Cylinder Head Bolts

Thanks for visiting our site!
Cylinder Head Bolts
Checkout Ebay Auctions For The Cheapest Prices

Check out Amazon:

Here are some more information for Cylinder Head Bolts:

Last time we talked about the two areas of the engine that affect rotation: the externals and the internals. For those new to the article series, we are talking about a seized up engine, or an engine that refuses to rotate.

What was not discussed was what are the most likely problem areas on an engine that would cause it to seize up?

First thing I would do is take two parts off the engine so that you can access the most common problem areas:

- The Blower Housing

- The Cylinder Head

(Disassembly Note: Keep all the bolts in the correct alignment and order for the cylinder head. Also take care with the head gasket to keep it in the correct alignment. Think of this as a 3-D puzzle and you are putting the sections of the puzzle aside for reassembly.)

Okay once you have gotten the cylinder head off and the blower housing off you be looking for a couple of things:

-Rusted Flywheel to the magneto

-Rusted cylinder

-Rusted main shaft to the lower bearing.

-Seized up engine due to overheating....

9 times out of 10 it is the flywheel rusted to the magneto. If this is an old engine, you will probably have points. Not to worry, just pop off the flywheel and replace the points (they are available at the local hardware store. Or is you are ambitious, just buy the conversion kit (pretty easy really) and never have to worry about points again!)

A rusted cylinder is pretty serious, but not an impossible task. The nice thing about aluminum cylinder engines is that the aluminum and rust don't bond, so you can actually break free the rusted cylinder. The way to do this is to spray the cylinder with penetrating oil and let sit for 4 to 5 hours. Put the cylinder upright so that gravity is working to pull the penetrating oil into the rusted areas.

Then gently take a piece of wood (very soft preferably pine) and place it on the top of the piston. Tap the top of the piece of wood with a hammer. This generally breaks free the frozen piston. You may discover that NO movement has occurred. There is a slight chance that the piston may be at top dead center. We are assuming it is not. (One FYI... make sure the blower cover, or the cord return mechanism is not connected. This will work against you if the piston wants to go down and force the engine to go backwards!)

The rusted main shaft, is hard to tell if that actually has occured, unless you know some of the history of the engine prior to purchase. Meaning, did the engine sit idle for 3 years outside? Was the oil reservoir full when you opened looked in?

The last question is probably the most important, because it will let you in on a couple of things prior to even BUYING the engine.

If there is not oil, then the question is: what is there in the crankcase? Water? or Nothing?

To tell if there is water, or was water, look for rust colors in the bottom of the oil fill hole. If no oil, then there will be oil residue, with lots of chunks, but not much else. There may be a little oil, but it may have run dry.

If there was water, then you may, have a rusted lower bearing, and perhaps most of the innards (though unlikely) rusted. If that is the case then disassemble the engine, by taking off the outer crank case cover.

If there was little or no oil, check the walls of the cylinder for excessive scoring. When I mean scoring I mean gouges, or scratches, or even marks that resemble melting on the cylinder walls. Gouges and scratches typically will fair okay, but a large melt mark will be trouble and will require honing, and a new oversized piston and new rings. (Just so you know, I have oversized my engines a couple of times and have had minimum success. They end up turning into mosquito abatement machines in short order...!)

You will discover that most engines are not that serious as any of the things I have discussed.

But say it is, then we need to go down each trail...

Bottom line is we do not know what is going on inside the engine, we need to take a sneak peek. The quickest way to find out something is to check the cylinder.... The second is to check the insides...that is a little more involved and will require a whole new article!

And one last FYI: If the engine was mounted to a water pump, then more than likely the engine has a rusted end bearing. If the engine has a rusted end bearing, then the internals of the engine are more than likely rusted.

Water pump engines are usually junk, and are only good for parts such as pistons, valves, carbs.

The Go Kart Guru is a Go Karting Design, Fabrication and Performance specialist. Topics ranging from Turbo Charged Go Karts to Wood Go Karts, the Go Kart Guru has something to say (that will help you!) about it. Visit http://GoKartGuru.com for more details.

And for those with Vertical Lawnmower Engines, there is a special section just for you! Don't throw away that vertical engine just yet!

Current State of Joint Integrity Technology for Threaded Fasteners

A critical element in the manufacturing of many products is the fastening of parts or subassemblies using threaded fasteners. A total systems approach is required to carefully plan every step so that the reliability that exists on paper can be implemented at assembly. The manufacturer's objective is to maximize the long term joint integrity while minimizing the product cost.

The standard technique for controlling the clamp force in a threaded joint is torque. However, it is known that torque is a poor indicator of the clamping load. Recently, the automotive industry has begun using other methods, such as torque/turn and yield tightening, in an attempt to improve the reliability of their products' critical fastening applications. Since the ideal method is some form of direct load control, various organizations have been working on developments in this area.

