Torque-to-Yield Fastener Reuse

Torque-to-Yield Fastener Reuse

The desired result of tightening a fastener is to obtain a proper clamping force between parts. The clamping force prevents loosening when the vehicle is in use and external forces act on the clamped parts.

The desired result of tightening a fastener is to obtain a proper clamping force between parts. The clamping force prevents loosening when the vehicle is in use and external forces act on the clamped parts. All fasteners have a specified torque. The method used for a particular application is determined by engineering and specified in the service information. It is necessary to apply the fastener torque to the specific fastener identified. Applying torque to the mating fastener can damage the fastener, mating components or provide insufficient clamp load.

There are three different methods for the specification of tightening fasteners:

  • Torque (T)
  • Torque + Angle (TA)
  • Torque + Angle-to-Yield (TAY) (sometimes referred to Torque-to-Yield (TTY)).

Torque

A fastener with a torque specification can be tightened with a conventional torque wrench. Generally, externally threaded fasteners (bolts, screws, studs) tightened to this specification method can be reused, unless otherwise specified in the service information.

Torque + Angle

A fastener with a torque + angle specification must be tightened first to the torque part of the specification and then tightened further by the addition of the specified angle. The angle must be applied relative to the mating fastener, if present, or relative to the mating surface. A backup wrench must be used, if required, to prevent the rotation of the mating fastener while the angle is added to the fastener with the torque + angle specification. Generally, externally threaded fasteners tightened to this specification method can be reused, unless otherwise specified in the service information.

Torque + Angle-to-Yield

A fastener with a torque + angle-to-yield specification is tightened in the same way as the fastener with the torque + angle specification. The difference between a torque + angle specification and a torque + angle-to-yield specification is that the tightening results in permanent deformation of the externally threaded fastener. Externally threaded fasteners tightened to this specification method must not be reused and must ALWAYS be replaced if loosened.

Tightening in Stages

Generally, service information specifies a fastener tightening specification in stages. An individual fastener with a torque specification is tightened to the specified torque in one pass.

For torque + angle and torque + angle-to-yield specification fasteners, the fasteners are tightened in stages. All the fasteners are tightened to a torque specification on the first pass. Next, they receive another tightening to a specified angle on the second pass. Sometimes more than two passes are required. Always refer to the appropriate service information for proper tightening in stages.

On applications with more than one fastener, such as wheel nuts or cylinder head bolts, the fasteners should be tightened to specification by alternating between the fasteners to ensure the parts are not distorted and that the fasteners are torqued evenly. Once a specified minimum of torque has been achieved for each bolt, the bolts should be tightened completely to specification.

Reusing the Fastener

Think of an externally threaded fastener (bolt, screw or stud) as a spring. As the threads are tightened, the spring is stretched. With a conventional torque or torque + angle tightening specification, the spring returns to its original length when loosened. In the case of a torque + angle-to-yield tightening specification, the spring is overstretched (plastically deformed) and does not return to its original length. For this reason, the torque + angle-to-yield tightening specification requires the externally threaded fastener to ALWAYS be replaced.

Courtesy of Mitchell 1.

You May Also Like

Brake Pad Edge Codes

The “Edge Code” can tell you information about a brake pad’s friction material.

When a brake pad is manufactured, one of the last steps involved is to print a series of letters and numbers on the edge of the friction material. This code has been on brake shoes and pads for more than 60 years, but what does it mean?

The “Edge Code” can tell you information about a brake pad’s friction material. These letters and numbers can help you to select the correct brake pads or shoes for a vehicle. But, the edge code can do only so much. 

Chassis Parts and Alignment Angles

Knowing why the adjustment is required is critical to performing the total alignment.

Suspension Upgrades – Selling Shocks and Struts

The question customers fail to ask is, what is “best” for their vehicle?

Air Ride Suspension Diagnostics

The key to understanding the logic of air ride systems is using service information.

Steering Angle Sensor Operations

It is important for the ABS/ESC module to receive two signals to verify the steering wheel’s position.

Other Posts

Threadlocking Compounds For Vehicle Corners

To get the most out of these “liquid” tools, you first need to know how they work.

Chassis Alignment

The source of the complaint can be the angles, electronics or tires.

Laying Out Your Shop for ADAS/EV Repairs

With so many vehicles equipped with some form of ADAS, rethinking your electronics layout or plan might be in order.

Broken Springs

What is the cause for the failure? Why does it occur with specific vehicles?