The engine repair is considered in the car the most difficult, because no other item contains such a huge number of elements interrelated. On the one hand, it is very convenient, because in case of breakdowns one of them, there is no need to change the entire knot, it is enough to simply replace the outstanding item, on the other - the more component elements, the more difficult the device and the more difficult it is to deal with the one who Not very experienced in auto repair affairs. However, with a big desire, everything is possible, especially if your zeal is supported by theoretical knowledge, for example, in determining the moment of tightening the indigenous and connecting rods. If so far this phrase for you is a set of incomprehensible words, before climbing into the engine, be sure to read this article.
Indigenous and connecting rod liners are two varieties of sliding bearings. They produced according to one technology and differ from each other only inner diameter (in the rods of rods, this diameter is less).
The main task of the inserts is the transformation of translational movements (up-down) into rotational and ensuring the smooth operation of the crankshaft so that he does not wear ahead of time. It is for these purposes that the liners are installed under a strictly defined gap, which supports strictly specified oil pressure.
If this clearance increases, the pressure of the engine oil in it becomes less, and therefore the neck of the gas distribution mechanism, the crankshaft, etc. of important nodes wears much faster. Is it worth saying that too strong pressure (reduced clearance) also does not carry anything positive, as it creates additional obstacles in the work of the crankshaft, he can start twisted. That is why it is so important to control this gap, which is impossible without using the dynamometric key in the repair work, the knowledge of the necessary parameters, which are written by the manufacturer in engine repair literature, as well as compliance with the moment of tightening of indigenous and connecting rod liners. By the way, the effort (moment) of the tightening of bolts of connecting rod caps and indigenous liners is different.
Please note that the standards cited are relevant only when applying new sets of parts, as the assembly / disassembly of the former node at the expense of it cannot guarantee compliance with the necessary gaps. Alternatively, in this situation, when tightening the bolts, you can focus on the upper limit of the recommended point, or you can use special repair of liners with four different sizes, differing from each other by 0.25 mm, provided the crankshaft grinding until the minimum clearance between Drinking elements will not be 0.025 / 0.05 / 0.075 / 0.1 / 0.125 (depending on the existing gap and the repairs used).
Examples of concrete moments of tightening bolts of connecting joint and indigenous liners for some cars of the VAZ family.
Video.
Without a dynamometric key in the repair of the engine there is nothing to do! Tightening torque when repairing Honda Civic is very important. Honda engineers were calculated for each bolt and nut in the car. You do not need to tighten from your hand to a characteristic crunch. First, you can break some kind of bolt, and it will be extremely difficult to get it. In the second, the Potrested GBC will clearly pass oil and coolant. In Honda Civic, like any other machine, various tightening moments are used, from 10 nm to 182nm and even more, the crankshaft pulley bolt. I advise you to purchase a powerful dynamometric key, powerful and good, with click to achieve the momentDo not take the arrow. And the last, all connections that are in the composition of one element (disk, cylinder head, covers) are delayed in several stages from the center of the outside and Zigzag. So in order, I describe everything in Nm (NM). Do not forget to lubricate the carving with oil or copper lubrication.
These moments are suitable for the entire D series D14, D15, D16. Did not check the D17 and D15 7 generation.
| Cup cover bolts | 10 nm |
| Bolts bed GBC 8mm | 20 nm |
| Bolts GBC 6mm | 12 nm |
| Shatun cap nuts | 32 nm |
| Bolt pulley camshaft | 37 nm |
| Bolt pulley crankshaft | 182 Nm |
| Cover Bolts D16 Crankshaft Bolts | 51 Nm |
| Cap Bolts D14 crankshaft bed | 44 nm |
| Oil bolts and nuts fastening | 11 nm |
| Oil pump fastening bolts | 11 nm |
| Drive Board Fastening Bolt (AT) | 74 Nm |
| Bolt Fasteners Flywheel (MT) | 118 Nm |
| Oil pallet fastening bolts | 12 nm |
| Crankshaft rear oil cover bolts | 11 nm |
| Pump fastening sensor | 12 nm |
| Generator braces fastening bolt (from pump to gene) | 44 nm |
| timber tensioner bolt | 44 nm |
| CKF sensor bolt | 12 nm |
| Bolts fastening plastic housings timing | 10 nm |
| Fastening the VTEC sensor to the GBC | 12 nm |
| Oil pallet bolt (wide gasket), plug | 44 nm |
Moments Tightening GBC Bolts
On earlier versions, there were only two stages, later 4. Important It is desirable to stretch the bolts and in general to work with threaded compounds at a temperature not lower than 20 degrees of heat. Do not forget that you need to clean the threaded connections from any liquid and dirt. So, preferably after each step wait 20 minutes to remove the "voltage" of the metal.
