Scott - Are you beating the dead horse as the official word from Tornado Sports Cars?
Here's the poop from Vintage Wheels;
:: Welcome To Vintage Wheels :: Quote:
Tri Wing Spinners
Tri wings to be torqued using a lead hammer of around 5lbs in weight and safety wired.
The safety wire must be pulling the spinner in the direction it tightens.
Adapters and tri wings are left and right hand thread; the RH thread is fitted to the left hand of the vehicle (looking forward from the rear of the vehicle)
A small amount of anti seize compound should be used on the mating surfaces of the wheel and the tri wing.
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So with this, I'm convinced that it's a matter of personal preference as to which direction to tighten the spinner.
Now if we could get some corroborating information regarding tightness / torque..
Since we're talking about an alloy to alloy interface, I'm wondering if there's a rule of thumb that's similar to that of AN fittings where there is no specified "torque" rather a positional reference; Tighten until snug, then "1-more-flat of the nut".
Certainly not that 1/8 of a turn past snug would be "sufficient" for a wheel, but something on that order.. I'm also aware that the material and thread pitch would also play a role here.
For those of you that are racing your cars, I would think that this information would also benefit you as you remove and reinstall your wheels many times over in the course of a season. If you were to overtighten on a regular basis, you'll potentially brinnel or possibly displace the mating surfaces..
If you think I'm
- please feel free to skip reading or posting..
If I didn't think this information was important (at least to me) - I wouldn't have asked for it..
Thanks!