Well, half the camshaft battle...

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CunningStunt

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Yes, torque plus angle.

Go ahead then, reuse them. I wouldn't.

The cost of a set of new bolts will be way less than the head and heartache if you break one off.
I am reusing the head bolts, but I love your recommendation about cheap oil for a few flushes.
 

EdGs

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I am reusing the head bolts, but I love your recommendation about cheap oil for a few flushes.
It's all good. Your truck, your call.

Yes, definately do the cheap oil/filter thing.

Would be interesting if you could cut open the filter that was on the truck to see how much crap was in there.
 
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CunningStunt

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It's all good. Your truck, your call.

Yes, definately do the cheap oil/filter thing.

Would be interesting if you could cut open the filter that was on the truck to see how much crap was in there.
Well the oil filter on it is a RP 20-820, maybe I'll just do a few flushes through another one and cut and compare em.
 

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They're torque to angle.
Torque to yield(TTY) and torque to angle(TTA) are two, non-interchangable terms. TTY indicates a bolt that is stretched when torqued. TTA is a method of torqueing a bolt in which you torque to low number then finish by rotating to a specified angle or degree of turn, resulting in a much more repeatable and reliable torqueing sequence. TTY is a material characteristic, TTA is a process.
 
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Torque to yield(TTY) and torque to angle(TTA) are two, non-interchangable terms. TTY indicates a bolt that is stretched when torqued. TTA is a method of torqueing a bolt in which you torque to low number then finish by rotating to a specified angle or degree of turn, resulting in a much more repeatable and reliable torqueing sequence. TTY is a material characteristic, TTA is a process.
I agree. T + angle can normally reuse fasteners, TTY can not. Our vehicles heads are T+A
 

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T + angle can normally reuse fasteners, TTY can not.
Not true. There are many TTA processes that use stretch bolts. You are confusing a process and a material composition of a part. You can have a TTA process on a stretch bolt..a TTY bolt.
 

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I have another post showing the seized lifter. The cam lobe is almost completely round. The head was carboned up because exhaust port was barely, if at all, opening. I can attach more pics when I get home this evening.

I used redline one time around 70000miles, then went PUP 5w20. I changed every 8 to 10k miles.
Cunning,
Did you do any oil analysis during the life of this engine? If so, what were the results leading up to this cam/lifter failure?
 
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CunningStunt

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Not true. There are many TTA processes that use stretch bolts. You are confusing a process and a material composition of a part. You can have a TTA process on a stretch bolt..a TTY bolt.
As far as I know, the head bolts on the hemi heads are not stretch bolts. If I recall these are torqued twice up to 40ft lbs then 90deg. If t+a bolts aren't to be reused it would be in the service manual.
 

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As far as I know, the head bolts on the hemi heads are not stretch bolts. If I recall these are torqued twice up to 40ft lbs then 90deg. If t+a bolts aren't to be reused it would be in the service manual.
And that is your decision of which I am not trying to influence. But since there are A LOT of people reading this, I am trying to prevent bad information from permeating the masses. One is a material type, one is a process. They are FREQUENTLY mis-stated and mis-used terms, resulting in bad outcomes.
 
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CunningStunt

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What bad information? Head bolts on these are not TTY fasteners and can therefore be reused if not stretched or specified in the manual, and the procedure for torquing them is Torque to Angle.

Edit: I see what you meant. TTY not being the actual "procedure" Thanks
 

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I don't buy this...I keep hearing this and I understand the "concern", however the lower end of these engines are tanky and even if I found metal, I would still move forward with a cam installation to buy me enough time to work 5 jobs for a few months to afford a new vehicle...
It is a Stellantis recommendation for warranty repairs. You can be assured that they would not be replacing engines unless it was truly necessary.1659110310999.png
1659110338005.png

 
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Th
It is a Stellantis recommendation for warranty repairs. You can be assured that they would not be replacing engines unless it was truly necessary.View attachment 499138
View attachment 499139

I understand, but this ain't a warranty repair. Wish it were. There could be ten dollars in quarters worth of metal in this thing and to me it'd still make sense to do cam and lifters to get a few more years out of it lol
 

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I work at the dealership and I have done quite a few camshafts over the years and chrysler wants you to pull the Variable Valve Timing solenoid out and check for debris in the screen that came from the camshaft. We just recently had a 5.7 that we did a cam in and when going in and out of MDS it would hesitate and run rough for a few seconds. We pulled the engine and removed the oil pan and all the MDS solenoids. The screen in the Variable Valve Timing solenoid was clean but all the metal from the camshaft was caked on all the MDS solenoids. There was a ton of metal in the pan as well. We pulled the main caps and the Crank bearings showed severe signs of scarring. Not trying to steer anyone away from these engine but just be on the safe side and check your stuff. FYI- the engine was making no knocking noises of any kind and only had that symptom when going in and out of MDS.
 

