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Anybody know the Torque specs for 427Fe head studs?
I am having trouble finding the torque rating for the studs used in a 427fe shelby block with aluminum heads. The studs are already torqued into the block, but i need the torque measurement for when i attach the cylinder heads to the block with the stud nuts.
Thanks! |
ARP 1/2" studs get 110 lb-ft with their ARP lube. Be liberal with the lube on the washers and studs both. You want the least resistance possible.
Torque in 3 different stages. I usually go 35 lb-ft in sequence on the first lick, then 70 lb-ft, then finish off at 110. |
Thanks Brent. They are the shelby studs, but i am sure the torque rating is around the same. I have lots of ARP assembly lube handy and will make sure to apply it liberally to the backside of the washer and the nut.
So, it is the same all around 110 for top and bottom nuts, correct. Not 100 on the lowers like it is for bolts? |
The Shelby studs are just longer. They usually put a slip of paper in the box with the fasteners, but you can go to their website www.arp-bolts.com to get torque specs.
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One other thing...
Make sure that they are indeed ARP studs. I think I read somewhere that another company made the studs a few years ago. |
What is the small threaded hole in the deck of the block for? It is towards the front side on the driver's side. There is a hole for it in the felpro gasket as well as a channel in the edelbrock cylinder heads. However, i have no idea where it leads to. Is it to vent gasses from the crankcase?
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Here is what i am talking about. It wouldnt make me pause, but they are threaded. The holes leads to the oil feed channel for the lifters. Why would there be a hole leading to the deck surface from an oiling passage?
http://i932.photobucket.com/albums/a...a/DSC_0278.jpg |
Sorry, I needed some beauty sleep.
That's the oil feed hole for the top end. It's threaded so that you can restrict it. That's what oils your rocker arms, springs, etc. |
Don't agree with torque and run less
RestoCreations I don't agree with the torque numbers at all. These numbers are for Iron blocks and heads. I have been running a Shelby motor with 1020 felpro gaskets since 98. They where changed 5 years ago when I went to the stroker setup. 95 pounds on upper studs and 90 on lower with aluminum block and motor. You don't need any more unless you are running 14.0-1 compression. The one problem I have seen from too much torque is crushing of the area around the hole from washer and nuts. New car motors with aluminum motors run 65-72 pounds of torque. We have a torque to yield ,but comes out to this number. they also run stretch bolts for the heads. The other thing is that if you over rev the motor, the changes are better of blowing out a head gasket and not blowing out a block. Aluminum expands almost double compared to iron. This is why alot of motors lost head gaskets and intake gasket because of different expandsion rates both heating and cooling down.
It is more important to have clean surfaces and using RTV sealers, and maybe Hi-tac to seal motors and not have leaks. JMO and 30+ years of mechanic. 15 years student of FE motors. Rick L. |
Thanks to both of you.
My concern on the threaded oil feed hole is that it does not appear to go anywhere. Literally, the channel in the cylinder head just leads over to the stud hole. I dont see any other channels or holes for it to pass through, unless it works its way up and around the lower portion of that particular stud and then exits the cylinder head in a different location. Obviously, the oil would not pass by the nut and washer at the top of the stud once the cylinder head is torqued in place. I do see a mystery hole in the cylinder head, perhaps that is where it exits. I thought oil reached the top end via the pushrods. Is this an extra oiling hole? Please excuse my lack of knowledge. I stopped last night and decided to ask questions before proceeding due to this. I really appreciate you all being willing to educate me on the matters at hand. |
The top of an FE is not oiled through the pushrods. It's oiled through the swedged rocker shaft stud in the head. ;) Look at your cylinder head with the rockers off and look closely at the threaded holes where the rocker studs thread in. You'll see one threaded hole that looks a little different than the others.
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BTW, the easiest answer for your head stud question would be to call the guy that machined your block. When they bolt on the torque plate to hone the block, they torque the fasteners at a specific torque setting. You can just duplicate that torque spec.
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This is very interesting.
Ok, so after further investigation, this is what i gather -oil travels through the oil galley for the lifters, then up through the small hole to the deck of the block where it meets a channel in the cylinder head. It then travels about a 1/4 of an inch over to the cylinder head stud hole where it makes it way up around the stud to a hole in the cylinder head. From there it travels out to around the second stud for the shaft rockers and up the stud to a hole in the shaft. From there it works its way out to each individual rocker arm. This seems a like a very arse backwards way of getting oil to the valvetrain, but what do i know. :) Thanks again guys! Im still looking at these PBM hydraulic roller lifters and trying to figure out how the oil enters them. |
Answer from Shelby Engine Company
10 ft lbs for head studs 95 ft lbs for head stud nuts and washers |
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