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I hope th\ at)Tj T* ( my poor scrivenings are of use to someone. A torque wrench is the most)Tj T* ( commonly applied tool for the purpose of ensuring that screw fasteners)Tj T* ( are sufficiently tightened. While the tool is universally used, its pur\ pose)Tj T* ( is not understood since many $most?$ users believe that the torque)Tj T* ( $turning against resistance$ of the fastener is what is important to \ the)Tj T* ( tightening process.)Tj 0 -2.375 TD (Torque wrenches measure the torque or turning force applied to a)Tj 0 -1.375 TD ( fastener. When tightening a threaded fastener, the turning effort acts)Tj T* ( against the threads to pull the fastener into the opposite threads. The\ )Tj T* ( turning effort is divided into two efforts: friction and tension. The f\ riction)Tj T* ( of the threads is not useful to the task but must be overcome to allow)Tj T* ( tightening. The tension effort is that which applies an axial $lengthw\ ise$)Tj T* ( pull to the fastener and it is this effort that is useful to the task. \ As a)Tj T* ( fastener is tightened, pressure on the threads increases, thus increasi\ ng)Tj T* ( friction and tension. What we are doing when tightening a fastener $nu\ t,)Tj T* ( bolt, screw$ is to apply a clamping force to the components that are)Tj T* ( being connected by the fasteners. In other words we are squeezing)Tj T* ( them together. In order to squeeze the components together, we apply)Tj T* ( a force which attempts to stretch the fastener. It actually does stretc\ h)Tj T* ( the fastener in most "nut & bolt" applications. Thus, it is fastener)Tj T* ( tension that we are trying to achieve and not a twisting load $torque$\ to)Tj T* ( the fastener. In fact we would be better off if we could apply this for\ ce)Tj T* ( by applying a straight tension to the fasteners without any torque at a\ ll.)Tj T* ( This is the way in which rivets function. 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Yes. )Tj ET Q BT 0 scn /TT1 1 Tf 12 0 0 12 141.25 725.25 Tm (11\) Just because "and I haven't gotten killed yet!" hasn't happened YET\ )Tj 0 -1.375 TD ( doesn't mean that you were right, maybe just lucky. If you had gotten)Tj T* ( killed, we wouldn't be doing this!)Tj ET EMC /Article <>BDC EMC /Article <>BDC EMC endstream endobj 15 0 obj <>/Font<>/ProcSet[/PDF/Text]>>/StructParents 3/Type/Page>> endobj 87 0 obj <>stream BT /Artifact <>BDC /TT0 1 Tf 9 0 0 9 5 779 Tm (MarkNet - KLR650 - Tech Articles - Torque Wrenches & Fasteners)Tj EMC /Artifact <>BDC 0 -86 TD (file:///D/Work/KLR650/tech-torqwrench.html)Tj 18.412 0 Td ([6/30/2015 11:53:06 AM])Tj EMC ET /CS0 cs 0.306 0.345 0.412 scn 10 36 591.75 729.75 re f /CS1 cs 1 scn 13 36 585 730 re f /Article <>BDC q 13 36 585 730 re W n BT 0 scn /TT1 1 Tf 12 0 0 12 141.25 754.5 Tm ( person doing the repair will state that it was likely a faulty bolt or \ they)Tj ET Q BT 0 scn /TT1 1 Tf 12 0 0 12 141.25 738 Tm ( may say that the bolt was over tightened. Think about the physics of)Tj 0 -1.375 TD ( the loading- if the bolt were over tightened it will break right away w\ hile)Tj T* ( under tightened will break later due to gradual fatigue. I don't like t\ o)Tj T* ( reuse nuts when reinstalling critical items such as steering, suspensio\ n)Tj T* ( or brakes. See why?)Tj 0 -2.375 TD (Some more points:)Tj /Span<>> BDC 0 -1.375 TD ( )Tj EMC (1\) Nuts, bolts and cap screws $a capscrew is called a bolt if it is us\ ed)Tj T* ( with a nut$ are rated by Grade.)Tj 0 -2.375 TD (2\) American and ISO $metric$ grade systems both use numbers but you)Tj 0 -1.375 TD ( had better not confuse a metric grade with a US grade. $i.e. Metric)Tj T* ( Grade 8.8 is closer to a US grade 5 in strength than it is to a US Grad\ e)Tj T* ( 8$)Tj 0 -2.375 TD (3\) Always use the same grade nut and bolt together.)Tj T* (4\) If you mix nuts and bolts of different grades you will have to go by\ )Tj 0 -1.375 TD ( the specs for the lower grade component.)Tj 0 -2.375 TD (5\) Learn how to read nut and bolt grades and keep a reference sheet)Tj 0 -1.375 TD ( around if you don't work with them a lot.)Tj 0 -2.375 TD (6\) Make sure that you use hardened flat washers. If you use a soft)Tj 0 -1.375 TD ( washer, particularly with Grade 8 $Metric 9.6$ or up, the washer)Tj T* ( may/will compress over time removing the clamping force. This = loose)Tj T* ( bolt.)Tj 0 -2.375 TD (7\) Don't use split lock washers $these are the kind which are a ring w\ ith)Tj 0 -1.375 TD ( the ends of the split spread in opposite directions. They work by bitin\ g)Tj T* ( into the nut or bolt head and are not reliable with Grade US 5/ Metric)Tj T* ( Grade 8.8 \(the minimum you should use$ or above, because they aren't)Tj T* ( able to bite into the material. They have a tendency to break and fall)Tj T* ( out. Auto Manufacturers stopped using them 30 years ago.)Tj 0 -2.375 TD (8\) If you stop turning a fastener while torquing in the top 20% of the)Tj 0 -1.375 TD ( torque range, back it off and start over. This is because the torque)Tj T* ( $twisting force$ necessary to start it moving is a lot more than is)Tj T* ( required to keep it turning.)Tj 0 -2.375 TD (9\) Use the lubrication $or none$ specified.)Tj T* (10\) Recheck your torque wrench every few years and don't leave the)Tj 0 -1.375 TD ( tension on "click" type torque wrenches because it will weaken the)Tj T* ( spring. How would you like to have the head off of a bulldozer out in t\ he)Tj ET q 13 36 585 730 re W n BT 12 0 0 12 141.25 40.5 Tm ( bush several times due to blown head gaskets and have me suggest)Tj ET EMC /Article <>BDC EMC /Article <>BDC EMC Q endstream endobj 14 0 obj <>/Font<>/ProcSet[/PDF/Text]>>/StructParents 2/Type/Page>> endobj 88 0 obj [90 0 R 91 0 R 92 0 R 93 0 R 94 0 R 95 0 R 96 0 R 97 0 R 98 0 R 99 0 R 100 0 R 101 0 R 102 0 R 103 0 R 104 0 R 105 0 R 106 0 R 107 0 R 108 0 R 109 0 R 110 0 R 111 0 R 112 0 R 113 0 R] endobj 89 0 obj <>stream BT /Artifact <>BDC /TT0 1 Tf 9 0 0 9 5 779 Tm (MarkNet - KLR650 - Tech Articles - Torque Wrenches & Fasteners)Tj EMC /Artifact <>BDC 0 -86 TD (file:///D/Work/KLR650/tech-torqwrench.html)Tj 18.412 0 Td ([6/30/2015 11:53:06 AM])Tj EMC ET /CS0 cs 0.306 0.345 0.412 scn 10 36 591.75 729.75 re f /CS1 cs 1 scn 13 36 585 730 re f /CS0 cs 0.576 0.647 0.769 scn 13 429 117 337 re f /CS1 cs 0.4 scn 13 729 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 729.75 117 36.25 re f /CS1 cs 0.4 scn 13 704.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 729 117 -24 re f /CS1 cs 0.4 scn 13 679.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 704.25 117 -24 re f /CS1 cs 0.4 scn 13 654.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 679.5 117 -24 re f /CS1 cs 0.4 scn 13 613.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 654.75 117 -40.5 re f /CS1 cs 0.4 scn 13 572.25 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 613.5 117 -40.5 re f /CS1 cs 0.4 scn 13 531 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 572.25 117 -40.5 re f /CS1 cs 0.4 scn 13 489.