P.S. Different sources give different numbers, for example 64, 65, 66 nm. Even in original directories for different regions, I am writing a medium or most familiar.
- D14A3, D14A4, D14Z1, D14Z2, D14A7 - 20 nm, 49 nm, 67 nm. Control 67.
- D15Z1 - 30 nm, 76 nm checklist 76
- D15Z4, D15Z5, D15Z6, D15Z7, D15B (3STAGE) - 20 nm, 49 nm, 67 nm. Control 67.
- D16y7, d16y5, d16y8, d16b6 - 20 nm, 49 nm, 67 nm. Control 67.
- D16Z6 - 30 nm, 76 nm checklist 76
- Locknience setting of valve gaps D16Y5, D16Y8 - 20
- Locknience setting valve gaps D16Y7 - 18
- Banjo Fuel Hose Bolt D16Y5, D16Y8 - 33
- Banjo Fuel Hose Bolt D16Y7 - 37
Other tightening moments
- Nuts on disks 4x100 - 104 nm
- Spark plugs 25.
- Hub nut - 181 nm
Find out something new
This article is relevant for Honda car release 1992-2000, such as Civic EJ9, Civic EK3, Civic EK2, Civic EK4 (partially). Information will be relevant for Honda Integra owners in DB6, DC1 bodies, with ZC, D15B, D16A motors.
For products from carbon steel, strength class - 2 on the bolt head, numbers are indicated via the point. Example: 3.6, 4.6, 8.8, 10.9, and others.
The first figure denotes the 1/100 nominal value of the tensile strength, measured in MPa. For example, if the marking is on the head of the bolt 10.9 The first number 10 denotes 10 x 100 \u003d 1000 MPa.
The second digit is the ratio of the flow limit to the strength limit multiplied by 10. In the above example, 9 is the yield strength / 10 x 10. Hence the yield strength \u003d 9 x 10 x 10 \u003d 900 MPa.
The yield strength is the maximum bolt workload!
Marking steel - A2 or A4 is applied for stainless steel products - and the strength of 50, 60, 70, 80, for example: A2-50, A4-80.
The number in this marking means - 1/10 correspondence to the strength of carbon steel.
Translation of units of measurement: 1 Pa \u003d 1H / m2; 1 MPa \u003d 1 H / mm2 \u003d 10 kgf / cm2.
Tightening limits for bolts (nuts).
Rough moments for tightening bolts (nuts).
The table below shows twisting moments for tightening bolts and nuts. Do not exceed these values.
|
Thread |
Bolt strength |
||
The above listed values \u200b\u200bare given for standard bolts and nuts having
metric thread. For non-standard and special fasteners, see Repair Manual Repaired Technology.
Tightening torques of standard fasteners with an inch thread of the US standard.
The following tables provide general standards.
moments of tightening for bolts and SAE nuts class 5 and higher.
