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Discussion Starter · #1 ·
I've been viewing some Kappa engine rebuild videos and all mention using "torque to yield" bolts with an instruction such as: "Torque to 32 foot pounds plus 100 degrees." or "Torque to 15 foot pounds plus 30 degrees." (camshaft gears and such). What does this mean?

My limited experience with bolts that were intentionally torqued until they failed were those that were designed to fail, or yield, above a certain torque (snapping off the head but leaving some portion of the bolt behind). Surely this is not what the instructions imply. ?????
 

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Yield is the point in tensioning a fastener that it has stretched enough to not return to it's original length but not enough to fail. It is the point of maximum applied force. The idea is to reach enough torque to compress everything, then turn it enough to add the proper stretch.
 

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Discussion Starter · #3 ·
Thanks! That makes sense now. I was scratching my head over the yield = failure.
 

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"32 pounds plus 100 degrees" means to torque - as usual - to 32 lbft, then turn it an additional 100 degrees. There's a tool for this (angle degree torque gauge), but 100 degrees would be a bit more than a quarter turn.
 

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Yes when i overhauled my 2000 Grand Prix supercharged engine that I put in my 85 Fiero gt with the 1985 4 speed the torque to yield was necessary for the intake bolts - there is a tool with a dial on it that you torque using a regular torque wrench and then using the tool you "stretch" the bolt as you tighten it to a specific degree on the tool. Supposedly TTY bolts aren't reusable due to this stretch.
-Hope that helps
 

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Discussion Starter · #6 ·
Thanks all. I was taught to torque the bolt to the manufacturer's specification (aviation) then walk away. The idea of turning the bolt further, even just a little bit, is very strange to me.
 

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Thanks all. I was taught to torque the bolt to the manufacturer's specification (aviation) then walk away. The idea of turning the bolt further, even just a little bit, is very strange to me.
The thing to keep in mind is that the torque on a fastener is not what really matters, it is a secondary measurement to get to the tension in the fastener. The torque roughly indicates the tension, but only under certain conditions, and you will notice different torque tables for lubricated threads vs dry threads, with lubricated threads requiring less torque. The roughness of the seating surface of the nut or bolt can have an effect, as can the calibration of the torque wrench and the way it is used.

What correlates exactly to the tension of the fastener is the amount that it stretches, and that can be determined by its rotation. The torque value specified is not enough to put significant strain on the fastener, and is used to ensure that all of the flex or compression in the assembly is removed. If you look at the torque tables for a fastener of the same size and pitch you will notice that the table will give you a much higher torque value. By rotating a fastener of known pitch a certain amount after the joint is tight, the amount that it stretches and therefore the actual tighness is known with great precision.

Torque-to-yield is actually a subset of torque-angle in which the stress applied to the fastener is enough to stretch it past the point of elasticity and thereby achieve the absolute maximum holding force. Torque-angle can be used for joints that require high precision but do not require ultimate strength.

When I worked on critical machinery for the Navy, we used two additional methods for ultra-critical fasteners. The easiest was for bolts that went through a flange, where we would measure the bolt with a micrometer prior to assembly, then tighten it until a length measurement indicated that it had stretched the correct amount. For blind holes with large enough bolts, a hole was drilled past where the threads engaged for a depth micrometer and the same process was followed.
 
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