | 117-6001 $140.04 | - | - | - | - | - | - | - |
| 472-500 cid with 12 pt nuts | B | 135-6003 $101.08 | - | - | - | - | - | - | - |
| CHEVROLET, SMALL BLOCK | |||||||||
| 265- 283- 327 cid (small journal) 11/32" | D | 134-6001 $103.86 | 134-6021 $15.31 | 134-6401 $108.66 | 134-6411 $17.20 | 234-6401 $203.70 | 234-6421 $25.51 | - | - |
| 305- 307- 327- 350 cid (large journal) 3/8" | B | 134-6003 $103.86 | 134-6023 $15.31 | 134-6403 $103.86 | 134-6423 $14.85 | 234-6403 $203.70 | 234-6423 $25.51 | - | - |
| 350 cid PM Rod (1992-97) LT1/LT4 | B | 134-6005 $111.58 | - | - | - | - | - | - | - |
| 383 Stroker w/ 350 rod (extra head clear- ance) | F | 134-6027 $110.87 | - | - | - | - | - | - | - |
| 400 cid | F | 134-6002 $103.86 | 134-6022 $15.31 | 134-6402 $103.86 | 134-6422 $14.85 | 234-6402 $203.70 | 234-6422 $25.51 | - | - |
| 7/16" “K” rod with 12 pt nuts | T | 134-6004 $133.11 | - | - | - | - | - | - | - |
| Gen III/IV LS Series small block & 6.2L LT1 (except LS7 & LS9) “Cracked Cap Design” | E | 134-6006 $149.74 | 134-6026 $17.81 | - | - | - | - | 234-6301 $156.19 | 234-6321 $25.98 |
| Gen IV LS7 & LS9 small block (titanium rod) | E | - | - | - | - | - | - | 234-6302 $275.02 | - |
| CHEVROLET, BIG BLOCK | |||||||||
| 396-4 02- 427- 454 cid 3/8" | A | 135-6002 $103.86 | 135-6022 $15.31 | 135-6402 $103.86 | 135-6422 $14.85 | 235-6402 $203.70 | 235-6422 $25.51 | - | - |
| 409 cid | B | 134-6003 $103.86 | 134-6023 $15.31 | 134-6403 $103.86 | 134-6423 $14.85 | 234-6403 $203.70 | 234-6423 $25.51 | - | - |
| 454- 502 cid 7/16" | T | 135-6001 $103.86 | 135-6021 $16.30 | 135-6401 $103.86 | 135-6421 $24.17 | 235-6401 $203.70 | 235-6421 $25.51 | - | - |
| 454- 502 cid 7/16" with 12 pt nuts | T | - | - | - | - | 235-6403 $222.36 | 235-6423 $29.93 | - | - |
| Chevy 8.1 | V | - | - | - | - | 235-6404 $273.15 | 235-6424 $35.73 | - | - |
| CHEVROLET, 4 AND 6-CYLINDER | |||||||||
| 140- 145- 164 cid Corvair 5/16" | D | - | - | 132-6002 $126.90 | 132-6022 $21.13 | - | - | - | - |
| 194- 230- 250 cid inline 6 | D | 132-6001 $91.71 | 132-6021 $15.31 | - | - | - | - | - | - |
| 120- 140 cid 4-cylinder Vega | D | 131-6001 $61.10 | 131-6021 $7.63 | - | - | - | - | - | - |
| 2.8L 60° V6 | R | 133-6002 $91.73 | 133-6022 $15.36 | - | - | - | - | - | - |
| 4.3L 90° V6 | F | 133-6001 $77.91 | 133-6021 $20.36 | - | - | - | - | - | - |
| CHRYSLER | |||||||||
| 2.2L & 2.5L 4-cylinder | R | 141-6001 $61.09 | 141-6021 $15.95 | 141-6401 $61.10 | - | - | - | - | - |
| 170-225 cid Slant Six (1976 & earlier) | F | 142-6001 $72.80 | - | - | - | - | - | - | - |
| 225 cid Slant Six (1977 & later) | R | 142-6002 $84.13 | - | - | - | - | - | - | - |
| 318- 340- 360 Wedge & 318-360 Magnum | R | 144-6001 $103.86 | 144-6021 $15.31 | 144-6401 $122.22 | 144-6421 $15.36 | 244-6401 $203.70 | 244-6421 $25.51 | - | - |
| 5.7L Gen III Hemi | E | - | - | - | - | - | - | 247-6301 $192.66 | - |
| 6.1L & 6.4L Gen III Hemi | E | - | - | - | - | - | - | 247-6302 $239.69 | - |
| 383- 400- 413- 440 Wedge & 354-392 Hemi | R | 145-6002 $103.86 | 145-6022 $15.31 | 145-6402 $111.58 | - | 245-6402 $203.70 | 245-6422 $25.51 | - | - |
| 426 factory Hemi & 426- 472- 528- 572 Gen II Hemi 7/16" | AC | 145-6001 $152.98 | 145-6021 $22.49 | - | - | - | - | - | - |
| DATSUN - SEE NISSAN, PAGE 38 | |||||||||
| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | HP Wave 8740 (complete) | HP Wave 8740 (2-PC) | Pro Wave ARP2000 (complete) | Pro Wave ARP2000 (2-PC) | Pro Series ARP2000 (complete) | Pro Series ARP2000 (2-PC) |
| DIESEL | |||||||||
| Chevy/GM 6.6L Duramax | E | - | - | - | - | - | - | 230-6301 $290.38 | - |
| Cummins 3.9L (4BT) 4-cylinder | E | - | - | - | - | - | - | 247-6304 $179.47 | - |
| Dodge/ Cummins 5.9L 12V/24V | E | - | - | - | - | - | - | 247-6303 $220.53 | - |
| Ford 6.0L & 6.4L Power Stroke | E | - | - | - | - | - | - | 250-6301 $208.32 | - |
| Ford 7.3L Power Stroke PM rod (2001-03) | E | - | - | - | - | - | - | 250-6302 $354.00 | - |
| Ford 7.3L Power Stroke forged rod (1994-00) | AG | - | - | - | - | - | - | 250-6303 $233.26 | - |
| Nissan 2.5L (YD25) 4-cylinder diesel 11/32" | C | - | - | - | - | - | - | 202-6008 $95.12 | - |
| FORD, SMALL BLOCK | |||||||||
| 239- 256- 272- 292 Y block (rod marked EBU) | M | 154-6005 $114.51 | - | - | - | - | - | - | - |
| 239- 256- 272- 292 Y block (rod marked ECZ) | F | 154-6004 $122.22 | 154-6024 $15.31 | - | - | - | - | - | - |
| 289- 302 cid standard 5/16" | AD | 154-6002 $103.86 | 154-6022 $15.31 | 154-6402 $103.86 | 154-6422 $16.60 | 254-6402 $203.70 | 254-6422 $25.51 | - | - |
| 302 cid Sportsman SVO 3/8" | M | 150-6005 $131.66 | 150-6025 $14.78 | - | - | - | - | - | - |
| 312 cid | F | 154-6004 $122.22 | 154-6024 $15.31 | - | - | - | - | - | - |
| 351 Cleveland | C | 154-6003 $103.86 | 154-6023 $15.31 | 154-6403 $103.86 | 154-6423 $14.85 | 254-6403 $203.70 | 254-6423 $25.51 | - | - |
| 351-400M | C | 154-6001 $111.74 | 154-6021 $16.37 | 154-6401 $117.68 | 154-6421 $15.49 | - | - | - | - |
| Boss 302 & 351W | C | 150-6004 $103.86 | 150-6024 $15.31 | 150-6404 $103.86 | 150-6424 $14.85 | 250-6404 $203.70 | 250-6424 $25.51 | - | - |
| 351W with square head rod bolt | AC | 154-6006 $120.07 | - | - | - | - | - | - | - |
| FORD, BIG BLOCK | |||||||||
| 390- 406- 410- 427- 428 cid FE Series | G | 155-6002 $103.86 | 155-6022 $15.31 | - | - | 255-6402 $203.70 | 255-6422 $25.51 | - | - |
| 427 LeMans | E | 200-6001 $149.74 | 200-6021 $18.69 | - | - | - | - | - | - |
| 428 Cobra Jet (replacement for 13/32" bolt) | A | 155-6001 $103.86 | 155-6021 $15.31 | - | - | - | - | - | - |
| 429- 460 cid | AC | 155-6003 $111.74 | 155-6023 $16.37 | - | - | - | - | - | - |
| Boss 429-460 | C | 150-6004 $103.86 | 150-6024 $15.31 | 150-6404 $103.86 | 150-6424 $14.85 | 250-6404 $203.70 | 250-6424 $25.51 | - | - |
| FORD, MODULAR | |||||||||
| 4.6L & 5.4L | E | - | - | - | - | - | - | 256-6301 $214.17 | - |
| FORD, 4, 5 AND 6-CYLINDER | |||||||||
| 1.6L CVH M8 | E | 151-6004 $94.48 | - | - | - | - | - | - | - |
| 1.6L Zetec E M8 | E | 151-6003 $103.37 | 151-6023 $27.64 | - | - | - | - | - | - |
| 1.8L Duratec | E | - | - | - | - | - | - | 251-6202 $96.80 | - |
| 2.0L DOHC Cosworth Sierra/Escort | E | - | - | - | - | - | - | 251-6301 $96.63 | - |
| 2.0L RS 2000 M8 | E | - | - | - | - | - | - | 251-6201 $124.96 | 251-6222 $32.84 |
