Bolt recommendation

[Judd_123]

I am in the process of putting my engine back together. I bought new head bolts new converter bolts and also new cam gear bolts and crankshaft bolt. Is there any others I should replace or is there some I should red or blue loctite on. Thanks everyone

[ZED SLED]

Dang, I thought this was gonna be another EV thread!

[bottletalk]

Originally Posted by ZED SLED

Dang, I thought this was gonna be another EV thread!

haha I was thinking the same thing!

[Judd_123]

Nah was just wondering if there was anything else people on here would recommend or have done.

[ZED SLED]

Try posting in Engine/Drivetrain section. Seriously, people may be put off here thinking it's another EV argument thread.

[NOT A 45]

Originally Posted by Judd_123

I am in the process of putting my engine back together. I bought new head bolts new converter bolts and also new cam gear bolts and crankshaft bolt. Is there any others I should replace or is there some I should red or blue loctite on. Thanks everyone

These days the service manual directs you to replace all kind of bolts even subframe bolts, but to be honest with you other than head bolts, I have reused just about every other bolt without any failures in the field. The rule of thumb is that if it is a torque to yield bolt then it's a single use bolt.

[gtstorey]

And "torque by angle" isn't necessarily the same as "torque to yield".

[joshnmn]

Oil pump brace of your choice.

blue loctite on water pump and oil pump bolts

[NOT A 45]

Originally Posted by gtstorey

And "torque by angle" isn't necessarily the same as "torque to yield".

That's what I like about this forum, even working at the dealership I constantly learn new things on here. I was always under the assumption that after the initial torque applied to the bolt, say 50lb/ft any additional rotation measured in degrees causes the bolt to stretch making it a torque to yield fastener. What bolt/s are you referring to that aren't?

[gtstorey]

There has been a lot of discussions on here on what are or are not torque to yield bolts.
Here are some articles on the issue.
https://dannysengineportal.com/torqu...lus-angle-faq/
https://www.onallcylinders.com/2016/...gle-fastening/

Part of what I'm basing it on is a lot of the bolts that are torque plus angle is that there isn't any benefit from an engineering stand point to tighten the bolt to the point that it yields. I really don't have a list since most of what I work on for the Camaro has been brake and suspension and I'll admit that I don't even look up the spec in the service manual for those bolts. I'm pretty sure the brake caliper bolts are torque plus angle and some of the suspension bolts.

Some people have read into fact that the manuals call for them to be a one time use bolt to mean that they are TTY. I think this often has to do with the factory applied lock-tight. I don't think anyone really knows which are torque to yield are which aren't (outside of the engineers that designed the assembly). I replace bolts that have a critical clamping function like headbolts. I will check the service manual torque procedure for other engine bolts that need a uniformly distributed clamping load like intake bolts. Suspension bolts I just tighten by feel/experience. I might do things a little different if I was working on things for the public and had to be concerned about lawyers.

[NOT A 45]

Originally Posted by gtstorey

There has been a lot of discussions on here on what are or are not torque to yield bolts.
Here are some articles on the issue.
https://dannysengineportal.com/torqu...lus-angle-faq/
https://www.onallcylinders.com/2016/...gle-fastening/

Part of what I'm basing it on is a lot of the bolts that are torque plus angle is that there isn't any benefit from an engineering stand point to tighten the bolt to the point that it yields. I really don't have a list since most of what I work on for the Camaro has been brake and suspension and I'll admit that I don't even look up the spec in the service manual for those bolts. I'm pretty sure the brake caliper bolts are torque plus angle and some of the suspension bolts.


Some people have read into fact that the manuals call for them to be a one time use bolt to mean that they are TTY. I think this often has to do with the factory applied lock-tight. I don't think anyone really knows which are torque to yield are which aren't (outside of the engineers that designed the assembly). I replace bolts that have a critical clamping function like headbolts. I will check the service manual torque procedure for other engine bolts that need a uniformly distributed clamping load like intake bolts. Suspension bolts I just tighten by feel/experience. I might do things a little different if I was working on things for the public and had to be concerned about lawyers.

Believe me I get it.....if you go exactly by the manual you'll end up replacing almost all the engine related bolts. As a matter of fact if you get a new intake, valve cover, timing cover, oil pan etc. they all come with new bolts. I've been doing this right out of high school 1984, so yea I'm old school. The only thing I don't reuse is head bolts. Once you've stretched them there is no more stretch to be had! Had a guy working next to me that installed a head gasket upside down....he had to re do the job and tried to reuse the bolts. He had to re do it a third time because one of the bolts broke off flush in the block!

[barkeater46]

Originally Posted by gtstorey

And "torque by angle" isn't necessarily the same as "torque to yield".

Props to gtstorey ! Torque angle refers to a procedure. Torque to yield refers to the fastener that is stretched to it's "yield "point where it will not return to it's original length when loosened, hence the need to replace after one use.
A bolt might require torque angle tightening(to provide precise clamping force) but not reach it's yield point. TTY fasteners are one time use. Stick with OEM recommendations for engine bolts and you can't go wrong!

[gtstorey]

Originally Posted by barkeater46

Props to gtstorey ! Torque angle refers to a procedure. Torque to yield refers to the fastener that is stretched to it's "yield "point where it will not return to it's original length when loosened, hence the need to replace after one use.
A bolt might require torque angle tightening(to provide precise clamping force) but not reach it's yield point. TTY fasteners are one time use. Stick with OEM recommendations for engine bolts and you can't go wrong!

The service manual will have you replace almost all bolts, many/most are not likely to be TTY.

[NOT A 45]

Originally Posted by barkeater46

Props to gtstorey ! Torque angle refers to a procedure. Torque to yield refers to the fastener that is stretched to it's "yield "point where it will not return to it's original length when loosened, hence the need to replace after one use.
A bolt might require torque angle tightening(to provide precise clamping force) but not reach it's yield point. TTY fasteners are one time use. Stick with OEM recommendations for engine bolts and you can't go wrong!

Tensile strength, and thread pitch are used to determine how much rotation (angle) is required to reach a bolts yield. When we refer to yield it means the maximum clamping force of the fastener. A torque to yield bolt can in fact be reused however, to reach it's yield additional rotation is required. You would have to be a engineer to calculate how many additional degrees would be required, and also with each use the yielded clamping force is reduced. This is why they are recommended to be replaced after the first use. Achieving a fasteners yield is the only reason for the torque angle method of tightening.