There is nothing to do in engine repair without a torque wrench! Tightening torques when repairing a Honda Civic are very important. Honda engineers calculated a different torque for every bolt and nut in the car. Tighten by hand to a characteristic crunch is not necessary. Firstly, you can break some kind of bolt, and it will be extremely difficult to get it out. Secondly, a skewed cylinder head will clearly let oil and coolant through. The Honda Civic, like any other car, uses different tightening torques, from 10 Nm to 182 Nm and even more, the crankshaft pulley bolt. I advise you to purchase a powerful torque wrench, powerful and good, with click to reach the moment, do not take arrow. And lastly, all connections that are part of one element (disk, cylinder head, covers) are tightened in several stages from the center outward and in a zigzag. So, in order, I describe everything in Nm (Nm). Don't forget to lightly grease the threads with oil or copper grease.
These moments fit for all D Series D14,D15,D16. Did not check D17 and D15 7th generation.
| Cylinder head cover bolts | 10 Nm |
| Cylinder head bed bolts 8mm | 20 Nm |
| Cylinder head bed bolts 6mm | 12 Nm |
| Connecting rod cap nuts | 32 Nm |
| Camshaft Pulley Bolt | 37 Nm |
| crankshaft pulley bolt | 182 Nm |
| Crankshaft bed cover bolts D16 | 51 Nm |
| Crankshaft bed cover bolts D14, D15 | 44 Nm |
| Oil intake bolts and nuts | 11 Nm |
| Oil pump mounting bolts | 11 Nm |
| Drive Board Bolt (AT) | 74 Nm |
| Flywheel bolt (MT) | 118 Nm |
| Oil pan bolts | 12 Nm |
| Bolts of a cover of a back epiploon of the crankshaft | 11 Nm |
| Coolant pump mounting sensor | 12 Nm |
| Bolt of fastening of a bracket of the generator (from a pomp to a gene) | 44 Nm |
| timing belt tensioner bolt | 44 Nm |
| CKF Sensor Bolt | 12 Nm |
| Bolts of fastening of plastic casings of GRM | 10 Nm |
| Mounting the VTEC sensor to the cylinder head | 12 Nm |
| Oil Pan Bolt (Wide Gasket), Plug | 44 Nm |
Tightening torques for cylinder head bolts
On earlier versions, there were only two stages, later already 4. Important It is advisable to stretch the bolts and generally work with threaded connections at a temperature of at least 20 degrees Celsius. Do not forget that you need to clean the threaded connections from any liquid and dirt. It is also advisable to wait 20 minutes after each stage to relieve the "stress" of the metal.
P.S. Different sources give different numbers, for example 64, 65, 66 NM. Even in the original reference books for different regions, I write here the average or the most familiar ones.
- D14A3, D14A4, D14Z1, D14Z2, D14A7 - 20 Nm, 49 Nm, 67 Nm. Control 67
- D15Z1 - 30 Nm, 76 Nm Control 76
- D15Z4, D15Z5, D15Z6, D15Z7, D15B (3Stage) - 20 Nm, 49 Nm, 67 Nm. Control 67
- D16Y7, D16y5, D16Y8, D16B6 - 20 Nm, 49 Nm, 67 Nm. Control 67
- D16Z6 - 30 Nm, 76 Nm Control 76
- Valve clearance locknut d16y5, d16y8 - 20
- Valve clearance locknut D16y7 - 18
- Banjo fuel hose bolt d16y5, d16y8 - 33
- Banjo bolt fuel hose D16y7 - 37
Other tightening torques
- Nuts on discs 4x100 - 104 Nm
- Spark plugs 25
- Hub nut - 181 Nm
Learn something new
This article is relevant for 1992-2000 Honda vehicles such as Civic EJ9, Civic EK3, CIVIC EK2, CIVIC EK4 (partially). The information will be relevant for owners of Honda Integra in DB6, DC1 bodies, with ZC, D15B, D16A engines.
Engine repair is considered the most difficult in a car, because no other part of it contains such a huge number of interconnected elements. On the one hand, this is very convenient, because in the event of a breakdown of one of them, there is no need to change the entire assembly, it is enough just to replace the failed part, on the other hand, the more components, the more complex the device and the more difficult it is to figure it out for someone who not very experienced in auto repair business. However, with a strong desire, everything is possible, especially if your zeal is supported by theoretical knowledge, for example, in the matter of determining the tightening torque of the main and connecting rod bearings. If for now this phrase is a set of incomprehensible words for you, be sure to read this article before getting into the engine.