| 2.0L Zetec M9 | E | 151-6005 $88.44 | - | - | - | - | - | - | - |
| 2000cc Pinto | D | 151-6001 $56.84 | 151-6021 $16.73 | - | - | - | - | - | - |
| 2300cc Pinto | A | 151-6002 $56.84 | 151-6022 $16.73 | - | - | 251-6402 $101.88 | 251-6422 $25.51 | - | - |
| 2.5L (B5254) DOHC 5-cylinder | E | - | - | - | - | - | - | 251-6203 $206.15 | - |
| 2.8L & 2.9L V6 | AD | 153-6001 $91.71 | - | - | - | - | - | - | - |
| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | Pro Series ARP2000 (complete) |
| FORD, 4, 5 AND 6-CYLINDER (CONTINUED) | ||||
| 3.8L V6 Super Coupe T-bird | C | 153-6002 $74.15 | 153-6022 $13.05 | - |
| 240-300 cid inline 6 | G | 152-6001 $77.91 | - | - |
| 4.9L inline 6 | M | 152-6002 $90.35 | - | - |
| HOLDEN | ||||
| 11/32" | C | 205-6002 $107.60 | - | - |
| 3/8" | J | 205-6001 $107.60 | - | - |
| HONDA/ACURA | ||||
| 1.2L, 1.6L & 1.8L M8 | F | 208-6001 $65.54 | - | - |
| 1.5L (L15) | E | - | - | 208-6301 $193.01 |
| 1.6L & 1.8L M9 | Y | - | - | 208-6401 $134.36 |
| 2.0L (F20C) & 2.2L (F22C) S2000 | E | - | - | 208-6002 $166.34 |
| 2.0L (K20A) | E | - | - | 208-6003 $166.34 |
| 3.0L (C30A) V6 Acura NSX M9 | AF | - | - | 208-6004 $257.17 |
| 3.2L (C32B) V6 Acura NSX M8 | AF | - | - | 208-6005 $256.48 |
| JEEP | ||||
| 4.0L inline 6 | D | - | - | 146-6001 $140.64 |
| LANCIA | ||||
| 2.0L SOHC 8V & DOHC 16V Turbo | E | - | - | 275-6001 $133.24 |
| MAZDA | ||||
| 1.6L (B6) & 1.8L (BP) DOHC Miata M9 | W | 118-6401 $120.80 | - | - |
| MINI | ||||
| 1.6L (W10, W11) Mini – supercharged & non-supercharged (2002-08 Chrysler engine) M8 x 43mm UHL | E | 206-6008 $94.48 | - | - |
| 1.6L (N12/ N14/ N16/ N18) Mini – turbo- charged & non-turbocharged (2007-15 Peugeot engine) M7 x 45mm UHL | E | - | - | 201-6305 $107.78 |
| MITSUBISHI | ||||
| 2.0L (4B11) DOHC (2008 & later) | E | - | - | 207-6002 $181.63 |
| 2.0L (4G63) DOHC (1993 & earlier) M9 | AC | 107-6001 $61.06 | 107-6021 $15.25 | - |
| 2.0L (4G63) DOHC (1994-07) M8 | S | 107-6002 $61.06 | 107-6022 $15.25 | - |
| 2.6L (G54B) | C | 107-6003 $65.93 | 107-6023 $17.88 | - |
| 3.0L (6G72) & 3.5L (6G74) V6 | C | 107-6004 $96.34 | 107-6024 $17.88 | - |
| NISSAN/DATSUN | ||||
| A Series (A12- A12A- A13- A14- A15) | F | 102-6002 $101.79 | - | - |
| L16 Series M8 | C | 102-6001 $61.10 | - | - |
| L20 Series 4-cylinder & 2.2L (Z22) M9 | C | 202-6001 $61.07 | - | - |
| L24 Series (early) inline 6 M8 | C | 202-6002 $91.81 | - | - |
| L24 (late), L26 & L28 Series inline 6 M9 | C | 202-6003 $91.81 | - | - |
| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | Pro Wave ARP2000 (complete) | Pro Series ARP2000 (complete) | Pro Series ARP2000 (2-PC) |
| NISSAN/DATSUN (CONTINUED) | ||||||
| 2.0L (SR20DE/ DET) 11/32" | C | 202-6005 $91.81 | - | - | - | - |
| 2.4L (KA24DE) 11/32" | C | 102-6003 $82.13 | - | - | - | - |
| 2.5L (YD25) 4-cylinder diesel 11/32" | C | - | - | - | 202-6008 $95.12 | - |
| 2.6L (RB26DET/ DETT) Inline 6 11/32" | AA | - | - | - | 202-6007 $143.56 | - |
| 3.0L (VG30E/ET) SOHC V6 M9 | C | 202-6003 $91.81 | - | - | - | - |
| 3.0L (VG30D/ DET/ DETT) DOHC V6 11/32" | C | 202-6004 $91.81 | - | - | - | - |
| 3.5L (VQ35) DOHC V6 M8 | E | - | - | - | 202-6006 $262.77 | - |
| 3.8L (VR38DETT) DOHC V6 Custom Age 625+ | E | - | - | - | 202-6101 $443.31 | - |
| OLDSMOBILE | ||||||
| 2.3L & 2.4L Quad 4 | T | 181-6001 $61.10 | - | - | - | - |
| 307- 350- 403- 425 cid | U | 184-6001 $103.86 | 184-6021 $15.31 | - | - | - |
| 455 cid | F | 185-6001 $103.86 | 185-6021 $15.31 | - | - | - |
| OPEL/VAUXHALL | ||||||
| 1.4L & 1.6L 8V M8 | E | 109-6002 $112.24 | - | - | - | - |
| 1.4L 16V M9 | E | 109-6003 $85.72 | - | - | - | - |
| 2.0L 16V M9 | E | 109-6001 $94.98 | - | - | 209-6003 $145.74 | - |
| PEUGEOT | ||||||
| 205 & 306 | AC | 117-6101 $142.75 | - | - | - | - |
| PONTIAC | ||||||
| 151 cid (Iron Duke) 4-cylinder 11/32" | D | 191-6001 $61.10 | - | - | - | - |
| 3800 V6 (cap screw type) 1.700" UHL | E | - | - | - | 123-6002 $141.16 | 123-6022 $27.71 |
| 301 cid | D | 194-6001 $122.22 | - | - | - | - |
| 287- 317- 347- 370- 389 cid (1955-62) | R | 190-6002 $103.86 | 190-6022 $15.31 | - | - | - |
| 326- 389- 400- 455 cid (1963 & later) 3/8" | F | 190-6001 $103.86 | 190-6021 $15.31 | - | - | - |
| 455 Super Duty 7/16" | AC | 190-6003 $152.98 | 190-6023 $22.49 | - | - | - |
| 455 Super Duty (cap screw type) 7/16-24 | E | 190-6004 $114.48 | - | - | - | - |
| PORSCHE | ||||||
| RSR Ti rod | E | - | - | 204-6004 $437.65 | - | - |
| 1.7L & 2.0L Type IV | K | 104-6006 $221.44 | - | - | - | - |
| 2.0L 911S (1969) | H | - | - | 204-6003 $258.78 | - | - |
| 911/930 Turbo & 933 M9 | H | - | - | 204-6005 $388.14 | - | - |
| 911 M10 | H | - | - | 204-6001 $427.00 | - | - |
| 944 | Z | - | - | 204-6002 $258.78 | - | - |
| 986/987/996 & 997 (cap screw type) M9 | E | - | - | - | 204-6301 $246.67 | - |
| RENAULT | ||||||
| Clio (F4R) 16V M9 | E | - | - | - | 216-6301 $114.12 | - |
| Application Note: Please verify rod bolt head style against the photos labeled A-AF when replacing rod bolts | Head Style | Hi-Perf 8740 (complete) | Hi-Perf 8740 (2-PC) | Pro Wave ARP2000 (complete) | Pro Series ARP2000 (complete) | Pro Series ARP2000 (2-PC) |
| RENAULT (CONTINUED) | ||||||
| R5 Turbo (Mid-Engine) | E | - | - | - | 216-6302 $114.12 | - |
| R12 Gordini/Alpine (807g) | E | 116-6001 $96.43 | - | - | - | - |
| ROVER - SEE BMC, PAGE 34 | ||||||
| SEA-DOO | ||||||
| Rotax RXP-X255 | E | - | - | - | 168-6001 $77.18 | - |
| SUBARU | ||||||
| 1.8L (EJ18) & 2.2L (EJ22) SOHC, 2.5L (EJ25) S0HC/ DOHC Non Turbo & 2.0L (EJ20) DOHC Turbo | Q | - | - | 260-6301 $173.01 | - | - |
| Subaru 2.0L 4-cylinder FA20 | E | - | - | - | 260-6303 $113.61 | - |
| 2.5L (EJ25) DOHC Turbo | E | - | - | - | 260-6302 $126.83 | - |
| SUZUKI | ||||||
| GSX 1300 Hayabusa | E | - | - | - | 271-6301 $125.53 | - |
| M16A | 171-6001 | - | - | - | - | |
| TOYOTA | ||||||
| 1.6L (4AGE) DOHC & 1.6L (4ALC) SOHC M9 | F | 203-6001 $80.32 | - | - | - | - |
| 1.6L (2TC/ 2TG) & 1.8L (3TC) | F | 203-6003 $65.73 | - | - | - | - |
| 1.8L (2ZZGE) | E | - | - | - | 203-6301 $122.32 | - |
| 2.0L (3SGTE) & 2.4L (22R) | A | 203-6002 $65.73 | - | - | - | - |
| 2.0L 4-cylinder 4U-GSE | E | - | - | - | 203-6302 $113.61 | - |
| 3.0L (7MGTE) inline 6 (1986-92) Supra | O | 203-6004 $80.32 | - | - | - | - |
