Wire Wheels

[namster]

Make sure that the fourth adapter plate is for the correct side must probably left side is it not?

I was having a discussion about this recently with several colleagues.

Why is it that some cars have handed nuts on wire wheels. It makes absolutely no sense at all as it's the spline that stops the rotation, not the nut, and the torque used creates a huge clamping load anyway. The notion that under heavy braking the nut "tightens" is rubbish as the relationship between the wheel and the nut doesnt change at all, because its held on spline.

Most formula one teams and other motorsports use a RH thread on all wheels, and you won't find much more braking torque than one of those! There are a few teams that run LH thread on one side, but that's ussually a historic "we've always done that" mentality. Of course Its just more expense on wheel guns and nuts.

[Lomax76]

I do not want to argue on this. My point is that most of the adapter are sold by pair 1LH and 1RH, in this case you should use them accordingly. This is what I have got on mine.

Most formula one teams and other motorsports use a RH thread on all wheels, and you won't find much more braking torque than one of those! There are a few teams that run LH thread on one side, but that's ussually a historic "we've always done that" mentality. Of course Its just more expense on wheel guns and nuts.

[namster]

I know they're sold like that - doesnt mean its correct though.

[Lomax76]

Actually despite what I wrote I am going to argue. Am I not?
I have always been told that you should undo toward the front of the car and tighten toward the back of the car. It is matter of safety. This is confirm in Motor Wheel Service in the link below.
http://www.mwsint.com/site/cms/contentC ... tegory=214

[namster]

I have always been told that you should undo toward the front of the car and tighten toward the back of the car. It is matter of safety.

Why is it a matter of safety? The rotation of the wheel is prohibited by the spline on the hub/adaptor not the nut.

[howardjs]

https://youtu.be/PeIqXgaoSNM
Take a look at this showing how a F1 wheel is fitted. They too have LH and RH threads and located on studs.

Neither studs or splines are play free therefore should a nut and hub be fitted on the wrong side of the car there will be a tendency for the wheel to undo the nut. OK only a minute amount at a time but eventually bye bye nut and then; Ooo is that my wheel that's just overtaken me...
Howard

[hutchii]

Agreed Howard. If there wasn't any clearance between splined hub and wheel, you'd never fit one on the other.
The motor industry didn't come up with the idea all those years ago for the fun of doing it. Variety in manufacture costs money and particularly the motor industry, cut cost whenever and wherever they can.

If you loose a wheel as a result of fitting the wrong hand on the wrong side, cause an accident which investigation subsequently finds you to be at fault, I don't suppose the insurance industry would be very sympathetic.

I assume its still true that HGV's still have opposite hand thread wheel studs, but comparatively recently they've been required to have pointers fitted to wheel nuts to indicate if anything has moved.

[namster]

Whilst I fully agree that you should follow all fitment instructions as per manufacturers guidelines I'm still not sold on this.

If you take any rwd sports car, you are much more likely to spin the rear wheels under acceleration than you are lock them up under braking, it shouldnt be possible to lock up rear brakes in any set up if done properly as its dangerous. This shows that there is a higher rotational force propelling the vehicle forwards than there is under braking.

In this case (if it makes any difference) you should be fitting them in diagonal pairs.... is this the advice? No. So why do they insist on it?

And it's hard to argue with that video, but having designed hubs, uprights and locknuts and tools for a few race cars I can assure you it's not universal!

[Rocketman1955]

Ref tightening of wire wheel spinners during use - I share the thoughts that it is difficult to understand the tightening mechanism given that the wheel is fitted on splines.
Perhaps someone might be prepared to test the theory - fit the spinners as tight as you feel safe then mark the spinner and wheel.
Then monitor the spinner and wheel over a period to see if the marks still aligne.

Nothing like a good experiment to validate a theory - or perhaps someone already has quantifiable evidence of spinner tightening in use?
( or wheels coming loose if spinners fitted on wrong side of the car )

Just make it more interesting, if spinners just appear to get tighter (without any rotational measurement) could there be some other mechanism than spinner rotation that increases the force needed to remove them?

Something to think about.........

[notsmartcar]

If the wheels are driven by splines they will fidget the spinners will have a taper on them and there will be a taper on which the wheel presses against When the wheel rotates one way the nut (spinner) trys to rotate the opposite way hence they are sided ..