Main and connecting rod bearings are two types of plain bearings. They are produced using the same technology and differ from each other only in the inner diameter (for connecting rod bearings, this diameter is smaller).
The main task of the liners is to convert translational movements (up and down) into rotational ones and ensure the smooth operation of the crankshaft so that it does not wear out ahead of time. It is for these purposes that the liners are installed under a strictly defined gap, in which a strictly specified oil pressure is maintained.
If this gap increases, the pressure of the engine oil in it becomes less, which means that the necks of the gas distribution mechanism, crankshaft, and other important components wear out much faster. Needless to say, too much pressure (reduced clearance) also does not carry anything positive, since it creates additional obstacles in the operation of the crankshaft, it can begin to wedge. That is why it is so important to control this gap, which is impossible without the use of a torque wrench in repair work, knowledge of the necessary parameters that are prescribed by the manufacturer in the technical literature on engine repair, as well as compliance with the tightening torque of the main and connecting rod bearings. By the way, the force (torque) of tightening the bolts of the connecting rod and main bearing caps is different.
Please note that the given standards are relevant only when using new sets of parts, since the assembly / disassembly of an assembly that was in operation due to its development cannot guarantee compliance with the necessary clearances. Alternatively, in this situation, when tightening the bolts, you can focus on the upper limit of the recommended torque, or you can use special repair inserts with four different sizes that differ from each other by 0.25 mm, provided that the crankshaft is ground until the minimum gap between rubbing elements will not be 0.025 / 0.05 / 0.075 / 0.1 / 0.125 (depending on the available clearance and the repair product used).
Examples of specific tightening torques for the bolts of the connecting rod and main bearing caps for some cars of the VAZ family.
Video.
For products made of carbon steel of strength class - 2, numbers through a dot are indicated on the bolt head. Example: 3.6, 4.6, 8.8, 10.9, etc.
The first digit indicates 1/100 of the nominal value of the tensile strength, measured in MPa. For example, if the bolt head is marked 10.9, the first number 10 means 10 x 100 = 1000 MPa.
The second number is the ratio of the yield strength to the tensile strength multiplied by 10. In the above example, 9 is the yield strength / 10 x 10. Hence the yield strength = 9 x 10 x 10 = 900 MPa.
The yield strength is the maximum working load of the bolt!
For stainless steel products, the steel marking is applied - A2 or A4 - and the tensile strength is 50, 60, 70, 80, for example: A2-50, A4-80.
The number in this marking means - 1/10 of the compliance with the tensile strength of carbon steel.
Unit conversion: 1 Pa = 1N/m2; 1 MPa = 1 N/mm2 = 10 kgf/cm2.
Limit tightening torques for bolts (nuts).
Torques for tightening bolts (nuts).
The table below shows the tightening torques for bolts and nuts. Do not exceed these values.
|
Thread |
Bolt strength |
||
The above values are given for standard bolts and nuts with
metric thread. For non-standard and special fasteners, see the repair manual for the repaired equipment.
Tightening torques for standard fasteners with US inch threads.
The following tables show general guidelines
tightening torques for bolts and nuts SAE class 5 and above.
1 newton meter (N.m) is equal to approximately 0.1 kGm.