| 3.0L (2JZGE/ GTE) inline 6 (1993-98) Supra | E | - | - | - | 203-6005 $180.44 | - |
| TRIUMPH - SEE BMC, PAGE 35 | ||||||
| VOLKSWAGEN/AUDI | ||||||
| Audi 5-cylinder | L | - | - | - | 104-6007 $233.02 | - |
| Formula Vee (cap screw type) M9 | E | 104-6005 $93.54 | 104-6025 $26.17 | - | - | - |
| Super Vee (cap screw type) Audi-style rod | E | - | - | - | 104-6003 $100.88 | 104-6023 $26.72 |
| 1600cc air-cooled | K | 104-6001 $221.44 | - | - | - | - |
| Air-cooled early & late 40HP and 1500cc M9 | E | 104-6008 $99.62 | 104-6028 $25.84 | - | - | - |
| 1600cc water-cooled Rabbit & Corrado G60 | K | 104-6002 $166.34 | - | - | - | - |
| 1.8L & 2.0L water cooled | L | - | - | - | 104-6004 $187.43 | 104-6024 $48.39 |
| 2.0L (FSI/TFSI) DOHC 4-cylinder, M8 | E | - | - | - | 204-6302 $159.65 | - |
| 2.0L (FSI/TFSI) DOHC 4-cylinder, M9 | E | 204-6303 $165.74 | - | - | - | - |
| 2.7L (APB/BEL) Turbo & 2.8L (AFC/ ACK/ AHA/ ATQ) Non Turbo V6 | E | - | - | - | 204-6201 $255.53 | - |
| 2.8L & 2.9L VR6 | E | - | - | - | 204-6006 $176.60 | - |
| VAUXHALL - SEE OPEL, PAGE 39 | ||||||
| VOLVO | ||||||
| 2.5L (B5254) DOHC 5-cylinder | E | - | - | - | 219-6201 $206.15 | - |
|
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 only uses premium grade 8740 alloy and a proprietary ARP2000® alloy that are rated far superior to “aircraft” quality alloy steels. Secondly, each stud is placed vertically into special racks and precisely heat-treated to 190,000 psi for the 8740 material and 220,000 psi for the ARP2000® material. This procedure ensures complete heat penetration and 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. 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 2000% (that’s twenty 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 8740 and ARP2000® head stud kits are available for most 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. |
|
ARP’s factory Tech Representatives are often asked which is better, cylinder head studs or bolts. The answer, invariably, depends on the installation. On many street-driven vehicles, where master cylinders and other items protrude into the engine compartment, it’s probably necessary to use head bolts so that the cylinder heads can be removed with the engine in the car. For most applications, however, studs are recommended. And for good reason. Using studs will make it much easier to assemble an engine (especially a racing powerplant which must be serviced frequently and quickly!) with the cylinder head and gasket assured of proper alignment. |
|
Studs also provide more accurate and consistent torque loading. Here’s why. When you use bolts to secure the head, the fastener is actually being “twisted” while it’s being torqued to the proper reading. Accordingly, the bolt is reacting to two different forces simultaneously. A stud should be installed in a “relaxed” mode – never crank it in tightly using a jammed nut. If everything is right, the stud should be installed hand tight. Then, when applying torque to the nut, the stud will stretch only on the vertical axis. Remember, an undercut shorter stud will have a rate similar to a longer, standard shank stud. This provides a more even clamping force on the head. Because the head gasket may compress, check with your gasket manufacturer to see if retorquing is required. |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs |
| ACURA - SEE HONDA/ACURA, PAGE 50 | |||
| AMC | |||
| 258 cid inline 6, early 1970’s, 1/2" all same length studs | 112-4001 $176.54 | - | - |
| 290-343-390 cid (1969 & earlier) 7/16” | 114-4001 $258.27 | 114-4201 $306.02 | - |
| 304-360-390-401 cid (1970 & later) 1/2” | 114-4002 $323.60 | 114-4202 $412.15 | - |
| 401 cid with Indy heads | - | 114-4203 $386.60 | - |
| BMC/TRIUMPH | |||
| A Series, 9 studs | - | 206-4201 $133.33 | - |
| A Series, 11 studs | - | 206-4204 $141.98 | - |
| A Series, 11 studs, shaved head | - | 206-4206 $141.20 | - |
| B Series | - | 206-4202 $146.45 | - |
| 1.3L & 1.5L Spitfire | - | 206-4203 $98.85 | - |
| 2.0L GT6 & 2.5L TR6 | - | 206-4205 $159.27 | - |
| 2.0L SOHC TR7 | - | - | 206-4208 $113.26 |
| 2.1L TR4 | - | 206-4207 $187.37 | - |
| BMW | |||
| S1000RR Motorcycle | - | 201-4306 $399.92 | - |
| 1.5L-2.0L (M10) 4-cylinder (2002 Coupe, 318i, 320i) | - | - | 201-4601 $249.20 |
| 1.6L (W10, W11) Mini – supercharged & non-supercharged (2002-08 Chrysler engine) 8740 | - | 201-4301 $199.06 | - |
| 1.6L (N12/N14/N16/N18) Mini – turbocharged & non-turbocharged (2007-15 Peugeot engine) ARP2000 | - | 201-4304 $289.03 | - |
| 2.3L (S14) 4-cylinder | - | - | 201-4605 $204.13 |
| 2.5L (M20) SOHC inline 6 | - | 201-4305 $344.04 | - |
| 2.5L (M50), 3.0L (S50US) & 3.2L (S52US) inline 6 ARP2000 | - | 201-4302 $300.35 | - |
| 3.0L & 3.4L (M30) SOHC inline 6 (530, 535, 635, 735) | - | - | 201-4602 $323.84 |
| 3.2L (S54) inline 6 ARP2000 | - | 201-4303 $314.10 | - |
| 4.0L (S65) V8 ARP2000 | - | 201-4307 $461.45 | - |
| BUICK | |||
| V6 Stage I (1977-85) | 123-4001 $135.78 | 123-4201 $169.90 | - |
| V6 Grand National and T-Type (1986-87) | 123-4003 $140.56 | 123-4203 $174.70 | - |
| V6 with 1986-87’ block and GN1 Champion heads | - | 223-4204 $133.62 | - |
| V6 Stage II | 223-4002 $235.89 | 223-4202 $275.83 | - |
| V6 Stage II with Champion heads | - | 223-4203 $291.26 | - |
| 215 cid | 124-4002 $260.23 | 124-4202 $304.28 | - |
| 215 cid, Rover V8 | 124-4003 $236.48 | - | - |
| 350 cid | 124-4001 $174.94 | 124-4201 $209.09 | - |
| 401-425 cid, nail head | 124-4004 $278.98 | 124-4204 $316.69 | - |
| 455 cid | 125-4001 $225.16 | 125-4201 $287.00 | - |
| California ResidentsWARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. |
| Application | Hex Nuts | Hex Nuts U/C Studs | 12-Point Nuts | 12-Point Nuts U/C Studs |
| CATERPILLAR - SEE DIESEL, PAGE 47 | ||||
| CADILLAC | ||||
| 472-500 cid with 6 & 12 pt nuts for clearance | 135-4007 $195.68 | - | - | - |
| CHEVROLET, SMALL BLOCK | ||||
| 23° OEM cast iron and aluminum Chevrolet, Gen III Vortec/Truck; LT1 Airflow Research, Brownfield; Brodix -8,-10,-11, Track I, Dart Sportsman and Dart II, most Edelbrock, Trick Flow & most World Products iron and aluminum heads | 134-4001 $246.50 | 234-4401 $308.05 | 234-4301 $281.05 | 234-4601 $291.16 |
| 18° standard port | 234-4107 $294.13 | 234-4507 $307.40 | 234-4307 $345.52 | 234-4707 $365.53 |
