Engine Cylinder Head For 7701459516 7702252718 7702128409 7702164346

The 7701459516-7702252718-7702128409-7702164346 cylinder head is an OEM-spec replacement cylinder head for engine cylinder head for 7701459516 7702252718 7702128409 7702164346 – tosen auto. TOSEN AUTO supplies it as a new, factory-built assembly and 100% inspected before dispatch, ready to install. This page gives you the full specification, compatibility, failure symptoms, installation notes and maintenance guidance so you can confirm fitment and source with confidence — no marketing fluff, only the technical facts you need to make a buying decision.

Confirm fitment by the OEM part number and the engine code, not by the vehicle model alone. The same vehicle platform often runs several engine codes over its production life, each requiring a different cylinder head. Cross-check the OEM number stamped on your original part before ordering — ordering by model name is the single most common cause of receiving a wrong part. If you are unsure, send us the OEM number and engine code and we will confirm fitment before you commit.

The cylinder head seals the top of the combustion chamber, holds the valves and valve train, and carries the intake and exhaust ports. In a diesel it also locates the injectors (and on pump-düse engines, the cam-driven unit injectors). The head sees the full heat of combustion on its fire-deck while being cooled by water jackets only millimetres away — that thermal gradient is why heads crack and warp, and why casting quality, deck flatness and valve-seat concentricity are the three things that decide whether a head lives or fails early.

This cylinder head is cast from A356-T6 aluminium alloy (or cast iron where the OEM specifies) and heat-treated to restore the T6 temper after machining. The casting is pressure-tested for porosity before machining, then the valve seats and guides are pressed in and the deck surface is finish-machined flat to OEM warpage tolerance. Every head is 100% crack-tested (magnetic particle or dye-penetrant depending on material), the valve seats are vacuum-checked for concentricity, and the valve guides are honed to the correct clearance. We do not sell reground or welded heads — a welded aluminium head rarely survives the thermal cycling of a modern diesel, so every unit is a new casting.

• Combustion gas in the coolant (bubbles in the expansion tank) — a cracked head or failed fire-ring.
• Coolant in the oil (milky sludge under the cap) — a crack between a water jacket and an oil drainback.
• Overheating after a hot episode — the head warped; resurfacing may not be enough if the crack has opened.
• Misfire on one or two cylinders — a cracked seat or warped deck losing compression.
• External coolant or oil leak at the head/deck joint — a warped deck the gasket can no longer seal.

1. Check the block deck flatness before refitting — a warped block will crack the new head.
2. Use new head bolts (many engines use stretch bolts, single-use) and torque in the factory sequence.
3. Inspect the camshaft and rockers while the head is off; debris from the old head damages them.
4. Replace the head gasket, valve stem seals and thermostat at the same service.
5. Bleed the cooling system thoroughly — an air pocket after head work causes a repeat overheat.

A cylinder head’s enemy is heat. The single biggest cause of head failure is overheating — one severe overheat can warp the deck or crack a fire-ring land. Keep the coolant fresh, the thermostat and water pump in good order, and the cooling system bled of air. On diesels, replace the head gasket at the first sign of combustion-to-coolant leak; running a leaking head warps it beyond rescue.

This cylinder head is used in head replacements after a cracked fire-deck, a warped deck from overheating, or a failed fire-ring that has let combustion gas into the coolant. It is also fitted in engine rebuilds where the original head is beyond resurfacing. Common scenarios: a diesel that has overheated and now bubbles in the expansion tank; a petrol engine that has mixed coolant and oil; a fleet vehicle that has lost compression on one cylinder after a hot episode. The head is replaced together with the head gasket, bolts, valve stem seals and thermostat as a single service.

Every cylinder head is 100% inspected before dispatch. The casting is pressure-tested for porosity; the deck is checked for flatness across the full length and diagonally; the valve seats are vacuum-checked for concentricity and seal; the valve guides are honed to clearance and checked with a ball gauge; and the fire-deck is crack-tested (magnetic particle for iron, dye-penetrant for aluminium). A test report is retained per batch. A head that fails any check is scrapped — we do not weld or reground heads.

• OEM-spec build — correct geometry, tolerances and material for the 7701459516-7702252718-7702128409-7702164346 application, not a generic part.
• 100% inspected (runout, tolerance, finish) before dispatch.
• Factory-direct B2B pricing from TOSEN AUTO; sample orders accepted for qualification.
• Flexible MOQ and export packaging for overseas distributors.