|
#1
|
|||
|
|||
Quote:
Hey Ngoma, Just saw this thread, did you manage to get things sorted?...I had a similar bit of confusion re the head bolt torque specs when fitting a 3 notch Elring MLS (btw it was a 2 notch on it, but went with the 3 notch as it proved easier/cheaper to source, was also told it would raise compression slightly, which I didnt see as a bad trade off) I eventually emailed Elring and this was the reply... [/IMG] Also had to put a big breaker bar/scaffold tube onto it to get the 180 degree final stage on them. Cheers. |
#2
|
|||
|
|||
Sorry the image I uploaded, chopped of the end of it which just shows the NO.4 torque procedure...i.e 180 degree final turn.
Cheers. |
#3
|
|||
|
|||
Engine is now running quite nicely, about half way to the 600-1200 mi. final 90deg bolt tightening. The Time-sert repaired bolt hole is apparently holding, no leaks internal or external from the HG, coolant is clean and clear.
Think it's the reverse-- thicker HG reduces compression. You may find harder starting, less power, economy, etc. I agree the MLS HG has a different torque specs and procedure than the fiber HG. Also more stringent mating surface finish specs. Along with theoretically better longevity.
__________________
1985 744 gle d24t 1985 745 gle d24t |
#4
|
|||
|
|||
Quote:
Still not turned the key yet on mine after the head re-build, my new idler pulley bolt snapped whilst being torqued up , tried an easy-out, which felt like it was also about to let go , so eventually decided to drill it out and tapped it to 8mm and all seems to be strong. Been out the country since for past couple of months, but now have a bit of a free time ahead, so hopefully i'll finally get the thing going shortly. re the thicker HG, I hope it doesn't affect the car too adversely in that case, as i don't think I could face doing the bloody job again i'll soon know! cheers. |
|
|