| 18° raised port | 234-4108 $294.13 | 234-4508 $307.40 | 234-4308 $345.52 | 234-4708 $365.53 |
| 18° Bowtie heads with 3/8”raised intake #10134363/364 | - | - | 234-4321 $334.20 | 234-4721 $436.99 |
| 18° with 3/8" holes | - | - | 234-4322 $623.01 | - |
| 18° Chevy heads w/ Brodix, Rodeck aluminum block | - | - | 234-4710 $522.61 | - |
| 7/16"-3/8" stepped | 234-4015 $575.10 | - | 234-4315 $614.51 | - |
| Aluminum Block with Brodix -12 & 12x heads | 234-4123 $294.35 | - | - | - |
| Aluminum Bowtie splayed bolt head | - | - | 234-4213 $386.22 | - |
| Brodix -12, and Brodix 18° | 234-4103 $294.92 | 234-4503 $324.34 | 234-4303 $352.96 | 234-4703 $381.21 |
| Brodix -12 rollover (angle mill) | - | - | 234-4311 $291.93 | - |
| Brodix 18° rollover | - | - | 234-4310 $318.30 | - |
| Brodix -18c,-18x with 3/8” step stud | - | - | 234-4727 $414.86 | - |
| Brodix -18c “AP” | - | - | - | 234-4728 $496.73 |
| Brodix canted valve | - | - | 234-4312 $333.37 | - |
| Brodix-Pontiac raised port | 234-4106 $289.13 | 234-4506 $318.01 | 234-4306 $363.12 | 234-4706 $361.34 |
| Brodix-Pontiac standard port | 234-4105 $292.04 | 234-4505 $321.26 | 234-4305 $350.52 | 234-4705 $361.34 |
| Brodix-Rodeck aluminum block w/ -8, 10, 11, 11x, & Track 1 Brodix heads | - | - | 134-4301 $397.39 | - |
| Brodix-Rodeck aluminum block w/ 12x, 12RP/GB2000 heads | - | - | 134-4302 $465.31 | - |
| Brodix-Rodeck aluminum block w/ 23° aftermarket style heads (3/8 & 7/16 studs) | - | - | 134-4303 $397.49 | - |
| Brodix-Rodeck aluminum block w/ Brodix Weld-Tech Jones GB2200 heads | - | - | 134-4304 $593.50 | - |
| Brodix-Rodeck aluminum block w/ BD1010 & BD2000 heads | - | - | 134-4305 $554.20 | - |
| Brodix-Rodeck aluminum block w/ All Pro heads | - | - | 134-4306 $534.64 | - |
| Brodix-Rodeck aluminum block w/ 12/18° WT/Clone Brodix head 3/8 ctr bolt holes | - | - | 134-4307 $462.87 | - |
| Brodix-Rodeck aluminum block w 12/18° Brodix head, 7/16" studs | - | - | 134-4308 $398.79 | - |
| Brodix-Rodeck aluminum block w/ Weld-Tech Jones GB2300 heads | - | - | 134-4309 $727.03 | - |
| Brodix-Rodeck aluminum block w/ 16° Brodix heads | - | - | - | 234-4726 $414.51 |
| Brodix-Rodeck aluminum block w/ canted valve Brodix heads | - | - | 234-4711 $416.06 | - |
| Bowtie Block with Pro Action 14° head | - | - | 234-4725 $419.92 | - |
| Bowtie cast iron and aluminum block with Brodix Weld-Tech Jones -12 & 12x heads | - | - | - | 234-4723 $343.03 |
| Bowtie cast iron and aluminum block with standard Chevy heads (.950 coarse thread) | - | - | 234-4320 $409.74 | 234-4720 $433.68 |
| Carl Foltz 15° heads | - | - | 234-4338 $403.38 | - |
| Dart II, Brodix Track I, 23° Pro Action, Iron Eagle II, iron block | 234-4109 $280.15 | 234-4509 $307.40 | 234-4309 $345.52 | 234-4709 $365.53 |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | Hex Nuts U/C Studs | 12-Point Nuts | 12-Point Nuts U/C Studs |
| CHEVROLET, SMALL BLOCK (CONTINUED) | ||||
| Dart 13° heads | - | - | 234-4337 $462.88 | - |
| Dart 18° heads | - | - | 234-4323 $347.62 | - |
| Dart 18° heads w/ II Generation steel block | 234-4036 $337.91 | - | 234-4336 $396.85 | - |
| Dart, Buick | 234-4102 $277.14 | 234-4502 $307.23 | 234-4302 $335.21 | 234-4702 $368.74 |
| Dart w/ Oldsmobile 14° heads | 234-4104 $297.93 | 234-4504 $327.74 | 234-4304 $356.38 | 234-4704 $384.90 |
| Dart Sportsman, .950, coarse thread | 134-4002 $293.05 | 234-4402 $314.32 | 234-4332 $340.45 | 234-4602 $357.31 |
| Pro Action 14° heads | - | - | 234-4334 $403.38 | - |
| Pro Action 14° heads w/ Tall Deck block | - | - | 234-4335 $412.64 | - |
| Pro Action 23° heads | - | - | 234-4333 $376.07 | 234-4433 $409.68 |
| SBC w/ -12 aluminum block | - | - | 234-4324 $344.17 | - |
| SB2 | - | - | - | 234-4722 $453.82 |
| SB2 w/ Brodix, Rodeck aluminum block | - | - | 134-4310 $546.46 | - |
| SB2-2 7/16" block w/ 220 ksi ARP2000 | - | - | 234-4724 $503.11 | - |
| SB2-2 3/8" block w/ 220 ksi ARP2000 | - | - | 300-4202 $838.45 | - |
| SB2-2 3/8" block w/ 260 ksi Custom Age 625+ | - | - | 300-4201 $1,374.82 | - |
| World - Motown iron block w/ standard SBC heads | - | - | 134-4201 $327.41 | - |
| World - Motown aluminum block w/ standard SBC heads | - | - | 134-4311 $481.59 | - |
| CHEVROLET, SMALL BLOCK - LS SERIES | ||||
| Gen III LS Series small block (2003 & earlier), 4 short, 16 long | 234-4110 $517.43 | - | 234-4316 $460.93 | - |
| Gen III LS Series small block (2003 & earlier), 4 short, 16 long ARP2000 | - | - | 234-4344 $655.88 | - |
| Gen III LS Series small block (2003 & earlier), 4 short, 16 long Custom Age 625+ | - | - | 234-4313 $1,356.00 | - |
| Gen III/IV LS Series small block (2004 & later) w/ all same length studs | - | - | 234-4317 $418.01 | - |
| Gen III/IV LS Series small block (2004 & later) w/ all same length studs ARP2000 | - | - | 234-4345 $656.39 | - |
| Gen III/IV LS Series small block (2004 & later) w/ all same length studs Custom Age 625+ | - | - | 234-4314 $1,009.40 | - |
| Gen III/IV LSX small block ARP2000 | - | - | 234-4319 $835.56 | - |
| LSA ARP2000 | - | - | 234-4346 $656.39 | - |
| Dart LS Next iron block with 15 bolt head 7/16" | - | - | 234-4340 $465.60 | - |
| Dart LS Next iron block with 23 bolt head 7/16" | - | - | 234-4341 $592.88 | - |
| RHS - aluminum block w/ RHS LS7 head | - | - | 234-4339 $838.68 | - |
| World - Warhawk aluminum block w/ standard LS heads or Warhawk 15° heads | - | - | - | 134-4701 $435.86 |
| World - 9.240 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads | - | - | - | 134-4702 $720.30 |
| World - 9.800 deck - Warhawk aluminum block w/ Warhawk 12° LS7 heads | - | - | - | 134-4703 $725.78 |
| CHEVROLET, SMALL BLOCK - LT SERIES | ||||
| 6.2L Gen V (LT1/LT4) ARP2000 without M8 corner bolts | - | - | 234-4342 $563.34 | - |
| 6.2L Gen V (LT1/LT4) ARP2000 with M8 corner bolts | - | - | 234-4343 $633.10 | - |
| 6.2L Gen V (LT1/LT4) Custom Age 625+ with M8 corner bolts | - | - | 234-4347 $1,621.54 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | Hex Nuts U/C Studs | 12-Point Nuts | 12-Point Nuts U/C Studs |
| CHEVROLET, BIG BLOCK | ||||
| 348-409 cid | 135-4002 $363.37 | - | 235-4202 $354.39 | - |
| 396- 402- 427- 454 Cast iron OEM, Mark IV w/ aluminum factory heads and early Bowtie | 135-4001 $244.43 | 235-4401 $318.61 | 235-4201 $350.23 | 235-4601 $368.68 |
