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HEAD BOLTS
- Thread starter SimonLM
- Start date
If they are stretch bolts then you would be advised to buy new ones, it is quite normal for them to be on most mass produced engines. Given the Vee engine is basically a Laguna lump I wouldn't have thought they would be too expensive though - but there are a lot of em ...
ARP are worth considering and as Tim says are certainly recommended for a higher state of tune, they can also be re-used but they will be much more expensive than stock ones I would say. The last ones I bought for a 4 cylinder engine (10 bolts) were £100 and that was a good e-bay price.
Martin
ARP are worth considering and as Tim says are certainly recommended for a higher state of tune, they can also be re-used but they will be much more expensive than stock ones I would say. The last ones I bought for a 4 cylinder engine (10 bolts) were £100 and that was a good e-bay price.
Martin
LOUD MAN":y7khepe0 said:
Just some more food for thought ...
It is quite a bit of money and I can see where you are coming from and people may have re-used bolts successfully before. I would just buy new ones TBH but we all have to make informed choices.
It is not recommended to re-use TTY (Torque To Yield) bolts - these are the ones you use an angle method to torque em down, but others can usually be re-used once i.e. head off for the first time meaning the bolts have only been tightened from the factory so are not likely to be stretched beyond tolerance or damaged.
As another point I have had big-end bolts snap when re-used so needless to say replaced those with ARP - I have spoken to ARP technical in the states (and sent them pictures) and they are very helpful too so may be able to give you some direct details on studs and prices for the Vee - or may have a suitable set if you can provide specs to them ...
Martin
A
Anonymous
Stretch bolts can be recognized quite easy, The thread on them is ALWAYS rolled on, and the diameter of the shaft is thinner than the threaddiameter.
I don't reuse headbolts if the engine has run longer than a testdrive.
I don't reuse headbolts if the engine has run longer than a testdrive.
SimonLM
Member
Cheers for the input Harry.
I was also concerned about the fuel rail return feed, a certain member recomended I just block up the return but a friend who used to build race cars said it was not a good idea to do that. Ive since had the other end of the TWR rail made, so dont really matter now but would be intrested in your thoughts.
Cheers Simon
I was also concerned about the fuel rail return feed, a certain member recomended I just block up the return but a friend who used to build race cars said it was not a good idea to do that. Ive since had the other end of the TWR rail made, so dont really matter now but would be intrested in your thoughts.
Cheers Simon
A
Anonymous
I'm not total familiar with the exact system, but I can very well imagine, that a normal fuel returnline has a built in restriction, because elsewise the fuelpump wouldn't be able to built up any pressure. If you block it totally you could risk damaging the pump if it hasn't got a overpressure bypass.
But as said, I'm not familiar with it. (I know the old k-jettronics and mechanical injection better)
But as said, I'm not familiar with it. (I know the old k-jettronics and mechanical injection better)
Will pm you the settings,As for the fuel rail the v6 does not run a return to the tank,the fuel pressure is run by the ecu and the regulator is fitted in the tank next to the pump!to run a return you need a swirl pot like mike t and trw1 use.Unless you can get a return fitted in the top of the tank plate.
Mike and tim run two lift pumps and an 044 pump(not cheap)
scotty
Mike and tim run two lift pumps and an 044 pump(not cheap)
scotty
