Comparing Head Studs
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- เผยแพร่เมื่อ 14 มี.ค. 2023
- A few months back, Gator Fasteners joined us for a podcast talking head studs. You guys had more questions for them and today they answer! We compare them to a major brand on the market, best ways to install and when we need to do them.
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Head studs should one of the first major things you do even if you judt tune it because it changed the timing which changes cylinder pressure
I know this is an older podcast but I have heard (LML platform) that not studding is kind of a safety net for cracking a piston due to cylinder pressure? I guess the theory behind it is, it will pop the heads before damaging pistons?
I’ve got a question in a different direction. Few years ago I read an article about ‘Ducted Fuel Injection’ from Sandia National Labratory. Technology sounded promising, yet haven’t heard much since. Have. You got any updated info on this topic? Thanks
I got a broke gator head stud on a 6.0l powerstroke in my shop right now…. Competition level stud broke in half. I didn’t put it together. But If I had it would be arp all the way
Same thing happened to me, luckily my guy had a set arp 425’s on the shelf. Aggravating as hell for the money I spent
No one is going to make a better than ARP's 625 material studs. period!
The fastener salesman says a cylinder head fastener need to stretch for MLS gasket.... Ill buy ARP
U can still blow head gaskets with head studs.
99 percent of every 6.0 blows today is already studded
This is because no one goes back to re-torque them after a few heat cycles. If you don't re torque them you might as well put bolts back in
How lean is too lean for diesel? Is there such a thing as toomuch air,and what are the symptoms of this condition?
This must be sarcasm. You need to educate yourself. Lots of people view this. Pretty embarrassing buddy. I'd suggest you read a bit before commenting.
@George Srisomsak you are saying its basic logic, like too rich is a hot smokie pig. I'm willing to learn.
Firepunk found the answer for NOx I am asking about air.
@@daviddroescher I apologize for thinking this was a teenage yee yee mouth breather question. After your second comment, I see that you legit want to learn, so I'll take the time to share what I've learned through my early years of working on pre emissions vehicles, up to today's crazy complex units.
As you already know, NOX reduction and elimination of visual black smoke is key to meeting government mandated regulations. Overly lean conditions spike combustion temperatures and therefore NOX output, and when combustion temps reach above 2370 degrees fahrenheit, emit substantial amounts. Obviously the goal for manufacturers back in the day was efficiency, but at today's high power levels by comparison, it's a balance and feat. Stoichiometric for diesel is at a 14.5 ratio. This ration and richer, creates the most power, torque and efficiency at high power levels, however, it also emits visual smoke, which isn't allowed by today's standards hence our DPF systems to contain it. The introduction of EGR, is to allow a precision balance of efficiency/power while reducing NOX to meet these regulations while meeting our demand for big power. It gets quite complicated, and I could write several paragraphs explaining in detail, but I'll try and keep this short. Today's diesels have throttle plates to help regulate the EGR system. It creates vacuum, and a less restricted flow path for the EGR to flow, to regulate combustion temperatures precisely. Fuel timing and amount contribute immensely to achieving ideal combustion temperatures for both power and efficiency. EGR is the fine tuning to get it precise. Lean is for economy, rich makes more power and torque. Tuning goals for the most power is counter productive, as rich conditions make for visual smoke emissions but make power. Tuning goals for efficiency, leads to high NOX output, and also counter productive. Ask Volkswagen about that one.
A very fine balance is achieved through today's emissions equipment and precise fuel delivery, but we're moving toward more effective ways to accomplish both through today's and tomorrow's technology. There's lots of really good information and classes online if you dig around a bit. I'll look after work and post some links to excellent material that covers this in great detail. As detailed as one can handle.
Today's trucks are expensive and complicated, but it's what we have to do to have that cake, and eat it too.
Again, I apologize for the extremely rude response, it's inexcusable, and that makes me an asshole for expecting others to know everything about this subject. I know it because it's what I do for a living, and I truly love it, so my passion for knowledge is a byproduct of my love for everything diesel.
I hope this helps. Time to go make that paper. If you want some good reading material, I'll dig up some good links with more than you'd want to know.
Have a great day.
-George
Yeaj the cummins is letting go of the head gasket but at way higher hp not like the ford doing in masses at stock hp😂❤
You need a more credible person on this topic. This guy knows nothing.
The lone hat and animals on the wall he goes up in little creditably