| 396- 402- 427- 454 Cast iron OEM, Mark IV w/ Edelbrock Performer RPM or Pro Top Line heads | 235-4018 $237.34 | 235-4518 $309.66 | 235-4318 $330.95 | 235-4718 $349.62 |
| 396- 402- 427- 454 Cast iron OEM, Mark IV w/ Edelbrock Victor heads | 235-4019 $293.45 | 235-4519 $310.23 | 235-4319 $334.40 | 235-4719 $350.47 |
| 396- 402- 427- 454 Cast iron OEM, Mark IV w/ World Products Merlin heads - 8 long, 2 short exhaust studs | 235-4016 $247.79 | 235-4516 $330.17 | 235-4316 $312.79 | 235-4716 $344.29 |
| 396- 402- 427- 454 Cast iron OEM, Mark IV w/ World Products Merlin heads - 10 long exhaust studs | 235-4025 $318.36 | 235-4525 $335.59 | 235-4325 $371.82 | 235-4725 $389.05 |
| 427 ZL1 Limited Edition, block #12370850, head #12363390/392/399 | - | - | 235-4321 $533.43 | - |
| 454-502 cast iron OEM, Mark V or Mark VI w/ Brodix/Canfield heads | 235-4114 $288.09 | 235-4514 $304.76 | 235-4314 $271.64 | 235-4714 $343.66 |
| 454-502 cast iron OEM, Mark V or Mark VI crate w/ Dart, AFR or World Products Merlin heads | 235-4113 $285.37 | 235-4513 $293.70 | 235-4313 $269.76 | 235-4713 $277.56 |
| 454-502 cast iron OEM, Mark V with Mark V heads or Edelbrock heads | 235-4108 $295.02 | 235-4508 $303.30 | 235-4308 $333.96 | 235-4708 $367.30 |
| 8.1L (496 cid) M10 ARP2000 | - | - | 235-4203 $728.48 | - |
| AirFlow Research 18° heads | 135-4008 $312.84 | - | 135-4305 $366.65 | - |
| Bowtie | 235-4110 $299.14 | - | 235-4310 $313.33 | - |
| Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1, AFR, Profiler 24° .750 coarse thread - OEM wet deck block & Gen VI dry deck block | 235-4103 $302.59 | 235-4503 $321.06 | 235-4303 $288.14 | 235-4703 $375.70 |
| long exhaust studs, ONLY 8 pieces (1.000 coarse thread with nuts and washers) | 235-4106 $104.53 | - | 235-4306 $114.83 | - |
| Late Bowtie, Dart Merlin, iron and aluminum Dart 360, Edelbrock, Dart Pro 1 (mfg. before 1/1/15, use 235-4118 $321.77 after 1/1/15), AFR, Profiler 24° 1.000 coarse thread - aftermarket dry deck block | 235-4117 $316.98 | - | 235-4317 $311.18 | - |
| Brodix, -2, -4, 2x, 3x, Canfield, Holley, Big Duke | 235-4102 $247.96 | 235-4502 $319.70 | 235-4302 $284.39 | 235-4702 $385.95 |
| Brodix, Sonny Leonard 4.5° Pro Stock heads or Brodix PB1200 heads, w/ cast iron block | - | - | 235-4320 $428.21 | - |
| Brodix, Sonny Leonard 14.5° Pro Stock heads or Brodix PB1200 heads, w/ Brodix aluminum block | - | - | 135-4301 $536.28 | - |
| Brodix, SR20 heads w/cast iron block | - | - | 235-4323 $364.83 | - |
| Brodix, fits BB1 OEFI, 2, 2t, 2x, 2extra, 3, 4, 4extra, 5 heads, w/ Brodix aluminum block | - | - | 135-4302 $459.74 | - |
| Brodix, w/ Dart Pro 1 or 360 heads, Pro Top Line, w/ Brodix aluminum block | - | - | 135-4303 $459.74 | - |
| Brodix, w/ Big Duke/Big Chief/ Edelbrock Victor heads, w/ Brodix aluminum block | - | - | 135-4304 $454.08 | - |
| Brodix, w/ Pontiac Pro Stock heads | 235-4107 $403.75 | 235-4507 $455.82 | 235-4307 $451.02 | 235-4707 $458.97 |
| Dart Big Chief | 235-4112 $417.90 | 235-4512 $437.04 | 235-4312 $472.63 | 235-4712 $491.68 |
| Dart Pro 1 20° heads (manufactured afterJanuary 2015) 1.000 coarse thread - w/ aftermarket dry deck block | 235-4118 $321.77 | - | - | - |
| Dart Pro 1 440 heads- 1.000 coarse thread w/ aftermarket dry deck block | - | 235-4324 $383.76 | - | - |
| Edelbrock BV3 | - | - | 135-4306 | - |
| Oldsmobile DRCE | 235-4109 $344.87 | 235-4509 $363.99 | 235-4309 $384.90 | 235-4709 $428.21 |
| Profiler - Hitman 12° heads | - | - | 235-4315 $402.74 | - |
| Symmetrical-spread port Chevy | 235-4104 $359.22 | 235-4504 $380.74 | 235-4304 $422.66 | 235-4704 $447.92 |
| With GM aluminum block, 7/16" diameter | 135-4005 $327.56 | 235-4505 $346.68 | 135-4205 $366.10 | 235-4705 $407.90 |
| With GM aluminum block, 1/2" diameter | 135-4006 $380.13 | 235-4506 $399.19 | 135-4206 $479.86 | 235-4706 $514.34 |
| World - Merlin aluminum block w/ Merlin Grumpy Jenkins or Dart aluminum heads | - | - | 135-4207 $460.56 | - |
| World - Merlin aluminum block w/ Merlin II/III iron and aluminum heads | - | - | 135-4208 $470.71 | - |
| World - Merlin III block with Brodix BB3XTRA heads, ARP2000 | - | - | 235-4326 $572.59 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | Hex Nuts U/C Studs | 12-Point Nuts | 12-Point Nuts U/C Studs |
| CHEVROLET, 4 AND 6-CYLINDER | ||||
| GM 2.2L Ecotec | - | - | - | 231-4701 $229.39 |
| GMC Vega 140 | 131-4002 $141.01 | - | - | - |
| Inline 4-cylinder (1962 & later) | 131-4001 $167.29 | - | 131-4201 $211.03 | - |
| Inline 6-cylinder (1962 & later) | 132-4001 $191.18 | - | 132-4201 $241.11 | - |
| 2.8L 60° V6 M11 | 233-4003 $154.40 | - | 233-4303 $177.19 | - |
| 4.3L 90° V6 | 233-4001 $210.50 | 233-4401 $238.21 | 233-4301 $230.83 | 233-4601 $258.48 |
| 4.3L 90° V6 with 18° raised port | 233-4108 $220.56 | 233-4508 $234.47 | 233-4308 $251.55 | 233-4708 $264.51 |
| 4.3L 90° V6 with 18° standard port | 233-4107 $220.56 | 233-4507 $234.47 | 233-4307 $251.55 | 233-4707 $264.51 |
| 4.3L 90° V6 with Oldsmobile 14° heads | 233-4104 $216.20 | 233-4504 $253.95 | 233-4304 $247.25 | 233-4704 $278.30 |
| 4.3L 90° V6 with Pontiac raised runner | 233-4102 $214.12 | 233-4502 $246.43 | 233-4302 $234.71 | 233-4702 $272.28 |
| CHRYSLER, SMALL BLOCK | ||||
| 273- 318- 340- 360 Wedge | 144-4001 $197.36 | - | 144-4201 $283.04 | - |
| 273- 318- 340- 360 Wedge with W2 or W-2 Econo heads | 144-4002 $224.47 | - | 144-4202 $285.46 | - |
| 273- 318- 340- 360 Wedge with W5-W7 heads & 318-360 Magnum with factory or Edelbrock Magnum heads | 144-4003 $237.19 | - | 144-4203 $299.43 | - |
| 273- 318- 340- 360 Wedge with Edelbrock RPM heads | 144-4005 $193.98 | - | - | - |
| 273- 318- 340- 360 Wedge with B1-BS heads | 144-4004 $231.43 | - | 144-4204 $292.77 | - |
| 5.7L, 6.1L & 6.4L Gen III Hemi | - | - | 244-4300 $470.24 | - |
| CHRYSLER, BIG BLOCK | ||||
| 383- 400- 413- 426- 440 with Edelbrock Victor heads (77919, 77929) | 145-4014 $293.49 | - | 145-4301 $350.64 | - |
| 383- 400- 413- 426- 440 Wedge with factory heads or Edelbrock RPM heads | 145-4006 $286.59 | - | 145-4206 $344.59 | - |
| 383- 400- 413- 426- 440 Wedge with Koffel B-1 or Brodix B1 MO/MC heads | 145-4007 $294.02 | - | 245-4307 $391.82 | - |
| 383- 400- 413- 426- 440 Wedge with Koffel BTS full or Brodix B1-BS heads | 145-4012 $274.34 | - | - | - |