The key to successful fastening is to obtain sufficient clamping force so that each joint survives the field service environment. In order to do this, the clamp force at assembly must be great enough to compensate for the relaxation and other load effects which modify the initial clamp force. The importance of the bolt preload (or clamp force in the joint) can not be overemphasized. It is the major factor influencing the reliability of the bolted joint. It is usually the root cause of joint failure, resulting in joint separation, leakage, loosening or fatigue.

Without proper clamping forces, distortions of bearing bores, cylinder heads, and gasketed joints may occur. Fixing these problems is less costly if they are caught before the assembled product leaves the factory. This is why the automobile industry expends a lot of effort to make sure defective joints are identified and corrected at each assembly station.

An ultrasonic control technology originally developed by Ultrafast has made direct control of bolt load practical and cost effective for production processes. This technology produces a piezo-electric thin film on the fastener to create an ultrasonic load transducer. The film is permanently applied by a sputtering vacuum process. This is a proven process used to deposit coatings for many commercial applications. Bolts for high volume applications can be coated at a cost of just pennies per bolt. Thus each fastener functions as a transducer in the assembly.

There are a number of patents involving tools, methods, and devices utilizing torque and angle of rotation of the fastener during tightening. Inventors are still finding ways to utilize the angle of rotation to solve fastening problems or improve control processes. A broad spectrum of companies are active in this area. Automotive companies, equipment companies and many others have contributed.

There has been a great amount of activity in the ultrasonic measurement and control technology field. Most of this activity centered around the use of piezo-electric films being applied to the fastener for the purpose of controlling the tightening of fasteners.

The main focus of the tool companies seems to be improving the torque control shutoff mechanism for various types of tools. The tightening process patents which they issued involved ways to compensate for gasket relaxation, tool overshoot (tool inertia), and joint stiffness (torque rate) variations to improve torque or angle control accuracy. Additional efforts are being spent on impulse tool refinements.

In the near future, direct load control will be utilized and will result in the following:

-100% quality assurance of clamp load at assembly
-Reduced labor costs due to reduced reliance on tool testing and calibration
-Use of less expensive tools
-Optimum joint designs and process reliability
-Reduced requirements for torque-tension testing of fasteners
-Improved gasketed joint assembly methods

Overall, there are several forces shaping the future of the clamp load control markets:

Better bolt load accuracy will be achieved in production assembly processes. Torque accuracy below the ± 5% level will be of lesser importance in assembly areas. Tool operator safety and injury prevention will continue as a major influence on tools
Productivity and cost reduction pressures will continue to increase due to world competition.

It is Guideline's view that torque control developments will no longer be sought after. This area has reached the point where improvements in clamp load control are not possible because the main controlling factor is friction. The law of diminishing returns has taken over in the torque control area. Both yield control and torque/angle applications have reached a plateau. Direct load control via bolt ultrasonic measurements will be emerging as the next trend.

It is Guideline's view that the ultrasonic control technology, such as that developed by Ultrafast, will make major changes in the assembly tool business and the manufacturing processes. Because these changes involve many different facets, viz., fastener suppliers, tool suppliers and manufacturing processes, it will take a somewhat longer lead time to implement applications, initially. The physical requirements are not difficult to accomplish, but because many areas are affected, the change-over will require coordination of many groups. Change is not easy but the benefits of this technology will outweigh any difficulties.

Our forecast indicates that the assembly business will be revolutionized as ultrasonic control technology starts to displace the torque control methods in major automotive companies around the world. This will change the competitive focus of the tool companies, just as the electric driven tools have changed the business over previous years.

About the Author

This is a summary of an annual strategic report on aluminum anodizing technology written by Guideline staff and experts. For more information please visit us at
www.intota.com
, or contact Brian Reuter, Director of Product Realization, breuter@guideline.com.

what happens when you over-tighten a cylinder head bolt?

I think I overtightened one bolt just slightly, because I head a slight "pop" noise after a certain point on the bolt. what potential damage might I have done, and what can I do to remedy it?
I took the bolt out, and it itself is fine. But I was wondering if I could of done damage to the head or the gasket.

Sometimes, just the friction created by the bolt head against the cylinder head will cause noise while you are tightening the bolt. As far as damage, at worse, you could have cracked the head. If you haven't started the car yet, you probably just squished the head gasket too much. That can cause uneven heat distribution and that can cause head warpage. Best to pull it apart and check it. BTW... a torque wrench is critical to doing the job right. And NEVER re-use "strechable" head bolts.

2011 Hyundai Genesis Coupe
Fresh off its inaugural year in which it thumped the likes of G37, Mustang, Camaro, and Challenger in various comparison test shoot-outs while leading all competitors in residual value, Hyundai's Genesis Coupe is back for 2011 with interior updates, a revised lineup, and its hottest model ever, the 3.8 R-Spec. Â

Thanks for visiting!