1 Newton meter (NM) is approximately 0.1 kgm.
ISO - International Standards Organization
Tightening torques of standard tape clamps with worm clamp for hoses
The table below gives the torque
clamps when they are initial installation on a new hose, and
also when re-installing or pulling up the clamps
on hoses, used
Tightening torque for new hoses when installing
|
Width Khomuta |
pound inch |
|
|
16 mm 0,625 inches) |
||
|
13.5 mm 0.531 inches) |
||
|
8 mm 0.312 inches) |
||
|
Tightening torque for re-assembling and pulling |
||
|
Width Khomuta |
pound inch |
|
|
16 mm 0,625 inches) |
||
|
13.5 mm 0.531 inches) |
||
|
8 mm 0.312 inches) |
||
Table of torque of typical threaded connections
|
Nominal bolt diameter (mm) |
Thread step (mm) |
Tightening torque nm (kg.mm, pound. Foot) |
|
|
Tag on the head of the bolt "4" |
Tag on the head of the bolt "7" |
||
|
3 ~ 4 (30 ~ 40; 2,2 ~ 2,9) |
5 ~ 6 (50 ~ 60; 3,6 ~ 4,3) |
||
|
5 ~ 6 (50 ~ 50; 3,6 ~ 4,3) |
9 ~ 11 (90 ~ 110; 6,5 ~ 8,0) |
||
|
12 ~ 15 (120 ~ 150; 9 ~ 11) |
20 ~ 25 (200 ~ 250; 14,5 ~ 18,0) |
||
|
25 ~ 30 (250 ~ 300; 18 ~ 22) |
30 ~ 50 (300 ~ 500; 22 ~ 36) |
||
|
35 ~ 45 (350 ~ 450; 25 ~ 33) |
60 ~ 80 (600 ~ 800; 43 ~ 58) |
||
|
75 ~ 85 (750 ~ 850; 54 ~ 61) |
120 ~ 140 (1,200 ~ 1,400; 85 ~ 100) |
||
|
110 ~ 130 (1,100 ~ 1,300; 80 ~ 94) |
180 ~ 210 (1,800 ~ 2,100; 130 ~ 150) |
||
|
160 ~ 180 (1,600 ~ 1,800; 116 ~ 130) |
260 ~ 300 (2,600 ~ 3,000; 190 ~ 215) |
||
|
220 ~ 250 (2,200 ~ 2,500; 160 ~ 180) |
|||
|
290 ~ 330 (2,900 ~ 3,300; 210 ~ 240) |
480 ~ 550 (4,800 ~ 5,500; 350 ~ 400) |
||
|
360 ~ 420 (3,600 ~ 4,200; 260 ~ 300) |
610 ~ 700 (6,100 ~ 7,000; 440 ~ 505) |
||
The engine repair is considered in the car the most difficult, because no other item contains such a huge number of elements interrelated. On the one hand, it is very convenient, because in case of breakdowns one of them, there is no need to change the entire knot, it is enough to simply replace the outstanding item, on the other - the more component elements, the more difficult the device and the more difficult it is to deal with the one who Not very experienced in auto repair affairs. However, with a big desire, everything is possible, especially if your zeal is supported by theoretical knowledge, for example, in determining the moment of tightening the indigenous and connecting rods. If so far this phrase for you is a set of incomprehensible words, before climbing into the engine, be sure to read this article.
Slip bearings, their types and role in the work of the engine.
Indigenous and connecting rod liners are two varieties of sliding bearings. They produced according to one technology and differ from each other only inner diameter (in the rods of rods, this diameter is less).
The main task of the inserts is the transformation of translational movements (up-down) into rotational and ensuring the smooth operation of the crankshaft so that he does not wear ahead of time. It is for these purposes that the liners are installed under a strictly defined gap, which supports strictly specified oil pressure.
If this clearance increases, the pressure of the engine oil in it becomes less, and therefore the neck of the gas distribution mechanism, the crankshaft, etc. of important nodes wears much faster. Is it worth saying that too strong pressure (reduced clearance) also does not carry anything positive, as it creates additional obstacles in the work of the crankshaft, he can start twisted. That is why it is so important to control this gap, which is impossible without using the dynamometric key in the repair work, the knowledge of the necessary parameters, which are written by the manufacturer in engine repair literature, as well as compliance with the moment of tightening of indigenous and connecting rod liners. By the way, the effort (moment) of the tightening of bolts of connecting rod caps and indigenous liners is different.
Please note that the standards cited are relevant only when applying new sets of parts, as the assembly / disassembly of the former node at the expense of it cannot guarantee compliance with the necessary gaps. Alternatively, in this situation, when tightening the bolts, you can focus on the upper limit of the recommended point, or you can use special repair of liners with four different sizes, differing from each other by 0.25 mm, provided the crankshaft grinding until the minimum clearance between Drinking elements will not be 0.025 / 0.05 / 0.075 / 0.1 / 0.125 (depending on the existing gap and the repairs used).
Examples of concrete moments of tightening bolts of connecting joint and indigenous liners for some cars of the VAZ family.
Video.