ISO - International Standards Organization
Tightening torques for standard worm-type hose clamps
The table below gives the tightening torques
clamps during their initial installation on a new hose, and
also when reinstalling or tightening clamps
on used hoses
Tightening torque for new hoses at initial installation
|
Clamp width |
pound inch |
|
|
16 mm 0.625 inch) |
||
|
13.5mm 0.531 inch) |
||
|
8 mm 0.312 inch) |
||
|
Tightening torque for reassembly and tightening |
||
|
Clamp width |
pound inch |
|
|
16 mm 0.625 inch) |
||
|
13.5mm 0.531 inch) |
||
|
8 mm 0.312 inch) |
||
Tightening torque table for typical threaded connections
|
Nominal bolt diameter (mm) |
Thread Pitch (mm) |
Torque Nm (kg.cm, lb.ft) |
|
|
Mark on the head of the bolt "4" |
Mark on the head of the bolt "7" |
||
|
3 ~ 4 (30 ~ 40; 2,2 ~ 2,9) |
5 ~ 6 (50 ~ 60; 3,6 ~ 4,3) |
||
|
5 ~ 6 (50 ~ 50; 3,6 ~ 4,3) |
9 ~ 11 (90 ~ 110; 6,5 ~ 8,0) |
||
|
12 ~ 15 (120 ~ 150; 9 ~ 11) |
20 ~ 25 (200 ~ 250; 14,5 ~ 18,0) |
||
|
25 ~ 30 (250 ~ 300; 18 ~ 22) |
30 ~ 50 (300 ~ 500; 22 ~ 36) |
||
|
35 ~ 45 (350 ~ 450; 25 ~ 33) |
60 ~ 80 (600 ~ 800; 43 ~ 58) |
||
|
75 ~ 85 (750 ~ 850; 54 ~ 61) |
120 ~ 140 (1,200 ~ 1,400; 85 ~ 100) |
||
|
110 ~ 130 (1,100 ~ 1,300; 80 ~ 94) |
180 ~ 210 (1,800 ~ 2,100; 130 ~ 150) |
||
|
160 ~ 180 (1,600 ~ 1,800; 116 ~ 130) |
260 ~ 300 (2,600 ~ 3,000; 190 ~ 215) |
||
|
220 ~ 250 (2,200 ~ 2,500; 160 ~ 180) |
|||
|
290 ~ 330 (2,900 ~ 3,300; 210 ~ 240) |
480 ~ 550 (4,800 ~ 5,500; 350 ~ 400) |
||
|
360 ~ 420 (3,600 ~ 4,200; 260 ~ 300) |
610 ~ 700 (6,100 ~ 7,000; 440 ~ 505) |
||
ENGINE
| Detail | Thread | Tightening torque, N.m (kgf.m) |
|---|---|---|
| Bolt of fastening of a head of cylinders | M12x1.25, | See section Engine |
| Nut of a hairpin of fastening of inlet and final collectors | M8 | 20,87–25,77 (2,13–2,63) |
| Nut of fastening of a tension roller | M10x1.25 | 33,23–41,16 (3,4–4,2) |
| Nut of a hairpin of fastening of the case of bearings of a camshaft | M8 | 18,38–22,64 (1,87–2,31) |
| Bolt of fastening of a pulley of a camshaft | M10x1.25 | 67,42–83,3 (6,88–8,5) |
| Screw of fastening of the case of auxiliary units | M6 | 6,66–8,23 (0,68–0,84) |
| Nuts of hairpins of fastening of an exhaust branch pipe of a jacket of cooling | M8 | 15,97–22,64 (1,63–2,31) |
| Bolt of fastening of covers of radical bearings | M10x1.25 | 68,31–84,38 (6,97–8,61) |
| Bolt of fastening of an oil crankcase | M6 | 5,15–8,23 (0,52–0,84) |
| Connecting rod cap bolt nuts | М9х1 | 43,32–53,51 (4,42–5,46) |
| flywheel bolt | M10x1.25 | 60,96–87,42 (6,22–8,92) |
| Bolt of fastening of the pump of a cooling liquid | M6 | 7,64–8,01 (0,78–0,82) |
| Bolt of fastening of a pulley of a cranked shaft | M12x1.25 | 97,9–108,78 (9,9–11,1) |
| Bolt of fastening of a bringing pipe of the pump of a cooling liquid | M6 | 4,17–5,15 (0,425–0,525) |
| Nut of fastening of a reception pipe of the muffler | M8 | 20,87–25,77 (2,13–2,63) |
| Nut of fastening of a flange of the additional muffler | M8 | 15,97–22,64 (1,63–2,31) |
| Nut of fastening of a cable of coupling to an arm | М12х1 | 14,7–19,6 (1,5–2,0) |
| Nut of a bolt of fastening of a forward support of the power unit | M10x1.25 | 41,65–51,45 (4,25–5,25) |
| Nut of a bolt of fastening of the left support of the power unit | M10x1.25 | 41,65–51,45 (4,25–5,25) |
| Nut of fastening of an arm of the left support to the power unit | M10x1.25 | 31,85–51,45 (3,25–5,25) |
| Nut of fastening of a back support of the power unit | M10x1.25 | 27,44–34 (2,8–3,47) |
| Nut of a bolt of fastening of an arm of a back support to the power unit | M12x1.25 | 60,7–98 (6,2–10) |
| Bolt of fastening of an oil receiver to a cover of the radical bearing | M6 | 8,33–10,29 (0,85–1,05) |
| Bolt of fastening of an oil receiver to the pump | M6 | 6,86–8,23 (0,7–0,84) |
| Oil pump mounting bolt | M6 | 8,33–10,29 (0,85–1,05) |
