To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
Thread Starter
Joined: Dec 2005
Posts: 5,031
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From: San Dimas, CA
To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
1 x D16Y7 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x D16A1 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
3 x B20B4 BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B20B BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 X B18A LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B16A2 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 x B18B LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x 1B18C GSR BLOCK IN HOUSE FOR SALE SLEEVED FOR
TOP DOLLAR
MORE NOT LISTED JUST ASK AND WE WILL FIND YOU A CORE
1 x D16A1 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
3 x B20B4 BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B20B BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 X B18A LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B16A2 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 x B18B LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x 1B18C GSR BLOCK IN HOUSE FOR SALE SLEEVED FOR
TOP DOLLAR
MORE NOT LISTED JUST ASK AND WE WILL FIND YOU A CORE
Thread Starter
Joined: Dec 2005
Posts: 5,031
Likes: 0
From: San Dimas, CA
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
Ten Head Bolt Installation Tips
Head bolts are truly one of the most critical fasteners in any engine.
Consequently, it’s extremely important that all the head bolts be in perfect
condition and are installed and lubricated properly so they are not
overloaded.
The following are useful tips for technicians and engine specialists who spend any time building engines
1. Make sure all the head bolts are in perfect condition with clean, undamaged threads. Dirty or damaged threads can give false torque readings as well as decrease a bolt’s clamping force by as much as 50%! Wire brush all bolt threads, carefully inspect each one, and replace any that are nicked, deformed or worn. If a bolt doesn’t thread into a hole smoothly with finger force alone, there is a problem.
On aftermarket studs or bolts, never use a die to recut the threads. Most have “rolled” threads, which are stronger than standard threads. Use a thread chaser to clean up the threads.
2. Dirty or deformed hole threads in the engine block can reduce clamping force the same as dirty or damaged threads on the bolts. Run a bottoming tap down each bolt hole in the block. The tops of the holes should also be chamfered so the uppermost threads won’t pull above the deck surface when the bolts are tightened.
Finally, clean all holes to remove any debris. If the block deck has been resurfaced and you are using studs rather than head bolts, chamfer the top of each hole
3. For head bolts that screw into blind holes, lightly lubricate the bolt threads as well as the underside of the bolt heads with engine oil. Make sure the bolts do not bottom out or hydrolock because of oil trapped in the blind hole.
For head bolts that extend into a coolant jacket, coat the threads with a flexible sealer. Failure to coat the threads may allow coolant to leak past the bolt.
4. Because TTY head bolts are permanently deformed once they are tightened, they should not be reused. Reusing TTY bolts will cause them to stretch further, which increases the risk of breakage. A stretched bolt also will not hold the same torque load as before, which may cause a loss of clamping force resulting in head gasket leakage.
5. Check bolt lengths. Make sure you have the correct length bolts for the application and for each hole location (some holes require longer or shorter bolts than others). If a bolt is too short and only engages a few threads in the block, it may pull the threads out of the block.
Bolts should also be measured or compared to one another to check for stretch. Any bolt found to be stretched must be replaced because 1) it may be dangerously weak, 2) it won’t hold torque properly, and 3) it may bottom out when installed in a blind hole.
6. When installing head bolts in aluminum cylinder heads, hardened steel washers must be used under the bolt heads to prevent galling of the soft aluminum and to help distribute the load. Make sure the washers are positioned with their rounded or chamfered side up, and that there is no debris or burrs under the washers.
7. Resurfacing a cylinder head decreases its overall height, so be sure to check bolt lengths to make sure they won’t bottom out in blind holes. If a bolt bottoms out, it will apply little or no clamping force on the head, which may allow the gasket to leak.
If a head has been milled and one or more head bolts may be dangerously close to bottoming out, the problem can be corrected by either using hardened steel washers under the bolts to raise them up, or by using a copper head gasket shim in conjunction with the new head gasket to restore proper head height.
8. Always look up the specified tightening sequence and recommended head bolt torque values for an engine before installing the head gasket. Never guess. Complete cylinder head torque specifications for domestic and import vehicles can be found in service manuals and torque tables published by gasket manufacturers.
9. Use an accurate torque wrench to tighten standard-type head bolts in three to five incremental steps following the recommended sequence and torque specs for the application. Tightening the bolts down gradually creates an even clamping force on the gasket and reduces head distortion. It’s a good idea to double check the final torque readings on each head bolt to make sure none have been missed and that the bolts are retaining torque normally.
If a bolt is not coming up to normal torque or is not holding a reading, it means trouble. Either the bolt is stretching or the threads are pulling out of the block.
With TTY head bolts, use a “Torque-To-Angle Indicator” gauge with a torque wrench to achieve proper bolt loading. Don’t guess on the angle. Be exact.
10. If a head gasket requires retorquing (most do not), run the engine until it reaches normal operating temperature (usually 10 to 15 minutes), then shut it off. Retighten each head bolt in the same sequence as before while the engine is still warm. If the engine has an aluminum cylinder head or block, however, don’t retorque the head bolts until the engine has cooled back down to room temperature.
On some applications with retorque-style head gaskets, it may be necessary to retorque the head a third time after a specified time or mileage interval due to the design of the engine. Follow the vehicle manufacturer’s recommendations.
Head bolts are truly one of the most critical fasteners in any engine.
Consequently, it’s extremely important that all the head bolts be in perfect
condition and are installed and lubricated properly so they are not
overloaded.
The following are useful tips for technicians and engine specialists who spend any time building engines
1. Make sure all the head bolts are in perfect condition with clean, undamaged threads. Dirty or damaged threads can give false torque readings as well as decrease a bolt’s clamping force by as much as 50%! Wire brush all bolt threads, carefully inspect each one, and replace any that are nicked, deformed or worn. If a bolt doesn’t thread into a hole smoothly with finger force alone, there is a problem.