ENGINE
| Detail | Thread | Tightening torque, NM (kgf.m) |
|---|---|---|
| Cylinder head fastening bolt | M12x1.25, | See section Engine |
| Nut Studs Fastening inlet and Graduate Collectors | M8. | 20,87–25,77 (2,13–2,63) |
| Tension Roller Fastening Nut | M10x1.25 | 33,23–41,16 (3,4–4,2) |
| Nut Studs Fastening Bearing Bearing Bearings | M8. | 18,38–22,64 (1,87–2,31) |
| Camshaft pulley attachment bolt | M10x1.25 | 67,42–83,3 (6,88–8,5) |
| Screw mounting of the housing of the auxiliary aggregates | M6 | 6,66–8,23 (0,68–0,84) |
| Nuts Spreads Fastening of Exhaust Pipe Shirt Cooling | M8. | 15,97–22,64 (1,63–2,31) |
| Bolt fixing covers of indigenous bearings | M10x1.25 | 68,31–84,38 (6,97–8,61) |
| Oil Carter Fastening Bolt | M6 | 5,15–8,23 (0,52–0,84) |
| Nut Bolt Cover Rolling | M9x1 | 43,32–53,51 (4,42–5,46) |
| Fasteners bolt Makhovika | M10x1.25 | 60,96–87,42 (6,22–8,92) |
| Coolant pump fastening bolt | M6 | 7,64–8,01 (0,78–0,82) |
| Crankshaft pulley fastening bolt | M12x1.25 | 97,9–108,78 (9,9–11,1) |
| Coolant pumping pipe fastening bolt | M6 | 4,17–5,15 (0,425–0,525) |
| Silencer fastening nut | M8. | 20,87–25,77 (2,13–2,63) |
| Nut Flange Flange Additional Silencer | M8. | 15,97–22,64 (1,63–2,31) |
| Nut fastening clutch cable to bracket | M12x1 | 14,7–19,6 (1,5–2,0) |
| Nut Bolt Mounting Front Support Power Unit | M10x1.25 | 41,65–51,45 (4,25–5,25) |
| Nut Bolt Fastening Left Power Support | M10x1.25 | 41,65–51,45 (4,25–5,25) |
| Nut fastening bracket left support to power unit | M10x1.25 | 31,85–51,45 (3,25–5,25) |
| Nut fastening of the rear support of the power unit | M10x1.25 | 27,44–34 (2,8–3,47) |
| Nut Bolt Mounting Bracket Back Support to Power Unit | M12x1.25 | 60,7–98 (6,2–10) |
| Bolt fastening the oil worker to the indigenous bearing cap | M6 | 8,33–10,29 (0,85–1,05) |
| Bolt fastening the oil worker to the pump | M6 | 6,86–8,23 (0,7–0,84) |
| Oil pump fastening bolt | M6 | 8,33–10,29 (0,85–1,05) |
| Oil pump fastening bolt | M6 | 7,2–9,2 (0,735–0,94) |
| Tube reduction valve oil pump | M16x1.5 | 45,5–73,5 (4,64–7,5) |
| Oil pressure control lamp sensor | M14x1.5 | 24–27 (2,45–2,75) |
| Nuts fastening carburetor | M8. | 12,8–15,9 (1,3–1,6) |
| Nut fastening cylinder head cover | M6 | 1,96–4,6 (0,2–0,47) |
CLUTCH
TRANSMISSION
| Detail | Thread | Tightening torque, NM (kgf.m) |
|---|---|---|
| Screw conical attachment hinge drive thrust | M8. | 16,3–20,1 (1,66–2,05) |
| Bolt fastening gear gear mechanism | M6 | 6,4–10,3 (0,65–1,05) |
| Bolt Fastening Arm Shift Lever | M8. | 15,7–25,5 (1,6–2,6) |
| Nut of the attachment of the drive thrust | M8. | 15,7–25,5 (1,6–2,6) |
| Nut of the rear end of the primary and secondary shaft | M20x1,5 | 120,8–149,2 (12,3–15,2) |
| Reverse Light Switch | M14x1,5 | 28,4–45,3 (2,9–4,6) |
| Cover fixtures bolt | M8. | 15,7–25,5 (1,6–2,6) |
| Screw fastening for the rod | M6 | 11,7–18,6 (1,2–1,9) |
| Differential Sad Six Bolt | M10x1.25 | 63,5–82,5 (6,5–8,4) |