| Bolt of fastening of the case of the oil pump | M6 | 7,2–9,2 (0,735–0,94) |
| Oil pump pressure reducing valve plug | M16x1.5 | 45,5–73,5 (4,64–7,5) |
| Oil pressure warning light sensor | M14x1.5 | 24–27 (2,45–2,75) |
| Carburetor mounting nuts | M8 | 12,8–15,9 (1,3–1,6) |
| Nut of fastening of a cover of a head of cylinders | M6 | 1,96–4,6 (0,2–0,47) |
CLUTCH
TRANSMISSION
| Detail | Thread | Tightening torque, N.m (kgf.m) |
|---|---|---|
| Conical screw fastening the drive rod hinge | M8 | 16,3–20,1 (1,66–2,05) |
| Bolt of fastening of the mechanism of a choice of transfers | M6 | 6,4–10,3 (0,65–1,05) |
| Bolt of fastening of the case of the lever of a gear change | M8 | 15,7–25,5 (1,6–2,6) |
| Nut of fastening of a collar of draft of a drive | M8 | 15,7–25,5 (1,6–2,6) |
| Nut of the rear end of the primary and secondary shaft | M20x1.5 | 120,8–149,2 (12,3–15,2) |
| Reversing light switch | M14x1.5 | 28,4–45,3 (2,9–4,6) |
| Bolt of fastening of a cover of clamps | M8 | 15,7–25,5 (1,6–2,6) |
| Screw for fastening the forks to the stem | M6 | 11,7–18,6 (1,2–1,9) |
| Bolt of fastening of a conducted gear wheel of differential | M10x1.25 | 63,5–82,5 (6,5–8,4) |
| Nut of fastening of the case of a drive of a speedometer | M6 | 4,5–7,2 (0,45–0,73) |
| Nut of fastening of an axis of the lever of a choice of transfers | M8 | 11,7–18,6 (1,2–1,9) |
| Nut of fastening of a back cover to a case of a transmission | M8 | 15,7–25,5 (1,6–2,6) |
| Reverse fork stopper | M16x1.5 | 28,4–45,3 (2,89–4,6) |
| Screw conical fastening of the lever of a rod of a choice of transfers | M8 | 28,4–35 (2,89–3,57) |
| Bolt of fastening of a crankcase of coupling and transmission | M8 | 15,7–25,5 (1,6–2,6) |
FRONT SUSPENSION
| Detail | Thread | Tightening torque, N.m (kgf.m) |
|---|---|---|
| Nut of fastening of the top support to a body | M8 | 19,6–24,2 (2–2,47) |
| Nut of fastening of a spherical finger to the lever | M12x1.25 | 66,6–82,3 (6,8–8,4) |
| Nut of an eccentric bolt of fastening of a telescopic rack to a rotary fist | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Bolt of fastening of a telescopic rack to a rotary fist | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Bolt and nut securing the suspension arm to the body | M12x1.25 | 77,5–96,1 (7,9–9,8) |
| Extension nut | M16x1.25 | 160–176,4 (16,3–18) |
| Bolt and nut of fastening of a rack of the stabilizer of cross stability to the lever | M10x1.25 | 42,1–52,0 (4,29–5,3) |
| Nut of fastening of a bar of the stabilizer to a body | M8 | 12,9–16,0 (1,32–1,63) |
| Bolt of fastening of an arm of an extension to a body | M10x1.25 | 42,14–51,94 (4,3–5,3) |
| Nut of fastening of a rod of a telescopic rack to the top support | M14x1.5 | 65,86–81,2 (6,72–8,29) |
| Bolt of fastening of a spherical support to a rotary fist | M10x1.25 | 49–61,74 (5,0–6,3) |
| Nut of bearings of naves of forward wheels | M20x1.5 | 225,6–247,2 (23–25,2) |
| Wheel bolt | M12x1.25 | 65,2–92,6 (6,65–9,45) |
REAR SUSPENSION
STEERING
| Detail | Thread | Tightening torque, N.m (kgf.m) |
|---|---|---|
| Nut of fastening of a case of the steering mechanism | M8 | 15–18,6 (1,53–1,9) |
| Nut of fastening of an arm of a shaft of a steering | M8 | 15–18,6 (1,53–1,9) |
| Bolt of fastening of an arm of a shaft of a steering | M6 | Turn until the head breaks off |
| Bolt of fastening of a shaft of a steering to a gear wheel | M8 | 22,5–27,4 (2,3–2,8) |
| Steering wheel nut | M16x1.5 | 31,4–51 (3,2–5,2) |
| Steering rod locknut | M18x1.5 | 121–149,4 (12,3–15,2) |
| Nut of fastening of a spherical finger of draft | M12x1.25 | 27,05–33,42 (2,76–3,41) |
| Bolt of fastening of draft of a steering drive to a lath | M10x1.25 | 70–86 (7,13–8,6) |
| Steering Gear Bearing Nut | M38x1.5 | 45–55 (4,6–5,6) |
BRAKE SYSTEM
| Detail | Thread | Tightening torque, N.m (kgf.m) |
|---|---|---|
