wat head bolts?
wat head bolts? i am putting the LE2 heads on the car and ill be running about 11.2 to 1 compression and i was wondering if anyone knew the summit part number for a good set of head bolts. i was thinking arp but ide like some input?
TECH Resident
Joined: Jul 2009
Posts: 772
Likes: 0
From: Bahrain
This is what you need 
http://www.summitracing.com/parts/ARP-134-3701/
Just installed it a couple of days ago to hold down my cylinder heads. With a 12 point head, the socket will never slip off the head either. Good luck buddy.
http://www.summitracing.com/parts/ARP-134-3701/
Just installed it a couple of days ago to hold down my cylinder heads. With a 12 point head, the socket will never slip off the head either. Good luck buddy.
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This is what you need
http://www.summitracing.com/parts/ARP-134-3701/
Just installed it a couple of days ago to hold down my cylinder heads. With a 12 point head, the socket will never slip off the head either. Good luck buddy.
http://www.summitracing.com/parts/ARP-134-3701/
Just installed it a couple of days ago to hold down my cylinder heads. With a 12 point head, the socket will never slip off the head either. Good luck buddy.
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TECH Regular
Joined: Apr 2007
Posts: 420
Likes: 0
From: Kempner, TX
Not all head bolts are of the Torque To Yield (TTY) variety. From all I've found so far, LTx and earlier head bolts aren't TTY. It's unclear to me when the LS engines began to use them.
A while back I did some research on this issue, trying to find what engines models/years came with TTY head bolts, but so far I've been unsuccessful. However, I am fairly confident that the change occurred after the 1996 model year on Vettes.
One thing to remember is that although some manuals and websites show the degree method to torque head bolts - like "first torque to 22 ft/lbs then torque another XX degrees" that does not mean the bolts are torque to yield. It's a torque method not a way to identify the type of head bolts.
One good thing about using the degree method in torquing head bolts is that it eliminates the inaccuracy of torque wrenches. Unless a given troque wrench is re-calibrated regularly it could well be giving inaccurate readings. I was amazed at how far off my two were when I had them recalibrated at SouthWest Airlines by one of their jet engine mechanics.
Since this issue has started to come up more often lately, it would be very helpful if someone (who has detailed information on when and on what models TTY bolts were used at the factory) would post the information and links to the source. We'd all benefit from that tid-bit of knowledge.
Aftermarket head bolts, like Milodon and ARP, etc., can be re-used with complete confidence. Years ago, when I use to build racing engines for several teams, I regularly re-used stock GM head bolts on the BB engines I worked on. So, while it's a good idea to move to after-market head bolts, if the stock bolts aren't of the TTY type, they can be re-used.
This business of always changing head bolts only began to surface when TTY head bolts were introduced onto American made engines. Once GM jumped on the TTY band-wagon this head bolt controversy began, with some erroneously believing they always have to be changed.
Just my thoughts.
Jake
West Point ROCKS! Nation's TOP COLLEGE per Forbes Magazine!! Graduation Day Parade 20 May 2010!!!
A while back I did some research on this issue, trying to find what engines models/years came with TTY head bolts, but so far I've been unsuccessful. However, I am fairly confident that the change occurred after the 1996 model year on Vettes.
One thing to remember is that although some manuals and websites show the degree method to torque head bolts - like "first torque to 22 ft/lbs then torque another XX degrees" that does not mean the bolts are torque to yield. It's a torque method not a way to identify the type of head bolts.
One good thing about using the degree method in torquing head bolts is that it eliminates the inaccuracy of torque wrenches. Unless a given troque wrench is re-calibrated regularly it could well be giving inaccurate readings. I was amazed at how far off my two were when I had them recalibrated at SouthWest Airlines by one of their jet engine mechanics.
Since this issue has started to come up more often lately, it would be very helpful if someone (who has detailed information on when and on what models TTY bolts were used at the factory) would post the information and links to the source. We'd all benefit from that tid-bit of knowledge.
