Looking at past posts, it was suggested to future proof the routine removabiluty of the thermostat housing by using 2 studs and nuts/ washers rather than as now, the fully threaded bolts/ washers; indeed this was allegedly factory practice on some cars
The thread is 5/16 unc and the fully threaded bolts are 7/8 inch long.
Does anyone know how long the threaded part of the stud that goes into the head needs to be, to bottom and a bit…?
Always used standard screws no problem.
They don’t need to be very tight.
Just check flatness of flange.
You can put some copperslip on threads, why not.
Alan
I believe the bolt penetrate into the water chamber in the housing, so likely need studs to be 3/8 to 1/2" below the surface. So would guess you want a stud around 1 1/4" long.
Fantastic…! have already made a pair of two ended 5/16 unc studs provisionally about 1.75 inches long from A2 stainless round bar…now to trim each end : one to the head depth as you have kindly determined, the other to housing + nut+ washer height…Thx…Tony
Hi Tony.
I think you should be careful using stainless steel in Aluminium. They are a long way apart on the galvanic scale and in the presence of moisture can cause corrosion. I believe It is possible to use stainless but it needs to be isolated with a barrier cream. Way back we used to use Lanolin on outboard motors but I think modern materials will be better now.
Ordinary steel bolts cause a lot less trouble.
Best of luck
Eric in Burnley
1967 S3SE DHC
Sometimes with a stud you can attempt to loosen the nut and the stud itself starts unscrewing, kind of negating the whole purpose for having a stud. This has happened to me with manifold and carb studs on the twin cam.
Perhaps cutting a screwdriver slot in the top of the stud would help keep it in place when loosening the nut?
My exhaust manifold is held traditionally; studs and copper nuts.
I put a screwdriver slot in the studs securing the thermostat housing on my Volvo Amazon 15 years ago.; likewise in the studs securing the air filter to the Zenith carb, exactly to have something to stop the stud backing out when loosening the securing nut: works a treat…Tony
Original is best. Corrosion may have been a problem when these cars were in the “banger” class with cooling systems filled with tap water but not now as well cared for classics. If you are concerned just use some pipe sealer or low strength Loctite to seal the threads to stop corrosion by keeping moisture and air out. As others have said not a good idea to use stainless steel.
I use carbon steel hex head socket cap head bolts as easy to get at the one between the cam cover and thermostat housing. i use nickel anti sieze on the bolts and never had any problem.
have just found a galvanic table : sure enough, counterintuitively, plain steel is a better bedfellow with Aluminium than is Stainless. Also, zinc will corrode preferentially when in contact with Aluminium.
I will use zinc plated steel fully threaded bolts for the thermostat housing… as Alan, Rohan Eric et al have said all along…!
BTW, be careful : our precious Aluminium castings will fizz away if in contact with salty Platinum or Gold…!
<<<Hi Tony.
I think you should be careful using stainless steel in Aluminium. They are a long way apart on the galvanic scale and in the presence of moisture can cause corrosion. I believe It is possible to use stainless but it needs to be isolated with a barrier cream. Way back we used to use Lanolin on outboard motors but I think modern materials will be better now.
Ordinary steel bolts cause a lot less trouble.
Best of luck
Eric in Burnley
<<
worry for not even a second about this
if you used aluminum bolts to hold together a SS cylinder head, perhaps after some years the bolts would be damaged, but outside of use in fully submerged salt water applications, there is no issue with this.
I changed all the screws holding various lenses etc to SS in 1984.
There is no galvanic corrosion
The SS rear silencer has hung on an aluminum bracket I fabricated for 25 years
Galvanic corrosion is a real thing, but it is so dwarfed by good old fashioned steel corrosion, that it is, for the purposes of our cars, irrelevant
My observations on the use of studs rather than bolts being used is where dissimilar metals are fixed together and the same thread type is less than optimal for both. eg UNC one end with UNF the other, exhaust studs are typical.
Thanks Gus, Your experience is useful. The problems I have seen were mainly industrial with long term exposure so may be irrelevant,
However it is still useful to be aware what problems can occur when choosing a different material. Sometimes the old tried and tested methods are still good. I would not change those studs to stainless.
Cheers
Eric
As a rule anything in the engine bay of a Lotus tends to get enough oil on it that rust is not the primary problem…there are certain applications where the consequences of failure are so high[think aviation] that even a narrow risk of a problem is worth consideration.
My car has standard grade 5 bolts in this location, and again, has been so for 40+ years[54 really]