How to replace a 5.9 cummins rear main seal
Part 247-5403 contains a set of ARP 2000 studs and fasteners that obtain a 220,000-PSI tensile strength and precision J-form threads rolled after heat treat to create a fastener with a fatigue strength up to twenty times higher than fasteners with threads rolled prior to heat treatment, especially including your factory head bolts. There is less chance of a main cap walking because a main stud remains stationary once it's clamped down to torque. The use of main studs also eases the main cap installation as well as maintains main cap alignment when doing a honing job. With main studs, the ability to keep an accurate torque value is much easier because the studs don't twist during the tightening as bolts do. Why main studs over the factory torque-to-yield bolts? When you're talking about main bearings and torque specs, the numbers are critical. Each kit comes with hardened-parallel-ground washers and high-quality nuts. When upgrading to an ARP main stud kit, you’re eliminating the walking of the main cap and fretting, as well as protecting the threads in your engine block. Some have had their issues with main cap bolts and there are more than one symptoms that could occur. Our 5.9-Liter engine still obtained the factory torque-to-yield main cap bolts, and we’re avoiding any common issue with them by replacing them with a set of ARP studs and fasteners. For instance, the main cap bolts are not one of the first things that come to mind, but after doing our homework, we were in need. On the inside of the engine, a lot of the hardware is overlooked. Not only did we use all ARP products in this build so far, but the billet steel connecting rods from Wagler Competition Products come with ARP L19 rod cap bolts, too. Properly prepped and torqued, head bolts will hold up to a certain point, but for what we’re doing, they will not. Knowing that we’re going to be to making some serious cylinder pressure, it is an absolute must to have a head stud kit that will handle the abuse and protect our head gasket. For best results, the same fasteners, lube, and torque that will be used during final assembly should be used during honing. Using a torque plate, it generally yields better ring seal, compression, and can reduce oil consumption. By using a torque plate, that acts as the cylinder head, it simulates the torqued distortion giving you a head-on perfect bore hone. When you fasten down a head with a lot of torque, you can actually distort the cylinders. When checking the cylinder bores, we wanted to make sure that they were absolutely perfect. Part 247-4204 contains a set of 8740 Chromoly studs and fasteners that obtain a 260,000-psi tensile strength.Īll of our studs were unboxed, checked, and threaded into place into the engine block. These head studs are the best head stud option for any diesel engine. So, for starters, we’re utilizing their Cummins 5.9-Liter/6.7-Liter Custom Age 625+ head studs. Somewhere just south of 100-psi to be exact. Well, our 5.9-Liter Cummins engine is going to be making plenty of boost. We are offering multiple materials such as ARP 2000 (220,000 PSI) and the Custom Age 625+ (260,000 PSI minimum) that allows the customer to select the right kit for their application whether that be street, street/race, or race only,” said Raschke. What’s coming down the pipe for ARP and diesel performance? “We are always developing new kits for existing engines and expanding our product line to new engines. When talking with Raschke, we had to know. The challenge of supplying fasteners not only of the necessary strength but also the quality is a task we take seriously.”
“The power and performance levels achieved by street and race only engines in the diesel application is remarkable. “The diesel performance industry is one of ARP’s largest and most demanding,” said Chris Raschke of ARP. Knowing the crew at ARP is passionate about their products and their quality, we caught up with them to talk about the products we’re using in our build. But there are often overlooked parts when it comes to an engine build and we’re going through the paces and making sure every fastener possible is replaced with the ARP replacement.
HOW TO REPLACE A 5.9 CUMMINS REAR MAIN SEAL MODS
When you’re building an engine, a few insurance mods come to mind. With the help of our friends at ARP, we’re going to have the best fasteners in the game keeping our engine together. Well, with more horsepower and torque comes a good amount of risk. When I say help, I mean more horsepower and more torque.
HOW TO REPLACE A 5.9 CUMMINS REAR MAIN SEAL SERIES
With the Outlaw Diesel Super Series announcement of the Outlaw 5.90 Index class in winter of 2017, we have had our eyes set on getting up to that class, but we’re going to need some help. This racing offseason has been certainly a busy one.