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 531 117 -40.5 re f /CS1 cs 0.4 scn 13 448.5 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 489.75 117 -40.5 re f /CS1 cs 0.4 scn 13 447.75 117 0.75 re f /Article <>BDC q 13 36 585 730 re W n BT 0 scn /TT1 1 Tf 12 0 0 12 24.25 754.5 Tm (Shim Value)Tj ET Q BT 0 scn /TT1 1 Tf 12 0 0 12 24.25 738 Tm ( Table)Tj 0 -2.063 TD (SuperBrace)Tj T* (Swingarm Maint)Tj T* (Torque Values)Tj T* (Tube Valve)Tj 0 -1.375 TD ( Tools)Tj 0 -2.063 TD (Valve)Tj 0 -1.375 TD ( Adjustment)Tj 0 -2.063 TD (Vista-Cruise)Tj 0 -1.375 TD ( Lock)Tj 0 -2.063 TD (Water Pump)Tj 0 -1.375 TD ( Seals)Tj 0 -2.063 TD (Wheel)Tj 0 -1.375 TD ( Alignment)Tj ET q 13 36 585 730 re W n BT 12 0 0 12 141.25 754.5 Tm ( you repeat this for a second time $third tightening$ or more, the ten\ sion)Tj ET Q BT 12 0 0 12 141.25 738 Tm ( that results will be very significantly less than desired. If we put a \ new)Tj T* ( nut onto the bolt and torque, the resulting tension will be in the norm\ al)Tj T* ( range. )Tj /Span<>> BDC T* ( )Tj EMC (Moral - you must not re-use nuts in critical locations. If you didn't kn\ ow)Tj T* ( this before, I'll bet you don't like to hear it now. Check it out, take\ a)Tj T* ( new nut and inspect the threads. Torque it & remove inspect again --)Tj T* (waadiditellya?)Tj 0 -2.375 TD (You can check this out in another way if you have access to a hollow)Tj 0 -1.375 TD ( centre hydraulic cylinder. Screw a pressure gauge into the cylinder and\ )Tj T* ( bleed out as much air as possible. Put an adapter plate on either side \ to)Tj T* ( allow a nut and bolt to bear against the piston on one side and the bod\ y)Tj T* ( of the cylinder on the other. Tighten the nut & bolt to the specified)Tj T* ( torque. Read the resulting pressure $calculate bolt tension if you wan\ t$.)Tj T* ( Loosen the nut and re-torque to the same spec. The pressure is)Tj T* ( significantly less isn't it? Repeat - the pressure resulting is really \ down)Tj T* ( isn't it?)Tj 0 -2.375 TD (If you\222re doing this, read the next lines very carefully! Do not, $r\ epeat$)Tj 0 -1.375 TD ( DO NOT, tighten the fastener until it breaks! The tension will result i\ n)Tj T* ( stretch of the fastener and compression of the metal of the nut and)Tj T* ( hydraulic cylinder. IN addition, it will result in the compression of t\ he)Tj T* ( hydraulic fluid $if you were told that fluids don\222t compress then y\ ou were)Tj T* ( lied to, same with Santa, Easter Bunny and honest lawyer. Sorry! VBG$)Tj T* ( The resulting storage of potential energy may result in a lethal)Tj T* ( projection of the fastener ends when it breaks. Translation: the two)Tj T* ( pieces may come out like bullets!)Tj 0 -2.375 TD (Now the icing on the cake, so to speak:)Tj /Span<>> BDC 0 -1.375 TD ( )Tj EMC (If there is insufficient clamping force to prevent leakage $i.e. cylind\ er)Tj T* ( head or oil pump$ you will have a leak. No big deal. There's usually)Tj T* ( enough surplus clamping force built in to the design. With newer design\ s)Tj T* ( this isn't always the case. Ford require replacement of head bolts when\ )Tj T* ( reinstalling the cylinder head on some engines due to the change in)Tj T* ( thread friction and the degree of tension used.)Tj 0 -2.375 TD (PROBLEMS occur when you have a reciprocating or varying load on a)Tj 0 -1.375 TD ( fastener. If the load on the fastener is less than the tension on the)Tj T* ( fastener, the load will cause the fastener to stretch. If the load vari\ es,)Tj T* ( the fastener with stretch and relax over and over. If the amount of)Tj T* ( cycling of the fastener is sufficient, the fastener will "metal fatigue\ " and)Tj T* ( break. General Motors did some testing with under tightened connecting)Tj T* ( rod bolts and had breakage due to "fatigue\224. The more under tightene\ d,)Tj T* ( the sooner they broke. 