EngineLabs

EngineLabs is the leading online resource for performance engine technology.

We go far beyond covering just the “hardware” used by this fast-paced community, because there’s much more to engine technology than new parts. We go far beyond covering just the “hardware” used by this fast-paced community because there’s much more to engine technology than new parts. EngineLabs will explore the tactics, rationale, and strategy that guide the creative minds who are obsessed with

making horsepower. We will explain the “whys” and “hows” of the engine more than the “what” and “where.”

The science of horsepower is distilled into magazine form at EngineLabs, which provides the sort of in-depth engine tech found nowhere else on the internet.

10/28/2025

Last week, we talked about bolt threads. Now we're going to talk about the different alloys of bolt, and those alloys' strengths. ARP has created a line of rod bolts made of various alloys of steel, intended to cover a wide range of high-performance applications. Making life easier is that each tier of bolts is identified by its alloy’s name.

The classic way to describe a fastener is to think of it as a spring. As you tighten a bolt, it will begin to stretch. If you over-tighten it, the bolt will pull apart like a piece of taffy that’s been left in the sun, which will eventually lead to it breaking apart. The amount of force required to cause the fastener to fail depends on its material and how the fastener was constructed.

Ultimate tensile strength is often used as the measuring stick for bolt performance, but it is not the only judge of how well a rod bolt will perform. A higher tensile strength allows the bolt to be tightened more to create a stronger connection, but ultimately bolt performance in an engine is more closely tied to the fastener’s yield strength

The ability of the fastener to withstand bending forces, often referred to as ductility, is another critical element. There are always bending forces present in connecting rods due to the cyclical forces created by the rotating mass. Fatigue strength is another important component of a rod bolt and, while it is related to ultimate tensile strength, it is a separate evaluation.

It might appear that the best move would be to use the highest quality rod bolt for even the most common engine build, but that would be like using $20 per gallon race gas to power your lawn tractor. While the high-quality components are good at what they do, it’s not the best use of limited funds while offering only limited advantages. Estimating when it would be better to use an ARP 3.5 bolt over an ARP 2000 can be a complex question with no simple answers due to the number of variables.

10/27/2025

What is this, a crank for ants?

10/26/2025

Pop quiz for the history buffs. Can you ID this engine from it's release photo? We've blurred the identifiers, but will give one hint, the photo was taken in 1952.

10/25/2025

Obviously, those are intake stacks for a five cylinder engine.

10/24/2025

Rolled Threads vs. Cut Threads

There are two ways threads can be formed on a fastener: rolling and cutting. The rolling thread process involves use of dies to press the threads’ form into the fastener. You can imagine the effect on the grain of the metal as a result: it gets forced into curved waves as the threads form, and the cold rolling of the material by the hardened dies forces it into a more stable, strong, and resilient fastener.

Cutting threads, by comparison, removes material and leaves actual microscopic tears in the metal surface of the fastener. Not surprisingly, these small rips and defects in the threads provide a place for cracks and breaks to begin. Creating stress risers is not a good idea for a critical performance application. That is why ARP recommends that you insist on rolled threads for your high performance hardware, and leave cut threads to non-critical fasteners.

10/23/2025

This year, we’re doing something different with the EngineLabs Giveaway engine. Our three previous Giveaway engines were all some form of forced-induction small-block. This time, we’re going with the total opposite — a naturally-aspirated big-block Chevy engine. This year, we’re shooting for 632 cubic inches and well over 1,000 horsepower, while still being streetable on pump gas. Like previous years, we'll be assembling it live on the PRI Show floor, this time with the help of Nick Bacalis of Bullet Racing Engines. Entry to the Giveaway will be free and open on December 1. Oh, and this year, there will be nine more winners, beyond just the grand prize engine winner. Head over to EngineLabs to get the full scoop on this year's engine, and stay tuned for more info on the engine as the PRI Show approaches!

10/22/2025

In the early years of the Chevrolet small-block, including the 265, 283, and early 327 engines, crankcase ventilation was almost primitive by modern standards. The most common system was the road draft tube, a simple open pipe extending from the crankcase or lifter valley down toward the ground. When the car moved, the air rushing past the tube created a venturi effect that helped draw out blow-by gases. Meaning that your excess oil would be dripping on the roads you were driving, hence the name. A small breather, often integrated into the oil fill tube or valve cover, allowed fresh air to enter the engine and replace the expelled gases.

The positive crankcase ventilation, or PCV, system was a product of both engineering necessity and environmental regulation. During World War II, military vehicles required sealed crankcase systems that wouldn’t ingest water during river crossings or in combat conditions. Those used a one-way valve to allow gases to escape while preventing backflow, laying the foundation for modern PCV technology.

In the late 1950s and early 1960s, as urban air pollution became a growing concern, California researchers discovered that crankcase fumes were a significant contributor to smog. In 1961, the state mandated closed-circuit crankcase ventilation for new vehicles sold there, and by 1964, PCV systems had become standard across the United States. Chevrolet quickly adopted the technology, refining it for the small-block V8 family.

10/21/2025

You asked, we answered. These were the top questions you, the audience, had after the LS Vs. Coyote 3 Dyno finale video. Link below ⬇️

10/20/2025

Block filler. Some love it, some hate it, but there's no denying that it works. When it comes to making a stock block all it can be, one of the long-known hot-rodder tricks is to fill the block’s water passages with concrete. This better supports the cylinders and reinforces the engine block’s structure. However, Concrete and iron don't always play well together, which is why the aftermarket has developed specific block fillers, that flow well, handle expansion and contraction, and are even machinable after curing.

10/19/2025

How do you mark your fasteners after torquing them?

10/18/2025

Well, that's not good.

10/17/2025

Dyno Shootout: FFRE's 5.0L Coyote Versus LME's 5.3L LT in LS vs Coyote 3 (Ep 5)

Both engines have been built from the ground up using a Gen 3 Coyote and Gen 5 L83 to see which one is the baddest with a 76mm HPT turbo. Now it's time to determine the winner based on peak horsepower on Westech's engine dyno, in the final episode of LS vs Coyote 3, presented by Summit Racing.

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