| 383- 400- 413- 426- 440 Wedge with Indy 440 heads | 145-4011 $292.41 | - | 245-4311 $332.51 | - |
| 331-354-392 factory Hemi & Edelbrock RPM heads | 145-4001 $256.35 | - | 145-4201 $408.02 | - |
| 426 factory Hemi & 426-472-528 Hemi Crate Motor 7/16" | 145-4003 $296.18 | - | 245-4203 $346.14 | - |
| 426 factory Hemi (modified for 1/2”) | 145-4002 $356.15 | - | 246-4202 | - |
| Indy Max block w/standard Hemi heads or Indy hemi heads (stud kit w/inner valley bolts) | 145-4008 $348.91 | - | - | - |
| KB Hemi - inner valley studs | - | - | 245-4306 $85.30 | - |
| KB Hemi (short deck) 1/2" | - | - | 245-4308 $1,108.19 | - |
| CHRYSLER, 4 AND 6-CYLINDER | ||||
| KB Hemi (standard deck) 1/2" | 245-4005 $911.28 | - | 245-4305 $1,164.52 | - |
| KB Hemi (long deck) 1/2" | - | - | 245-4309 $1,220.94 | - |
| KB Hemi (standard deck) 9/16" | - | - | 245-4310 $898.26 | 245-4710 $1,196.37 |
| World - Hemi iron & aluminum blocks w/standard Hemi heads or Indy hemi heads | 145-4005 $373.16 | - | - | - |
| World - Hemi iron & aluminum blocks - inner valley studs | - | - | 245-4312 $85.93 | - |
| 2.2L & 2.5L SOHC 4 cylinder M11 ARP2000 | 241-4501 $215.50 | - | 241-4701 $251.71 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs |
| CHRYSLER, 4 AND 6-CYLINDER (CONTINUED) | |||
| 170-225 cid Slant Six | 142-4001 $149.80 | - | - |
| CUMMINS - SEE DIESEL, BELOW | |||
| DATSUN - SEE NISSAN, PAGE 50 | |||
| DIESEL | |||
| Caterpillar C15 ARP2000 | - | 238-4201 $1,617.97 | - |
| Chevy GMC 6.2L M12 | 130-4062 $244.24 | - | - |
| Chevy Duramax 2.8L ARP2000 | - | 230-4203 $392.62 | - |
| Chevy Duramax 6.6L (2001-2016) (LB7/ LLY/ LBZ/ LMM) ARP2000 | - | 230-4201 $833.17 | - |
| Chevy Duramax 6.6L (2001-2016) (LB7/ LLY/ LBZ/ LMM) Custom Age 625+ | - | 230-4202 $2,786.68 | - |
| Chevy Duramax 6.6L (2017-2019) (L5P) ARP2000 | - | 230-4301 $1,081.03 | - |
| Chevy Duramax 6.6L (2017-2019) (L5P) Custom Age 625+ | - | 230-4302 $2,851.79 | - |
| Cummins 3.9L (4BT) ARP2000 | - | 247-4206 $437.54 | - |
| Cummins 3.9L (4BT) Custom Age 625+ | - | 247-4207 $1,406.47 | - |
| Dodge/ Cummins 5.9L 12V (1989-98) ARP2000 | - | 247-4203 $623.98 | - |
| Dodge/ Cummins 5.9L 12V (1989-98) Custom Age 625+ | - | 247-4205 $2,014.56 | - |
| Dodge/ Cummins 5.9L & 6.7L 24V (1998 & later) ARP2000 | - | 247-4202 $605.55 | - |
| Dodge/ Cummins 5.9L & 6.7L 24V (1998 & later) Custom Age 625+ | - | 247-4204 $1,594.68 | - |
| Cummins C8.3 ARP2000 | - | 247-4209 $863.58 | - |
| Cummins ISL 12V ARP2000 | - | 247-4210 $871.83 | - |
| Cummins ISL 24V ARP2000 | - | 247-4211 $985.17 | - |
| Cummins ISV5.0 ARP2000 | - | 247-4302 | - |
| Ford 6.0L Power Stroke ARP2000 - Inner row M8 head bolts sold separately | - | 250-4202 $622.95 | - |
| Ford 6.0L Power Stroke - Inner row M8 head bolts | - | 250-4206 $52.84 | - |
| Ford 6.0L Power Stroke Custom Age 625+ - Inner row M8 head bolts included | - | 250-4205 $2,030.09 | - |
| Ford 6.4L Power Stroke ARP2000 - Inner row M8 head bolts included | - | 250-4203 $760.42 | - |
| Ford 6.7L Power Stroke ARP2000 | - | 250-4301 $1,210.85 | - |
| Ford 6.7L Power Stroke Custom Age 625+ | - | 250-4302 $2,921.07 | - |
| Ford 6.9L International | 150-4069 $413.19 | - | - |
| Ford 7.3L International (1988-94) ARP2000 | - | 250-4204 $879.47 | - |
| Ford 7.3L Power Stroke (1993-03) ARP2000 | - | 250-4201 $843.07 | - |
| Nissan 2.5L (YD25) 4-cylinder ARP2000 | - | 202-4306 $409.06 | - |
| Oldsmobile 5.7L , 350 cid | 184-4003 $237.93 | - | - |
| VW/Audi 1.6L & 1.9L Turbo & Non-Turbo (1982-02) ARP2000 | - | - | 204-4706 $287.98 |
| DODGE | |||
| 2.0L SOHC Neon, block #4667642, head #4556737 | - | 141-4203 $223.49 | - |
| 2.0L DOHC Neon, block #4667642, head #4667086 | - | 141-4202 $198.72 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | Hex Nuts U/C Studs | 12-Point Nuts | 12-Point Nuts U/C Studs |
| DODGE (CONTINUED) | ||||
| 2.4L DOHC, block #4621443/445, head #4667086 | - | - | 141-4204 $215.19 | - |
| 3.0L (6G72) DOHC V6 ARP2000 | - | - | - | 207-4205 $604.04 |
| Viper Gen II & III (1996-06) ARP2000 | - | - | 247-4201 $509.88 | - |
| Viper SRT-10, 2008-10, M11 ARP2000 | - | - | 247-4301 $634.53 | - |
| FORD, SMALL BLOCK | ||||
| 289-302, 5.0L with factory heads or AFR 185 with 7/16" holes | 154-4001 $145.83 | 254-4401 $190.82 | 154-4201 $171.77 | 254-4701 $214.67 |
| 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 Edelbrock aluminum , GT-40 style with insert “T” washer | 154-4005 $196.27 | 254-4405 $248.68 | 154-4205 $263.15 | 254-4705 $272.56 |
| Boss 302 (1969-70) 7/16-14 cylinder block threads | 154-4002 $195.61 | - | 154-4202 $224.17 | - |
| Boss 302 (M6010) Ford Racing block with 351C iron heads - 1/2-13 cylinder block threads | 154-4207 $242.76 | - | 154-4206 $306.01 | - |
| 351 Windsor with factory heads, M-6049-J302, SVO high port and M-6049-L302 GT-40 style, Edelbrock aluminum and Iron Dart with 1/2-13 cylinder block threads | 154-4003 $189.41 | 254-4503 $286.59 | 154-4203 $289.75 | 254-4703 $320.91 |
| 351 Cleveland, 351-400M | 154-4004 $204.12 | - | 154-4204 $314.62 | - |
| 351 SVO Yates design | 254-4109 $252.31 | - | 254-4309 $310.40 | - |
| 351 SVO Yates 1994 design | 254-4110 $252.31 | - | 254-4310 $310.40 | - |
| 351 SVO and Fontana aluminum blocks w/’94 or later Yates heads | 254-4102 $223.42 | 254-4101 $377.90 | 254-4302 $391.09 | 254-4301 $410.25 |
| 351 “R” block with C3 heads | 254-4111 $256.04 | 254-4501 $335.95 | 254-4311 $302.89 | 254-4601 $369.01 |
| 351 “R” block w/6049-N351 heads | 254-4112 $197.20 | - | 254-4314 $343.26 | - |
| Std. 351 Block w/6049-N351 heads | 254-4113 $219.14 | - | 254-4315 $307.21 | - |
| 351 “R” block with Brodix/Neal heads or Blue Thunder heads | - | - | 254-4312 $332.75 | - |
| Glidden Victor SC-1 heads for Ford Windsor | - | - | 154-4303 | - |
| World - Man O’War iron/aluminum block w/ standard SBF or Man O’War 18° heads | - | - | 154-4301 $267.97 | - |
| World - Man O’War iron/aluminum block w/ Man O’War 10° heads | - | - | 154-4302 $479.82 | - |
| FORD, BIG BLOCK | ||||
| 390-428 FE series with factory heads or Edelbrock heads | 155-4001 $237.13 | - | 155-4201 $268.83 | - |
| 390-428 FE series with Blue Thunder heads | - | - | 155-4204 $258.13 | - |
| 427 SOHC | 155-4002 $238.05 | - | 155-4202 $300.38 | - |
| 429-460 cid with factory heads & 429CJ SVO alum #M-6049-A429, also Edelbrock, KAASE | 155-4003 $306.99 | - | 155-4203 $373.00 | - |