| Brake cylinder to caliper screw | M12x1.25 | 115–150 (11,72–15,3) |
| Bolt of fastening of a directing finger to the cylinder | M8 | 31–38 (3,16–3,88) |
| Bolt of fastening of a brake to a rotary fist | M10x1.25 | 29,1–36 (2,97–3,67) |
| Bolt of fastening of a back brake to an axis | M10x1.25 | 34,3–42,63 (3,5–4,35) |
| Nut of fastening of an arm of the vacuum amplifier to a body | M8 | 9,8–15,7 (1,0–1,6) |
| Nut of fastening of the main cylinder to the vacuum amplifier | M10x1.25 | 26,5–32,3 (2,7–3,3) |
| Nut of fastening of the vacuum amplifier to an arm | M10x1.25 | 26,5–32,3 (2,7–3,3) |
| Brake pipe union | M10x1.25 | 14,7–18,16 (1,5–1,9) |
| Tip of a flexible hose of a forward brake | M10x1.25 | 29,4–33,4 (3,0–3,4) |
Engine repair is considered the most difficult in a car, because no other part of it contains such a huge number of interconnected elements. On the one hand, this is very convenient, because in the event of a breakdown of one of them, there is no need to change the entire assembly, it is enough just to replace the failed part, on the other hand, the more components, the more complex the device and the more difficult it is to figure it out for someone who not very experienced in auto repair business. However, with a strong desire, everything is possible, especially if your zeal is supported by theoretical knowledge, for example, in the matter of determining the tightening torque of the main and connecting rod bearings. If for now this phrase is a set of incomprehensible words for you, be sure to read this article before getting into the engine.
Plain bearings, their types and role in the operation of internal combustion engines.
Main and connecting rod bearings are two types of plain bearings. They are produced using the same technology and differ from each other only in the inner diameter (for connecting rod bearings, this diameter is smaller).
The main task of the liners is to convert translational movements (up and down) into rotational ones and ensure the smooth operation of the crankshaft so that it does not wear out ahead of time. It is for these purposes that the liners are installed under a strictly defined gap, in which a strictly specified oil pressure is maintained.
If this gap increases, the pressure of the engine oil in it becomes less, which means that the necks of the gas distribution mechanism, crankshaft, and other important components wear out much faster. Needless to say, too much pressure (reduced clearance) also does not carry anything positive, since it creates additional obstacles in the operation of the crankshaft, it can begin to wedge. That is why it is so important to control this gap, which is impossible without the use of a torque wrench in repair work, knowledge of the necessary parameters that are prescribed by the manufacturer in the technical literature on engine repair, as well as compliance with the tightening torque of the main and connecting rod bearings. By the way, the force (torque) of tightening the bolts of the connecting rod and main bearing caps is different.
Please note that the given standards are relevant only when using new sets of parts, since the assembly / disassembly of an assembly that was in operation due to its development cannot guarantee compliance with the necessary clearances. Alternatively, in this situation, when tightening the bolts, you can focus on the upper limit of the recommended torque, or you can use special repair inserts with four different sizes that differ from each other by 0.25 mm, provided that the crankshaft is ground until the minimum gap between rubbing elements will not be 0.025 / 0.05 / 0.075 / 0.1 / 0.125 (depending on the available clearance and the repair product used).
Examples of specific tightening torques for the bolts of the connecting rod and main bearing caps for some cars of the VAZ family.
Video.