On aftermarket studs or bolts, never use a die to recut the threads. Most have “rolled” threads, which are stronger than standard threads. Use a thread chaser to clean up the threads.
2. Dirty or deformed hole threads in the engine block can reduce clamping force the same as dirty or damaged threads on the bolts. Run a bottoming tap down each bolt hole in the block. The tops of the holes should also be chamfered so the uppermost threads won’t pull above the deck surface when the bolts are tightened.
Finally, clean all holes to remove any debris. If the block deck has been resurfaced and you are using studs rather than head bolts, chamfer the top of each hole
3. For head bolts that screw into blind holes, lightly lubricate the bolt threads as well as the underside of the bolt heads with engine oil. Make sure the bolts do not bottom out or hydrolock because of oil trapped in the blind hole.
For head bolts that extend into a coolant jacket, coat the threads with a flexible sealer. Failure to coat the threads may allow coolant to leak past the bolt.
4. Because TTY head bolts are permanently deformed once they are tightened, they should not be reused. Reusing TTY bolts will cause them to stretch further, which increases the risk of breakage. A stretched bolt also will not hold the same torque load as before, which may cause a loss of clamping force resulting in head gasket leakage.
5. Check bolt lengths. Make sure you have the correct length bolts for the application and for each hole location (some holes require longer or shorter bolts than others). If a bolt is too short and only engages a few threads in the block, it may pull the threads out of the block.
Bolts should also be measured or compared to one another to check for stretch. Any bolt found to be stretched must be replaced because 1) it may be dangerously weak, 2) it won’t hold torque properly, and 3) it may bottom out when installed in a blind hole.
6. When installing head bolts in aluminum cylinder heads, hardened steel washers must be used under the bolt heads to prevent galling of the soft aluminum and to help distribute the load. Make sure the washers are positioned with their rounded or chamfered side up, and that there is no debris or burrs under the washers.
7. Resurfacing a cylinder head decreases its overall height, so be sure to check bolt lengths to make sure they won’t bottom out in blind holes. If a bolt bottoms out, it will apply little or no clamping force on the head, which may allow the gasket to leak.
If a head has been milled and one or more head bolts may be dangerously close to bottoming out, the problem can be corrected by either using hardened steel washers under the bolts to raise them up, or by using a copper head gasket shim in conjunction with the new head gasket to restore proper head height.
8. Always look up the specified tightening sequence and recommended head bolt torque values for an engine before installing the head gasket. Never guess. Complete cylinder head torque specifications for domestic and import vehicles can be found in service manuals and torque tables published by gasket manufacturers.
9. Use an accurate torque wrench to tighten standard-type head bolts in three to five incremental steps following the recommended sequence and torque specs for the application. Tightening the bolts down gradually creates an even clamping force on the gasket and reduces head distortion. It’s a good idea to double check the final torque readings on each head bolt to make sure none have been missed and that the bolts are retaining torque normally.
If a bolt is not coming up to normal torque or is not holding a reading, it means trouble. Either the bolt is stretching or the threads are pulling out of the block.
With TTY head bolts, use a “Torque-To-Angle Indicator” gauge with a torque wrench to achieve proper bolt loading. Don’t guess on the angle. Be exact.
10. If a head gasket requires retorquing (most do not), run the engine until it reaches normal operating temperature (usually 10 to 15 minutes), then shut it off. Retighten each head bolt in the same sequence as before while the engine is still warm. If the engine has an aluminum cylinder head or block, however, don’t retorque the head bolts until the engine has cooled back down to room temperature.
On some applications with retorque-style head gaskets, it may be necessary to retorque the head a third time after a specified time or mileage interval due to the design of the engine. Follow the vehicle manufacturer’s recommendations.
Thread Starter
Joined: Dec 2005
Posts: 5,031
Likes: 0
From: San Dimas, CA
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
Chris runs a G.E. built intake manifold and our sleeves in his engine.
http://www.youtube.com/watch?v=xa1kE..._embedded#t=6s
http://www.youtube.com/watch?v=xa1kE..._embedded#t=6s
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Thread Starter
Joined: Dec 2005
Posts: 5,031
Likes: 0
From: San Dimas, CA
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
Thank you for the kind words;
I have my brand new H22 Block being sleeved and fully built at GE right now!! The Only way to go!!!
I have my brand new H22 Block being sleeved and fully built at GE right now!! The Only way to go!!!
Thread Starter
Joined: Dec 2005
Posts: 5,031
Likes: 0
From: San Dimas, CA
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
Honda-Tech Member
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Joined: Jan 2002
Posts: 2,456
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From: Albuquerque, United States of America
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
How much for a b18b or a b20b block shipped to 87104? Also, i have a core for each that can be sent back after receiving the sleeved block. How much would that knock off the price?
Thread Starter
Joined: Dec 2005
Posts: 5,031
Likes: 0
From: San Dimas, CA
Re: To Sleeve or Not To Sleeve ? G.E. Has your back. New cores in stock !
1 x D16Y7 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x D16A1 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
3 x B20B4 BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B20B BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 X B18A LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B16A2 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 x B18B LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
MORE NOT LISTED JUST ASK AND WE WILL FIND YOU A CORE
1 x D16A1 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
3 x B20B4 BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B20B BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 X B18A LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
1 x B16A2 BLOCK IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
4 x B18B LS BLOCK'S IN HOUSE FOR SALE IN PROCESS OF BEING SLEEVED
MORE NOT LISTED JUST ASK AND WE WILL FIND YOU A CORE