head bolt sealants
04-05-2018, 11:52 AM
#1
Track Day
Thread Starter
head bolt sealants
Prepping to pull the bank 1 head on my 996. I've seen various references for sealants to be used under the heads of the headbolts and I'm trying to figure out if the Loctite I have on hand is applicable.
So..
1. What thread locker should I use on the threads of the head bolts, or should I not? There's nothing specified in the workshop manual. I have some blue and red loctite on hand (numbers aren't handy right now.) I've seen references to green Loctite in build pictures. Should I order Loctite 270?
2. Would the same green Loctite work under the heads of the head bolts? Or would some sort of Loctite or Permatex flange sealant be more suitable? Again, nothing in the workshop manual for sealants here.
Thanks,
Bob
So..
1. What thread locker should I use on the threads of the head bolts, or should I not? There's nothing specified in the workshop manual. I have some blue and red loctite on hand (numbers aren't handy right now.) I've seen references to green Loctite in build pictures. Should I order Loctite 270?
2. Would the same green Loctite work under the heads of the head bolts? Or would some sort of Loctite or Permatex flange sealant be more suitable? Again, nothing in the workshop manual for sealants here.
Thanks,
Bob
04-05-2018, 06:25 PM
#2
Bob
There is no sealant or threadlocker required on the cylinder head bolts, but make sure you buy new bolts , they are torque to yeald bolts and once used then removed they go in the bin!
On tightening the new bolts , there is a torque value and set sequence of tightening then you must go back through all the bolts tightening by a set angle either using an angle gauge or a torque wrench with an angle setting on it aswel as torque settings, usually the more expensive ones!! Get a copy of the porsche workshop manual on disk, look on here, there is a recent thread on the topic ok
There is no sealant or threadlocker required on the cylinder head bolts, but make sure you buy new bolts , they are torque to yeald bolts and once used then removed they go in the bin!
On tightening the new bolts , there is a torque value and set sequence of tightening then you must go back through all the bolts tightening by a set angle either using an angle gauge or a torque wrench with an angle setting on it aswel as torque settings, usually the more expensive ones!! Get a copy of the porsche workshop manual on disk, look on here, there is a recent thread on the topic ok
04-06-2018, 11:58 AM
#4
Track Day
Thread Starter
My neighbor just gave me a shiny new Snap On digital torque wrench that does angles. Its pretty sweet!
I normally use Hylomar on the aircraft engines I've overhauled and will use that under the heads of the head bolts.
I normally use Hylomar on the aircraft engines I've overhauled and will use that under the heads of the head bolts.
04-07-2018, 02:24 PM
#5
Rennlist Member
You can lead a horse to water, butt you can't make him drink
04-08-2018, 05:35 PM
#7
Rennlist Member
No thread locker should be used on the head bolt threads. Just clean and lightly oiled. While I have seen the reference of using a sealer under the head bolt heads, the factory does not specify this.
While a couple of head bolt holes are used as passages for oil to the top end, IF they were to leak it would be only a small oil volume loss.
The bigger question is whether any leaks acure between the lifter cradle and the head,(which uses no gasket or sealer) or the crankshaft carrier and cases (which uses no gasket or sealer). Both of these areas have a large surface area and the potential for large volume leaks are there.I have never seen anyone mention sealing these areas, but have often wondered if leaks here could be the cause of some engines starving for oil on corners even on the street or street tires on track day. Large volume internal leaks could cause the volume of oil in the sump to become low due to the oil not returning fast enough.
There is no mention of sealing these areas in the Porsche Engine Class P10W. Maybe someone who has been to FSI engine class can chime in if there is any mention there. On my personal M96 engines I do very carefully seal these areas.
While a couple of head bolt holes are used as passages for oil to the top end, IF they were to leak it would be only a small oil volume loss.
The bigger question is whether any leaks acure between the lifter cradle and the head,(which uses no gasket or sealer) or the crankshaft carrier and cases (which uses no gasket or sealer). Both of these areas have a large surface area and the potential for large volume leaks are there.I have never seen anyone mention sealing these areas, but have often wondered if leaks here could be the cause of some engines starving for oil on corners even on the street or street tires on track day. Large volume internal leaks could cause the volume of oil in the sump to become low due to the oil not returning fast enough.
There is no mention of sealing these areas in the Porsche Engine Class P10W. Maybe someone who has been to FSI engine class can chime in if there is any mention there. On my personal M96 engines I do very carefully seal these areas.
