Centralising Wheel on spinner

[Russ Noble]

Thanks for that Kaydee. Obviously your memory is pretty good!

One can theorise as much as one likes but in the end you can't beat real life experience made available by experts like yourself. The nut torques are a useful piece of information too.

Do you know why they needed to increase the clearance on the centres? Given those clearances it would appear that the pins locate the wheels, which may be why the F5000's and others found they didn't actually need any spindle location?

Do you think the spindles come into play and stop the drive pins shearing on ripple strips, contact with other cars, walls etc,? Which seem to be a feature of V8 Supercars!

Cheers

 

Hi Russ,

My original approach to clearances was very similar to your thinking and the tolerances were only changed at the request of some of the teams to make “sliding the wheels on and off the spindle a bit easier”. I’m not sure that this was really necessary and like you say you then finish up with drive pins doing the final location anyway. Whatever - there were certainly several hundred wheels running around on the V8 SuperCars a few years back with these clearances and I never had any feed back of problems.

Re the F5000s - I believe that it would make wheel changing exceedingly difficult without having the spindle as the primary location to support the wheel and tyre assembly whilst picking up the alignment of the drive pins.

Re Shearing the drive pins - I doubt very much that you would ever shear 5 x 16 mm steel drive pins whatever you hit. Moreover with the wheel torqued up at 600 to 800 ft lbs the wheel + hub effectively becomes one unit. The only time I’ve ever seen damage with drive pins is if the wheel has not torqued up properly and comes loose and then it’s usually the wheel that suffers the damage.

Cheers,
Kaydee

 

[Russ Noble]

Kaydee, thanks for the input.

Cheers