As I said before, the il is a crude friction stabilizer. It is common for
high-stress bolt situations to specify friction stabilizers, either as a
coating, or as user-applied materials.

The bolt on your crank pulley is NOT "self tighetening".

Whatever the cause of the face wear (the face isn't oiled, remember), it
isn't moving.

If the bolt doesn't move then locktite would have been recommended, but
instead they recommend oil.

http://square.cjb.cc/images/oilgood.gif

Not observing the different variety of bolts manufactured is misleading.
Patents are create for almost everything, possibly including the tap and
die used on self-tightening bolts.

Most of these crank bolts show no signs of wear, crystalization,
bonding or rust. However there is a slight wear on the face of the bolt
which probably suggest that it's moving.

jim beam <nospam@example.net> wrote in news:jY2dnf6UQMdVmPHeRVn-
sQ@speakeasy.net:

<snip>

Jim: Properly tightened, that bolt does NOT allow any sort of movement. It
/cannot/, and it /does not/. Period. Full stop. End of story.

You may be an electronics whiz, but you are clearly no mechanical engineer.

The pulley and the pulley bolt do NOT move in use, and the bolt absolutely
does NOT rotate so as to "tighten" after initial torque.

If you choose to believe that the bolt tightens more through rotation after
initial tightening torque, then you are misleading yourself and everyone
who reads your posts.

There are many reasons why some crank bolts are difficult to remove.
Rotation after initial tightening torque is *NOT* one of them.

this afternoon, i went to my favorite junkyard and bought two crank
bolts.  one from an 91 civic, one from a 92 civic.  i'm going to post
the pics later this evening, but the observations are these:

_91_
* eyeball=poppingly hard to shift - had to get a fulcrum and bounce full
bodyweight at the end of a 18"x3/4" breaker bar.
* no evidence of loctite.
* clear fretting damage on the mating surface between the washer & the
bolt head.
* no evidence of corrosion.  [i'm in california]
* pulley wheel locked with single woodruff key.

_92_
* it was definitely snug, but i could remove with one hand.
* bolt thread clearly loctited.
* no evidence of fretting.
* no evidence of corrosion.
* pulley wheel splined /and/ woodruffed.

now, we all know what loctite does - it binds threads so they don't
move.  no movement means no possible further tightening.  loctite also
means a bolt is hard to remove compared to its fastening torque.

conclusions:

1. there is /definitely/ lash in the 91 pulley wheel - something that
honda evidently felt needed to be addressed with the addition of a
splined interface for the 92.  [splines don't eliminate lash, but help
mitigate it.]  fretting [or lack thereof in the case of the 92] is as
clear an evidence of lash as you can get.

2. loctite /prevents/ further tightening of the bolt!  hence the 92 was
much easier to remove, despite the loctite's binding function.  the
reduced lash would help in this regard also.

time to get out the camera...