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Wow!!! Im sorry (not sorry) that I asked the questions I did - lol.

FWIW, @CunningStunt I totally get where you are coming from and understand that your situation IS fully predicated on a lack of budget to just do cam and lifters. Been there and done that. May the Karma gods be on your side with this.

Also agree with ability to reuse the headbolts after inspection. Torquing headbolts always gives me the creeeps. Most of my engine work (always a hobbyist) is on old mopar stuff and I always replaced headbolts when swapping heads unless I studded them. Couple of newer daily drivers that I have had to rebuild were also TTA and reusable and I have had fortunate luck with them. I too am planning to reuse them on this rebuild after inspecting good.

the best thing Ive just learned on this thread is to check the OCV - I didnt think about that (see above comment Im an old guy in a new world) and I will be checking that on teardown of my motor in the next couple weeks. Ive been putting so much good karma into the world lately.....Im just hoping someone is watching.

I look forward to another update on your rebuild.

Beers to the weekend!
S
 

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Well the oil filter on it is a RP 20-820, maybe I'll just do a few flushes through another one and cut and compare em.
That would be interesting to see. I hope you can get it cleaned out ok.

The thought of having my cam take a **** scares the hell out of me. I almost wish I never read about issues like that.

But, it is what it is, and if it should happen, I will just have to fix it, or get it fixed. I get keyed up if I hear something strange with my truck....lol.

That being said, I do love my truck, and will cross that bridge when I come to it. There is comfort in knowing I can rely on those who have gone before me and posted their knowledge and experience.
 

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That would be interesting to see. I hope you can get it cleaned out ok.

The thought of having my cam take a **** scares the hell out of me. I almost wish I never read about issues like that.

But, it is what it is, and if it should happen, I will just have to fix it, or get it fixed. I get keyed up if I hear something strange with my truck....lol.

That being said, I do love my truck, and will cross that bridge when I come to it. There is comfort in knowing I can rely on those who have gone before me and posted their knowledge and experience.
Out of the millions of trucks and cars sold with the Hemi,the percentages of cam failures are very small in comparision Ed.You only hear about the ones with the failure,you never hear about the millions that don't have a failure
 

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Out of the millions of trucks and cars sold with the Hemi,the percentages of cam failures are very small in comparision Ed.You only hear about the ones with the failure,you never hear about the millions that don't have a failure
Yeah, that's true.

Would be interesting if there was a way to track the failures. Don't know if the engines are serialized, might be able to see a failure pattern such as a batch that had high failure rates.

I am probably grasping at straws. Not sure if the ISO quality system had the ability to do that.
 
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Out of the millions of trucks and cars sold with the Hemi,the percentages of cam failures are very small in comparision Ed.You only hear about the ones with the failure,you never hear about the millions that don't have a failure
Wanna hear something funny? My dad bought a 15 ram 1500 quad the year after I bought mine in '16, almost identical to mine. His lifter just started ticking and his cam started chirping about 6 weeks ago...if all ok goes well with mine. His is next. He has 105k miles
 

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Wanna hear something funny? My dad bought a 15 ram 1500 quad the year after I bought mine in '16, almost identical to mine. His lifter just started ticking and his cam started chirping about 6 weeks ago...if all ok goes well with mine. His is next. He has 105k miles
Fear not GMs aren't any better,lol. Best thing you can do for a Hemi is up it's idle rpm to 750 rpm.
 
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Fear not GMs aren't any better,lol. Best thing you can do for a Hemi is up it's idle rpm to 750 rpm.
My dad worked for Verizon FiOS before retiring, they used GMs in the fleet and his mechanic buddy told him that they're having same lifter type issues....but GM is covering cost of parts, just not labor. His old garage said they're rebuilding many engines lol
 
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