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KLR650 - Tech Articles - Torque Wrenches & Fasteners)Tj EMC /Artifact <>BDC 0 -86 TD (file:///D/Work/KLR650/tech-torqwrench.html)Tj 18.412 0 Td ([6/30/2015 11:53:06 AM])Tj EMC ET /CS0 cs 0.306 0.345 0.412 scn 10 36 591.75 729.75 re f /CS1 cs 1 scn 13 36 585 730 re f /CS0 cs 0.576 0.647 0.769 scn 13 36 117 730 re f /CS1 cs 0.4 scn 13 729 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 729.75 117 36.25 re f /CS1 cs 0.4 scn 13 687.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 729 117 -40.5 re f /CS1 cs 0.4 scn 13 663 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 687.75 117 -24 re f /CS1 cs 0.4 scn 13 621.75 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 663 117 -40.5 re f /CS1 cs 0.4 scn 13 597 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 621.75 117 -24 re f /CS1 cs 0.4 scn 13 572.25 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 597 117 -24 re f /CS1 cs 0.4 scn 13 547.5 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 572.25 117 -24 re f /CS1 cs 0.4 scn 13 506.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 547.5 117 -40.5 re f /CS1 cs 0.4 scn 13 481.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 506.25 117 -24 re f /CS1 cs 0.4 scn 13 456.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 481.5 117 -24 re f /CS1 cs 0.4 scn 13 432 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 456.75 117 -24 re f /CS1 cs 0.4 scn 13 407.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 432 117 -24 re f /CS1 cs 0.4 scn 13 366 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 407.25 117 -40.5 re f /CS1 cs 0.4 scn 13 341.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 366 117 -24 re f /CS1 cs 0.4 scn 13 300 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 341.25 117 -40.5 re f /CS1 cs 0.4 scn 13 258.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 300 117 -40.5 re f /CS1 cs 0.4 scn 13 234 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 258.75 117 -24 re f /CS1 cs 0.4 scn 13 192.75 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 234 117 -40.5 re f /CS1 cs 0.4 scn 13 168 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 192.75 117 -24 re f /CS1 cs 0.4 scn 13 126.75 117 0.751 re f /CS0 cs 0.502 0.565 0.671 scn 13 168 117 -40.5 re f /CS1 cs 0.4 scn 13 85.5 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 126.75 117 -40.5 re f /CS1 cs 0.4 scn 13 44.25 117 0.75 re f /CS0 cs 0.502 0.565 0.671 scn 13 85.5 117 -40.5 re f 13 36 117 8.25 re f /Article <>BDC q 13 36 585 730 re W n BT /CS1 cs 0 scn /TT1 1 Tf 12 0 0 12 24.25 754.5 Tm (Acerbis Disk)Tj ET Q BT /CS1 cs 0 scn /TT1 1 Tf 12 0 0 12 24.25 738 Tm ( Installation)Tj 0 -2.063 TD (Balancer)Tj 0 -1.375 TD ( Adjustment)Tj 0 -2.063 TD (Brake Pads)Tj T* (Cam Chain)Tj 0 -1.375 TD ( Timing)Tj 0 -2.063 TD (Carb Air Mixture)Tj T* (Carb Rain T-Mod)Tj T* (Decalifornication)Tj T* (Doohickey)Tj 0 -1.375 TD ( Upgrade)Tj 0 -2.063 TD (Easy Lift)Tj T* (Fork Oil Change)Tj T* (Horn Upgrade)Tj T* (Hydraulic Clutch)Tj T* (JC Whitney)Tj 0 -1.375 TD ( Trunk)Tj 0 -2.063 TD (Maier Woods Pro)Tj T* (Mirror Mount)Tj 0 -1.375 TD ( Repair)Tj 0 -2.063 TD (Oil Screen)Tj 0 -1.375 TD ( Cleaning)Tj 0 -2.063 TD (TIME-SERT)Tj T* (Radiator Cooling)Tj 0 -1.375 TD ( Mod)Tj 0 -2.063 TD (Ramp Loading)Tj T* (Safety