Originally Posted by m42racer

There is a stud presently on the market sold by 3 companies, designed by one of them that addresses the real reason and is more about the application not the stud.

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Originally Posted by Evolution MotorSports

Robert,

There are MANY different factors to consider when building an engine and how a head stud will perform. 30 PSI of boost is not the only determining factor when it comes head sealing. Factors such as head flow, combustion, cylinder temperatures and other critical occurrences during an engines power producing process will also dictate how an engine can handle 30 PSI of pressure. If the engine is properly built, with good flow, these studs will allow enough head clamping pressure to hold 30 PSI of boost without the other head sealing procedures that you listed above.

Originally Posted by red 9

what companies?
What is the real reason?

Originally Posted by Red 9

What companies?
What is the real reason?

Originally Posted by Tony@epl

My guess by the posters name (m42 being a bmw engine) he is referring to or is in someway associated with Performance Developments.

Again, this isnt fact...just my guess.

Originally Posted by Red 9

Thanks for posting-my question is sort of on the same theme.
With some of your more public builds ( Joe,Kevin, Ben etc) what head sealing methods have been used eg O rings,EVOMS head gasket,12mm studs on each of these builds and others . What is the ideal direction in these types of builds--presuming no cost restrictions!

Originally Posted by m42racer

To be clear about my post, I find nothing wrong with the new studs been offered, nor do I find anything wrong with the ARP studs. My issue is that the ARP studs are getting a bad wrap, when in fact the reason Head gaskets fail has nothing to do with the studs.

Installation procedures, inspection of all parts and a full understanding of the whole problem are the reasons and within lies the solution.

Originally Posted by KPG

For the benefit of the community as a whole....care to enlighten us?

Originally Posted by m42racer

To be clear about my post, I find nothing wrong with the new studs been offered, nor do I find anything wrong with the ARP studs. My issue is that the ARP studs are getting a bad wrap, when in fact the reason Head gaskets fail has nothing to do with the studs.

Installation procedures, inspection of all parts and a full understanding of the whole problem are the reasons and within lies the solution.

Originally Posted by m42racer

To be clear about my post, I find nothing wrong with the new studs been offered, nor do I find anything wrong with the ARP studs. My issue is that the ARP studs are getting a bad wrap, when in fact the reason Head gaskets fail has nothing to do with the studs.

Installation procedures, inspection of all parts and a full understanding of the whole problem are the reasons and within lies the solution.

Originally Posted by m42racer

I cannot speak to all the reasons why some of these engines have failed. I was not involved in any of them. But it seems some here that were involved did not get involved either. It seems that the stud has gotten all of the blame. One post here stated some studs were different from one another. If this was the case, did you inspect these before installing them? Something as critical as a head Stud should always be inspected by the engine builder. This is something done by any good builder. Any part installed and or sold should always be tested and not taken for granted.

Yes, I agree there are many reasons why Head gaskets fail. If it can be directed towards the head stud, typically it can be found upon installation. Studs should be installed so that they can turn under tightening and should always be tightened with angle and not a torque. This takes the friction out of the equation. But most of the time it is because of other reasons. You need to look at what is going on when the studs are stretched. Everything. My advice is to look at everything and not just think its the studs.

The OEM studs may be OK if everything else is OK. Remember the other Porsche 4V water cooled Turbo engines of the 80's. These engines are a simplified version of those engines, and they used to make 800 HP in qualification spec with lots of boost. They were smaller displacement so the Cylinder pressures were higher verses bore size. They had 10.00mm studs, and nothing special I'm told. Many other engines have or make well over 1000HP and either use ARP studs or some other type and do not have issues with Head gaskets as a fault. Experience gives some a leg up over those with little or none. This goes for many things in life and its not any different in engine building.

Head Studs are are an important part of any engine, but today if you know your stuff, should not be an issue. Apply good engineering, good product and the problem will no be an issue.

It would not be fair of me to post here what to do to make these engines last. 3 companies offer this proven solution and to state what it is so that those other companies that do not know or have failed to find a solution could find out here for free, is not right. This is about business and the investment should be protected.

Originally Posted by m42racer

Any part installed and or sold should always be tested and not taken for granted.



Remember the other Porsche 4V water cooled Turbo engines of the 80's. These engines are a simplified version of those engines, and they used to make 800 HP in qualification spec with lots of boost.
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