| 460 SVO aluminum, M-6049-A460 & M-6049-B460, C460 (must use 12pt. nuts) | - | - | 255-4304 $497.71 | - |
| 460 cid with Blue Thunder heads | 255-4101 $303.64 | - | 255-4301 $428.52 | - |
| 460 cid with Trick Flow “Pro Stock” heads | - | - | 255-4305 $458.43 | - |
| 6.2L Boss V8 | - | - | 255-4306 $678.28 | - |
| FORD, COYOTE | ||||
| 5.0L (2011-2012) M12 ARP2000 | - | - | 256-4702 $525.09 | - |
| 5.0L (2013-2017) M11 ARP2000 | - | - | 256-4301 $409.60 | - |
| 5.0L (2018-2019) M12 ARP2000 | - | - | 256-4302 $649.82 | - |
| 5.2L Shelby GT350 Voodoo (2015-2020) ARP2000 | - | - | 256-4303 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs |
| FORD, FLATHEAD | |||
| 1938-48 (24 stud) V8 w/ Edelbrock #1125 heads - 8740 studs, polished ARP Stainless acorn nuts and washers | 154-4101 $730.96 | - | - |
| 1949-53 (24 stud) V8 w/ Edelbrock #1115 heads - 8740 studs, polished ARP Stainless acorn nuts and washers | 154-4102 $704.93 | - | - |
| 1938-48 (24 stud) V8 w/ Offenhauser heads - 8740 studs, polished ARP Stainless acorn nuts, washers | 154-4103 $719.85 | - | - |
| 1949-53 (24 stud) V8 w/ Offenhauser heads - 8740 studs, polished ARP Stainless acorn nuts, washers | 154-4104 $710.12 | - | - |
| 1936-48 (24 stud) V8 w/ factory heads - 8740 studs, polished ARP Stainless acorn nuts and washers | 154-4105 | - | - |
| FORD, MODULAR | |||
| 4.6L & 5.4L 2V/4V | 156-4101 $375.77 | 156-4301 $419.98 | - |
| 4.6L & 5.4L 2V/4V ARP2000 | 256-4001 $517.36 | 256-4201 $669.90 | - |
| 4.6L & 5.4L 3V ARP2000 | 256-4002 $636.48 | 256-4202 $669.90 | - |
| FORD, 4, 5 AND 6-CYLINDER | |||
| 1600cc, Escort M10 | - | 151-4203 $188.40 | - |
| 1.6L EcoBoost ARP2000 | - | 251-4302 $242.82 | - |
| 2.0L (YB) DOHC Cosworth Sierra/Escort M12 | - | - | 251-4701 $216.59 |
| 2.0L Zetec | - | - | 251-4702 $207.05 |
| 2000cc Pinto | - | 151-4201 $168.66 | - |
| 2300cc Pinto | - | 151-4202 $179.10 | 151-4702 $190.34 |
| 2.3L Duratec (2003 & later) | - | 151-4204 $243.72 | - |
| 2.3L EcoBoost | - | 151-4301 $251.52 | - |
| 2.5L Duratec V6 | - | 253-4701 $347.25 | - |
| 2.7L EcoBoost | - | - | 153-4302 |
| 2.5L (B5254) DOHC 5-cylinder ARP2000 | - | - | 251-4703 $384.25 |
| 3.5L EcoBoost | - | - | 153-4303 $398.58 |
| 3.8L V6 Super Coupe T-bird | 153-4001 $217.83 | 153-4203 $242.48 | - |
| 4.0L SOHC V6 | - | 253-3701 $536.85 | - |
| 4.0L (XR6) inline 6 ARP2000 M12 | - | 252-4302 $391.12 | - |
| 4.0L (XR6) inline 6 ARP2000 M14 to 1/2” diameter step stud conversion | - | 252-4301 $376.72 | - |
| 4.5L SVO inline valve V6, head #M6049-H380 | 253-4102 $361.02 | 253-4302 $503.69 | - |
| Model A 201 cid, 4-cylinder - 8740 studs, polished ARP Stainless acorn nuts and washers | 151-4002 | - | - |
| 240-300 cid inline 6 | 152-4001 $128.56 | 152-4201 $152.37 | - |
| GENERAL MOTORS | |||
| 2.2L Ecotec | - | - | 231-4701 $229.39 |
| HOLDEN | |||
| Commodore V6 (7/16" diameter) | 205-4002 $135.05 | - | - |
| 308 cid with 12 bolt head (early) carbureted (7/16" diameter) | 205-4001 $208.96 | - | 205-4601 $269.50 |
| 308 cid with 12 bolt head (early) carbureted (7/16" diameter - 1/2" longer than stock) | - | - | 205-4602 $260.26 |
| 308 cid with 10 bolt head (late) EFI (7/16" diameter) | - | 205-4201 $204.64 | - |
| 308 cid with 10 bolt head (1/2" diameter) | 234-4201 $244.22 | - | |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | 12-Point Nuts | 12-Point Nuts U/C Studs | ||||||||
| HONDA/ACURA | ||||||||||
| 1.5L (L15) SOHC | 208-4308 $286.20 | - | ||||||||
| 1.6L (B16A) | - | 208-4601 $226.27 | ||||||||
| 1.6L (D16Y) Civic | 208-4305 $173.84 | . | ||||||||
| 1.6L (D16Z-Only) M10 | 208-4301 $190.57 | - | ||||||||
| 1.8L (B18A1) Non-VTEC, Acura M11 | - | 208-4302 $240.86 | ||||||||
| 1.8L (B18C1) VTEC, Acura GS-R M11 | - | 208-4303 $187.83 | ||||||||
| 2.0L (B20A5) | - | 208-4703 $227.48 | ||||||||
| 2.0L (B20B) with B16A head | - | 208-4306 $229.39 | ||||||||
| 2.0L (F20) S2000 | - | 208-4702 $233.03 | ||||||||
| 2.0L (K20A2/A3) VTEC | - | 208-4701 $235.42 | ||||||||
| 2.2L (H22A4) VTEC | - | 208-4304 $257.16 | ||||||||
| 2.3L (H23A) VTEC | - | 208-4307 $250.75 | ||||||||
| 3.0/3.2L NSX 1990-95, ARP2000, 12pt | 208-4309 $492.32 | - | ||||||||
| HYUNDAI | ||||||||||
| 2.0L (G4KF) ARP2000 | 228-4301 $265.96 | - | ||||||||
| JEEP | ||||||||||
| 4.0L inline 6, 1/2" (two lengths) | 146-4201 $196.39 | - | ||||||||
| LANCIA | ||||||||||
| 2.0L 16V Delta Integrale ARP2000 | - | 275-4701 $318.46 | ||||||||
| MAZDA | ||||||||||
| 1.6L (B6) & 1.8L (BP) DOHC Miata | 218-4701 $207.96 | - | ||||||||
| 2.0L FS-DE (1998-02) | 218-4703 $173.78 | - | ||||||||
| 2.3L DOHC 16V (2003 & later) | 218-4702 $243.69 | - | ||||||||
| 2.5L (KL) Series V6 ARP2000 | - | 218-4704 $404.64 | ||||||||
| MITSUBISHI | ||||||||||
| 2.0L (4B11) DOHC (2008 & later) ARP2000 | 207-4206 $265.96 | - | ||||||||
| 2.0L (4B11) DOHC (2008 & later) Custom Age 625+ | 207-4207 $646.08 | - | ||||||||
| 2.0L (4G63) DOHC (1993 & earlier) M12 | 207-4201 $154.57 | 207-4701 $193.87 | ||||||||
| 2.0L (4G63) DOHC (1994-07) M11 | 207-4203 $192.20 | 207-4702 $211.92 | ||||||||
|
2.0L (4G63) DOHC (1994-07) M11 Custom Age 625+ |
207-4302 $537.37 | - | ||||||||
| 2.6L (G54B) | 207-4202 $180.61 | - | ||||||||
| 3.0L (6G72) DOHC V6 ARP2000 | - | 207-4205 $604.04 | ||||||||
| NISSAN/DATSUN | ||||||||||
| A-12 engines | 202-4202 $166.87 | - | ||||||||
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs |
| NISSAN/DATSUN (CONTINUED) | |||
| A-14 engines | - | 202-4203 $166.13 | - |
| L20 series, 4-cylinder | - | 202-4201 $182.66 | - |
| L24, L26, L28 series, 6-cylinder | - | 202-4206 $252.27 | - |
| 1.6L (CA16DE/DET) & 1.8L (CA18DE/DET) | - | 202-4302 $173.78 | 202-4702 $202.25 |
| 2.0L (SR20DE/ DET) DOHC (1991-01) M11 | - | - | 102-4701 $266.09 |
| 2.0L (SR20DET/RN14) DOHC Turbo (1991-94) M12 | - | 202-4303 $229.00 | - |
| 2.0L (RB20DE/DET) & 2.5L (RB25DE/DET) inline 6 | - | 202-4301 $241.21 | - |
| 2.4L (KA24DE) DOHC | - | 202-4304 $218.79 | - |
| 2.4L (KA24E) SOHC | - | 202-4307 $223.40 | - |
| 2.5L (YD25) 4-cylinder diesel ARP2000 | - | 202-4306 $409.06 | - |
| 2.5L (RB25DE/DET) inline 6 ARP2000 M11 | - | 202-4309 $314.66 | - |
| 2.6L (RB26DETT) GT-R inline 6 ARP2000 | - | 202-4207 $388.66 | - |
| 2.6L (RB26DETT) GT-R inline 6 Custom Age 625+ | - | 202-4208 $1,079.28 | - |
