Engine blocks aren't all that crazy. Most of the time (at least these days) they're made out of aluminum. That means that the stress on the bolt is limited more by the aluminum threads that the bolt mates with rather than by the bolt itself.
Further engine blocks are pretty cheap, all things considered. Turbines have tighter engineering constraints and wider price constraints so I would look there before looking at reciprocating ICEs.
Blown head gaskets have a lot less to do with bolt torque and a lot more to do with a lot of stuff all going on at roughly the same place. If they didn't separate combustion from coolant and both of those from oil, they would fail a lot less.
Yes the bolts must be torqued properly but that has more to do with ensuring that even pressure is applied across a huge gasket face than anything to do with the bolts self-loosening. If the heads on an engine were steel and much thicker you could do the same job with a couple of bolts instead of a dozen.
If an auto manufacturer was enterprising they could probably move some of the oil passages away from the coolant and combustion (which by their nature need to be close to one another) and they could make cavities for o-rings and seal the oil from the coolant a lot more effectively. But the failure rate for head gaskets is fairly low already and that would be adding a fair amount of cost and fiddly-ness to a not-that-big problem. When I say "fairly low" what I mean is that it might comprise 10% of engine failures but engine failures are already pretty rare, so 10% of 1% isn't all that big of a deal. Those are made-up numbers, btw, so don't crucify me if they're wrong.
"Yes the bolts must be torqued properly but that has more to do with ensuring that even pressure is applied across a huge gasket face than anything to do with the bolts self-loosening."
Ensuring that even pressure continues to be applied cross a huge gasket face is somewhat helped if the nuts do not become loose.
Agreed, but performing head gasket maintenance is a rare occurrence and loosening of the head gasket bolts is even rarer. Most of the time that head gasket failures happen is due to process problems on the part of the gasket manufacturer. The auto manufacturers have figured out how to ensure that they're torqued properly at the factory.
Most of the plain old torque specs in that brochure are at least 60 ft-lbs and there are some upwards of 100ft-lbs. That is no joke. If the bolt is a grade 5, 5/8" nominal diameter tightened to 57 ft-lbs that's over 4 tons of clamp force. At 82 ft-lbs it's just shy of 6 tons. At 113 ft-lbs it's over 7 tons. That's PER BOLT.
Applying 60 or 80 or 100 ft-lbs of torque to a bolt will cause huge amounts of clamp force which highly motivates the bolt not to wiggle loose. A lot of the problems where bolts (or nuts) self-loosen in high vibration environments is due to a torque spec for a sub-maximal amount of clamp force. If you're making machine tools and you need to tension ball-screw bearings (an application mentioned in the video) you can't torque the shit out of things because of the bearing pre-load needing to be a substantial but not insane level. A few hundred pounds of preload (a reasonable range for CNC spindles or ball-screws) can be achieved with only a few foot-pounds of torque; it's exactly what the machine needs but not enough for the bolt to keep itself from working loose.
Engine heads and head gaskets are complicated because you have to apply a lot of clamp force very evenly over a large area. The bolts are more than good enough for this, I've got several friends who are mechanics and none of them has heard of a head bolt that's loosened itself. The problem is that manufacturers often use "inferior" (less expensive) grades of head gaskets because the failure rate is already quite good.
EDIT: I don't disagree that needing to maintain even pressure is necessary (it is), nor do I disagree that nuts which can't wiggle loose doesn't help mitigate the problem. What I'm trying to say is that the failures which do happen are caused by the weakest link, and that in many cases the weakest link these days isn't the bolts or the heads or the block or whatever, but the gasket itself.
Engine blocks.