Left hand threads

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.wood u
My sediments exactly about the wheel nuts.............
but the fans do have a raised bit at the back of the blade
that stops that air entry..........!!!!!!!!!!.
.....................Billy.......................

Interesting topic ! The left hand thread on left side and vice versa seems to make sense and goes along with tightening a bearing collar in the direction of rotation.

I'm also in a bit of shock that Swishy is able to converse in ordinary language ! ! ! Maybe it is the New Year responsible, and I hope all here have a good one.
Geoff

.
.$wishy...................
The L/H (and R/H ) nut on a grinder tighten opposite to the wheel rotation............
on a vehicle with L/H thread on the left side ......the nuts then tighten in the same direction
as wheel rotation..............isnt there a discrepensy there.....................
................................Billy...............................

Exactly Billy re the bench grinders, some of the examples in Swishy's post cite the opposites, bike pedals and circular saw blades, still got to look up fretting induced precession.
Tacho, as you do we use bearings with the eccentric lock collars a lot and often have to explain even to service men that they lock in direction of shaft rotation.
David.

On the Mack truck forum there was a bloke in the US that was stripping threads on one of these dual nut BUD style hubs anyway
I told him he was doing them up tight after all they are just a big car wheel not
Anyway I was informed I was wrong and provided the bloke with the correct torques I dunno what I said before but its in the 100-s of foot pounds

heres a copy of the correct info

seeya

Paul

Budd nut wheel torque values are on the internet in many sources...and can be all over the place for data. Your parts supplier should be able to provide it from the manufacturer.

in general, the data from the 50/60's I have is lower than that of today... so I use later info as it has been increased due to a review of failures over many years... usually a cascade failure of the wheel studs caused by loose inner nuts... correct re-torque on your pm's should be to loosen off the outer nut and check the inner, followed by re-torque of outer nut.. it was not unusual to find a joined set of budd wheels sitting on the freeway... I recently saw a Prevost coach have that failure near me.

old data from 1956 GM books is ... inner, 300-325..... outer, 350-400

average of newer data is... 450-500 for both if steel wheels, 400-500 for both if Alcoa

these values are for dry threads, drop the torque if you lube the threads.. and no lube on the ball seats.

these numbers are not far off the later hub-pilot style of flanged nuts which are in the region of 500ft/lb.

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.When..............i was at WABCO.............the old fellas used to tighten Tournapull wheels to the following tension...........
put the nuts on dry ...(a smidgeon of grease on the threads).....then with a one inch drive bar and a six foot (or there abouts) pipe ...swing on them
till they "squeaked".......Thats all they ever did.............
...........................Billy..........................

With the bike pedal thing,

I think it depends on where the 'shock force' is being applied from.

With vehicles, the force causing the rotation of the nuts to undo is emanating from the hub. (which is the inside.)

Where as the bike is coming from the pedal. (which it the outside)
A bit like thinking a shaft has CCW and CW rotation on each end.

The situation as I understand it in the UK (Pommie-land). All older Lorries/Trucks and trailers with 10-stud fitting and 7/8" BSF threads had LH threads on the nearside (kerb side) and RH threads on the offside. Tightening torque in the region of 500 ft/lbs which equates to my 12 and a bit stone (170-odd lb) weight on the end of a 3 foot bar. A little jump on it and you get a 'Eeek' noise type squeak.

What with the European Union interfering in everyday life the manufacturers have gone over to a fine 22 mm RH thread all round and wonder why the nearside wheels come off, particularly on drive axles. A friend who drove for one of the major petrol companies told me they were instructed to check the wheel nut torque setting of all metric wheel nuts on a daily basis. I think you can work out how long that job took on a 5 or 6-axled outfit! Also great fun trying to undo and do up these nuts if they are dry and haven't been touched for years.

Some 20-odd years ago I was closing up on an ERF 'A-Series' prime mover (Artic tractor here) being towed backwards by a recovery vehicle (wrecker?) and noted missiles coming in my direction. They were wheel nuts! This was on the 120-odd mile M25 ring road around London, otherwise known as the word's longest car park if a whoopsie happens. Due to the LH and RH threaded nuts being rotated the opposite way to normal, and the nuts were undoing themselves. As it happened I was able to exit and turn off this particular road, but I've often wondered how much further that outfit travelled before the front wheels came off..........

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.Not about trucks but.......... ..........
a couple of interesting points................
www.roadandtrack.com/car-culture/a28133/...ng-of-the-knockoffs/
...................................Billy..........................

Now there'sa point
Male or female thread
internal or external LH thread
am eye on the right track ...... or have eye bin derailed
:lol:
cya
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