Aftermarket head bolts, like Milodon and ARP, etc., can be re-used with complete confidence. Years ago, when I use to build racing engines for several teams, I regularly re-used stock GM head bolts on the BB engines I worked on. So, while it's a good idea to move to after-market head bolts, if the stock bolts aren't of the TTY type, they can be re-used.
This business of always changing head bolts only began to surface when TTY head bolts were introduced onto American made engines. Once GM jumped on the TTY band-wagon this head bolt controversy began, with some erroneously believing they always have to be changed.
Just my thoughts.
Jake
West Point ROCKS! Nation's TOP COLLEGE per Forbes Magazine!! Graduation Day Parade 20 May 2010!!!
Not all head bolts are of the Torque To Yield (TTY) variety. From all I've found so far, LTx and earlier head bolts aren't TTY. It's unclear to me when the LS engines began to use them.
A while back I did some research on this issue, trying to find what engines models/years came with TTY head bolts, but so far I've been unsuccessful. However, I am fairly confident that the change occurred after the 1996 model year on Vettes.
One thing to remember is that although some manuals and websites show the degree method to torque head bolts - like "first torque to 22 ft/lbs then torque another XX degrees" that does not mean the bolts are torque to yield. It's a torque method not a way to identify the type of head bolts.
One good thing about using the degree method in torquing head bolts is that it eliminates the inaccuracy of torque wrenches. Unless a given troque wrench is re-calibrated regularly it could well be giving inaccurate readings. I was amazed at how far off my two were when I had them recalibrated at SouthWest Airlines by one of their jet engine mechanics.
Since this issue has started to come up more often lately, it would be very helpful if someone (who has detailed information on when and on what models TTY bolts were used at the factory) would post the information and links to the source. We'd all benefit from that tid-bit of knowledge.
Aftermarket head bolts, like Milodon and ARP, etc., can be re-used with complete confidence. Years ago, when I use to build racing engines for several teams, I regularly re-used stock GM head bolts on the BB engines I worked on. So, while it's a good idea to move to after-market head bolts, if the stock bolts aren't of the TTY type, they can be re-used.
This business of always changing head bolts only began to surface when TTY head bolts were introduced onto American made engines. Once GM jumped on the TTY band-wagon this head bolt controversy began, with some erroneously believing they always have to be changed.
Just my thoughts.
Jake
West Point ROCKS! Nation's TOP COLLEGE per Forbes Magazine!! Graduation Day Parade 20 May 2010!!!
A while back I did some research on this issue, trying to find what engines models/years came with TTY head bolts, but so far I've been unsuccessful. However, I am fairly confident that the change occurred after the 1996 model year on Vettes.
One thing to remember is that although some manuals and websites show the degree method to torque head bolts - like "first torque to 22 ft/lbs then torque another XX degrees" that does not mean the bolts are torque to yield. It's a torque method not a way to identify the type of head bolts.
One good thing about using the degree method in torquing head bolts is that it eliminates the inaccuracy of torque wrenches. Unless a given troque wrench is re-calibrated regularly it could well be giving inaccurate readings. I was amazed at how far off my two were when I had them recalibrated at SouthWest Airlines by one of their jet engine mechanics.
Since this issue has started to come up more often lately, it would be very helpful if someone (who has detailed information on when and on what models TTY bolts were used at the factory) would post the information and links to the source. We'd all benefit from that tid-bit of knowledge.
Aftermarket head bolts, like Milodon and ARP, etc., can be re-used with complete confidence. Years ago, when I use to build racing engines for several teams, I regularly re-used stock GM head bolts on the BB engines I worked on. So, while it's a good idea to move to after-market head bolts, if the stock bolts aren't of the TTY type, they can be re-used.
This business of always changing head bolts only began to surface when TTY head bolts were introduced onto American made engines. Once GM jumped on the TTY band-wagon this head bolt controversy began, with some erroneously believing they always have to be changed.
Just my thoughts.
Jake
West Point ROCKS! Nation's TOP COLLEGE per Forbes Magazine!! Graduation Day Parade 20 May 2010!!!