| Speedometer Drive Housing Nut | M6 | 4,5–7,2 (0,45–0,73) |
| Nut fastening axis lever gear | M8. | 11,7–18,6 (1,2–1,9) |
| Nut fastening back cover to carter gearbox | M8. | 15,7–25,5 (1,6–2,6) |
| Reverse plug fixture | M16x1.5 | 28,4–45,3 (2,89–4,6) |
| Screw conical attachment of the gear selection rod | M8. | 28,4–35 (2,89–3,57) |
| Clutch Carter Fastening Bolt and Gearbox | M8. | 15,7–25,5 (1,6–2,6) |
FRONT SUSPENSION
| Detail | Thread | Tightening torque, NM (kgf.m) |
|---|---|---|
| Top support nut to the body | M8. | 19,6–24,2 (2–2,47) |
| Gun fixture ball finger to lever | M12x1.25 | 66,6–82,3 (6,8–8,4) |
| Nut of an eccentric bolt fixing a telescopic rack to a swivel fist | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Bolt fastening a telescopic rack to a swivel fist | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Bolt and nut fastening lever suspension to the body | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Nut fastening stretching | M16x1.25 | 160–176,4 (16,3–18) |
| Bolt and Nut Fastening Stand Stabilizer Stabilizer Lever | M10x1.25 | 42,1–52,0 (4,29–5,3) |
| Nut mounting rod stabilizer to the body | M8. | 12,9–16,0 (1,32–1,63) |
| Bolt fastening bracket stretch marks to the body | M10x1.25 | 42,14–51,94 (4,3–5,3) |
| Nut for the rod of a telescopic stand to the top support | M14x1,5 | 65,86–81,2 (6,72–8,29) |
| Bolt fastening ball support for a swivel fist | M10x1.25 | 49–61,74 (5,0–6,3) |
| Wheel bearings nut | M20x1,5 | 225,6–247,2 (23–25,2) |
| Bolt fastening wheels | M12x1.25 | 65,2–92,6 (6,65–9,45) |
REAR SUSPENSION
STEERING
| Detail | Thread | Tightening torque, NM (kgf.m) |
|---|---|---|
| Out Carter Fastening Nut | M8. | 15–18,6 (1,53–1,9) |
| Nut fastening bracket shaft steering | M8. | 15–18,6 (1,53–1,9) |
| Bolt Fastening Bracket Steering Shaft | M6 | Wrap up |
| Fastening Bolt Steering Shaft To Six | M8. | 22,5–27,4 (2,3–2,8) |
| Steering wheel | M16x1.5 | 31,4–51 (3,2–5,2) |
| Control True Steering Drive | M18x1.5 | 121–149,4 (12,3–15,2) |
| Nut fastening ball finger traction | M12x1.25 | 27,05–33,42 (2,76–3,41) |
| Steering Drive Bolt For Rake | M10x1.25 | 70–86 (7,13–8,6) |
| Steering Gear Bearing Nut | M38x1,5 | 45–55 (4,6–5,6) |
BRAKE SYSTEM
| Detail | Thread | Tightening torque, NM (kgf.m) |
|---|---|---|
| Brake cylinder fastening screw to caliper | M12x1.25 | 115–150 (11,72–15,3) |
| Bolt fixing the guide finger to the cylinder | M8. | 31–38 (3,16–3,88) |
| Brake mount bolt to a swivel fist | M10x1.25 | 29,1–36 (2,97–3,67) |
| Rear brake mount bolt to the axis | M10x1.25 | 34,3–42,63 (3,5–4,35) |
| Nut mounting bracket vacuum amplifier to the body | M8. | 9,8–15,7 (1,0–1,6) |
| Nut fastening of the main cylinder to vacuum amplifier | M10x1.25 | 26,5–32,3 (2,7–3,3) |
| Nut fastening of a vacuum amplifier to the bracket | M10x1.25 | 26,5–32,3 (2,7–3,3) |
| Brake pipe fitting | M10x1.25 | 14,7–18,16 (1,5–1,9) |
| Flexible Front Brake Hose | M10x1.25 | 29,4–33,4 (3,0–3,4) |