Switch)Tj 0 -1.375 TD ( Bypass)Tj 0 -2.063 TD (Shark Fin)Tj 0 -1.375 TD ( Installation)Tj 0 -2.063 TD (Shim Storage)Tj 0 -1.375 TD ( Box)Tj ET q 13 36 585 730 re W n BT 12 0 0 12 141.25 753 Tm ( amount of expected friction as well as the amount of turning effort tha\ t)Tj ET Q BT 12 0 0 12 141.25 736.5 Tm ( will become tension. Engineers calculate these relationships and publis\ h)Tj T* ( torque specifications based on certain assumptions. They assume that)Tj T* ( the thread friction will be within a certain range. If you lubricate wh\ en)Tj T* ( the specs specify dry threads or if you use a lubricant other than that\ )Tj T* ( which is specified $usually motor oil on vehicles$, then you change t\ he)Tj T* ( relationship of friction and tension that result. It can be seen from t\ his)Tj T* ( that if the friction is reduced, the tension will go up and if the fric\ tion is)Tj T* ( increased, the tension goes down. Since we require a certain tension to\ )Tj T* ( hold things together, the results can be undesirable.)Tj /TT2 1 Tf 0 -2.375 TD (Did you know that industrial studies show that small fasteners tend to b\ e)Tj 0 -1.375 TD ( over tightened and large ones under tightened?)Tj /TT1 1 Tf 0 -2.375 TD (If you look at tightening practices, you will find that there are more)Tj 0 -1.375 TD ( accurate ways of achieving the right degree to tension $tightening$ t\ han)Tj T* ( by use of a torque wrench. One method turns the fastener until its head\ )Tj T* ( is in contact with the work surface and then turns it a specified numbe\ r)Tj T* ( of degrees of rotation. Since the angle of the threads is known and the\ )Tj T* ( materials in use are known, the correct clamping force due to fastener)Tj T* ( tension results.)Tj 0 -2.375 TD (This method, called \223torque turn\224 in heavy equipment has been in u\ se to)Tj 0 -1.375 TD ( my direct experience for more than 40 years and is more accurate than)Tj T* ( the torque wrench method. So why don\222t we use torque turn? Answer: ?\ )Tj T* ( Modern automotive head bolts are usually tightened by torquing the)Tj T* ( bolts to a given torque and then use of torque turn $turning the bolts\ )Tj T* ( and additional number of degrees of rotation that allows the bolts to b\ e)Tj T* ( tensioned into the beginnings of their yield range. It would be)Tj T* ( impractical to use torque for this purpose because of the number of)Tj T* ( variables involved. Rats, now I\222ll have to find or rewrite the artic\ le on)Tj T* ( loading of fasteners\205 \(VBG$)Tj 0 -2.375 TD (While this tome is in process, another point:)Tj /Span<>> BDC 0 -1.375 TD ( )Tj EMC (When a nut is tightened with a bolt, the force acting on the first tread\ is)Tj T* ( added to that of the second thread and so on. This applies an increasin\ g)Tj T* ( tension to the bolt area that is within the nut. The result would be)Tj T* ( overloading of the first threads were it not for the fact that $for an\ y)Tj T* ( given grade$ the nut is of softer material than the bolt. This means t\ hat)Tj T* ( the tightening process deforms the nut\222s threads and when reaching)Tj T* ( specified tension $due to use of specified torque$, the threads will \ be)Tj T* ( deformed beyond their elastic range and will therefore not return to)Tj T* ( their original position. If the nut & bolt are retightened, the deforma\ tion)Tj T* ( of the threads will increase the friction component leaving less of the\ )Tj T* ( torque effort to be converted to tension. The result = less tension. 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