| 3.0L (VG30DE/DETT) DOHC V6 | - | 202-4308 $442.48 | - |
| 3.0L (VQ30) & 3.5L (VQ35) DOHC V6 | - | - | 202-4701 $326.61 |
| 3.8L (VR38DETT) DOHC V6 Custom Age 625+ | - | 202-4305 $1,225.80 | - |
| OLDSMOBILE | |||
| 2.3L Quad 4 | - | 281-4301 $206.92 | - |
| 215 cid, aluminum heads | 184-4002 $356.98 | 184-4202 $418.40 | - |
| 403 cid | 184-4004 $242.85 | 184-4204 $305.70 | - |
| Batton | 184-4005 $242.85 | 184-4205 $305.34 | - |
| 455 cid with factory heads or Edelbrock heads 7/16" | 185-4001 $192.27 | 185-4201 $226.39 | - |
| OPEL/VAUXHALL | |||
| 2.0L 16V | - | 209-4301 $201.77 | 209-4701 $202.20 |
| 2.5L V6 Opel | - | 209-4302 $322.87 | 209-4702 $320.02 |
| POLARIS | |||
| RZR 1000 ARP2000 | - | - | 288-4701 $179.47 |
| PONTIAC | |||
| Iron Duke 4 cylinder 1/2” | 191-4001 $104.68 | 191-4201 $150.25 | - |
| Super Duty 4 cylinder with “Iron Duke” head | 290-4101 $104.68 | 290-4301 $150.25 | - |
| 3800 supercharged V6 (L67 Regal, SC Monte Carlo, Impala) (1999 & later) | 193-4001 $134.85 | 193-4002 $161.81 | - |
| Ram Air 2 & 455 | - | 190-4201 $288.59 | - |
| Ram Air 5 | 190-4005 $238.79 | 190-4205 $307.50 | - |
| 350-400-428-455 cid with D port heads (1967 & later) | 190-4002 $233.80 | 190-4202 $295.68 | - |
| 400 Ram Air 2 and 4, 455 HO and 455 Super Duty with Round port heads (1968-74) | 190-4003 $227.45 | 190-4203 $284.75 | - |
| 400-455 cid with Edelbrock Performer & RPM heads 60579, 60599 (mfg. before 3/15/02) (#8556) | - | 190-4304 $297.63 | - |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs | ||||||||
| PONTIAC | |||||||||||
| 400-455 cid with Edelbrock Performer & RPM heads 60579, 60599 (mfg. after 3/15/02) (#8549) | - | 190-4305 $280.66 | - | ||||||||
| 400-455 cid with Edelbrock Performer D port heads 61579, 61599 (#8561) | - | 190-4306 $267.95 | - | ||||||||
| PORSCHE | |||||||||||
| 2.0L-3.8L air cooled engines - 911 & 930 Turbo - premium austenitic studs, Dilivar replacement | - | - | 204-4206 $951.95 | ||||||||
| 2.5L SOHC/DOHC water cooled engines - 944 | - | - | 204-4211 $285.69 | ||||||||
| 3.0L DOHC water cooled engine - 944 | - | - | 204-4301 $264.65 | ||||||||
| 3.4L water cooled engine - 911 (996) Non-Turbo | - | - | 204-4707 $816.86 | ||||||||
| 3.6L Turbo water cooled engine - 911 (996) Turbo | - | - | 204-4210 $1,234.59 | ||||||||
| RENAULT | |||||||||||
| 2.0L (F4R) DOHC ARP2000 | - | 216-4301 $280.59 | - | ||||||||
| ROVER | |||||||||||
| K Series | - | - | 206-4209 $585.68 | ||||||||
| 3.5L, 3.9L & 4.2L V8 with 14 bolt heads | 124-4003 $236.48 | - | - | ||||||||
| 3.9L, 4.0L, 4.2L & 4.6L V8 with 10 bolt heads | - | 157-4301 $314.95 | - | ||||||||
| SATURN | |||||||||||
| 1.9L DOHC (1991-99) | - | 165-4202 $196.43 | - | ||||||||
| 1.9L SOHC (1999-02) | - | 165-4201 $188.40 | - | ||||||||
| SEA-DOO | |||||||||||
| Rotax RXP-X255 | - | 168-4201 $209.47 | - | ||||||||
| SUBARU | |||||||||||
| EJ Series DOHC ARP2000 | - | - | 260-4701 $269.76 | ||||||||
| EJ Series DOHC Custom Age 625+ | - | - | 260-4704 $831.50 | ||||||||
| EJ Series SOHC ARP2000 | - | - | 260-4702 $319.88 | ||||||||
| 2.0L (FA20) DOHC ARP2000 | - | 260-4301 $357.48 | - | ||||||||
| SUZUKI | |||||||||||
| GSX 1300R Hayabusa with cylinder spacer (1999-05) ARP2000 | - | - | 271-4701 $318.46 | ||||||||
| 1.6L (M16A) DOHC ARP2000 | - | 271-4301 $244.02 | - | ||||||||
| TRIUMPH - SEE BMC, PAGE 42 | |||||||||||
| TOYOTA | |||||||||||
| 1.5L (1NZFE) DOHC ARP2000 | - | 203-4101 $378.00 | - | ||||||||
| 1.6L (4AGE) 16V DOHC | - | 203-4203 $161.36 | - | ||||||||
| 1.6L (4AGE) 20V DOHC ARP2000 | - | 203-4304 $227.91 | - | ||||||||
| 1.6L (2TC) & 1.8L (3TC) | - | 203-4206 $240.31 | - | ||||||||
| 1.6l (1ZZFE) DOHC ARP200 | - | - | 203-4703 $318.28 | ||||||||
| 1.8L (2ZZGE) DOHC ARP2000 | - | 203-4302 $318.55 | - | ||||||||
| 2.0L (3SGTE) DOHC | - | 203-4204 $236.89 | - | ||||||||
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |
| Application | Hex Nuts | 12-Point Nuts | 12-Point Nuts U/C Studs |
| TOYOTA (CONTINUED) | |||
| 2.0L (3SGTE) DOHC Custom Age 625+ | - | 203-4207 $524.68 | - |
| 2.0L (4U-GSE) DOHC ARP2000 | - | 203-4305 $357.48 | - |
| 2.4L (2AZFE) DOHC, 2006 & earlier ARP2000 | - | 203-4303 $272.47 | - |
| 2.4L (2AZFE) DOHC, 2007 & later ARP2000 | - | 203-4306 $257.52 | - |
| 2.4L (22R) | - | 203-4201 $240.86 | - |
| 3.0L (7MGE/GTE) inline 6 (1981-92) Supra | - | 203-4202 $216.34 | 203-4701 $204.49 |
| 3.0L (2JZGE/ GTE) inline 6 (1993-98) Supra | - | 203-4205 $269.03 | 203-4702 $297.03 |
| 3.0L (2JZGE/ GTE) inline 6 (1993-98) Supra Custom Age 625+ | - | 203-4301 $663.06 | - |
| 3.8L (F Series) inline 6 (1969-74) | 203-4001 $258.11 | - | - |
| 5.7L 3UR-FE ARP2000 | - | - | 203-4704 $574.00 |
| VAUXHALL - SEE OPEL, PAGE 51 | |||
| VOLKSWAGEN/AUDI | |||
| Audi 5 cylinder, 10 valve | - | 204-4205 $174.75 | 204-4703 $224.17 |
| Audi 5 cylinder, 20 valve | - | 204-4207 $247.27 | 204-4704 $265.94 |
| Volkswagen air-cooled, single port, M8 | - | 204-4303 | - |
| Volkswagen air-cooled, dual port, M8 | - | 204-4304 | - |
| Volkswagen air-cooled, single port, M10 | - | 204-4305 | - |
| Volkswagen air-cooled, dual port, M10 | - | 204-4306 | - |
| Volkswagen air-cooled, single port, M10 (with M14 repair thread) | - | 204-4307 | - |
| Volkswagen air-cooled, dual port, M10 (with M14 repair thread) | - | 204-4308 | - |
| 1.6L & 1.9L Turbo & Non-Turbo diesel (1982-02) ARP2000 | - | - | 204-4706 $287.98 |
| 1.8L & 2.0L 8V Golf/Jetta & 1.6L Super Vee M11 | - | 204-4203 $197.24 | 204-4701 $180.15 |
| 1.8L & 2.0L 16V Golf/Jetta | - | 204-4204 $205.52 | 204-4702 $222.65 |
| 1.8L DOHC 20V Turbo M10/ARP2000 (without installation tool) | - | 204-4103 $316.36 | - |
| 1.8L DOHC 20V Turbo M10, ARP2000 (with installation tool) | - | 204-4104 $394.31 | - |
| 1.8L DOHC 20V Turbo M11, ARP2000 (without installation tool) (early AEB) | - | 204-4101 $341.92 | - |
| 1.8L DOHC 20V Turbo M11, ARP2000 (with installation tool) (early AEB) | - | 204-4102 $419.89 | - |
| 2.0L (FSI/TFSI) DOHC, ARP2000 | - | 204-4302 $230.93 | - |
| 2.7L (Bi-Turbo) DOHC V6, ARP2000 | - | 204-4105 $587.54 | - |
| 2.8L & 2.9L (VR6) 12 valve | - | - | 204-4705 $366.14 |
| VOLVO | |||
| 2.5L (B5254) DOHC 5-cylinder ARP2000 | - | - | 219-4301 $384.25 |
| WARNING: Cancer and Reproductive Harm - www.P65Warnings.ca.gov. California Residents |