Spicer End Yokes Available for Allison Transmissions
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By Counterman
Transtar Aftermarket Solutions announced that its
link hidden, please login to view are available for passenger cars, light trucks and commercial vehicles. Each
link hidden, please login to view is built to meet or exceed OEM standards, delivering dependable performance, durability and value, the company said. Why Transtar Reman Transmissions?
Thoroughly inspected and precision reconditioned for smooth operation Dyno- and road-tested to ensure reliable performance Environmentally responsible remanufacturing process Significant cost savings compared to new units Backed by comprehensive warranty coverage The post
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By Toyotarav4
We sell and distribute all Toyota RAV4 parts beginning from the 2012 model till date contact us with your order [email protected]
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By Counterman
The wheel end hardware category covers a number of fastener types, including spindle and axle nuts, washers and retainers, as well as wheel studs and lug nuts. It includes many specialized fasteners and a wide range of lug nut designs. Differences in thread pitch, length/depth, hex sizes and seat configuration make it difficult to keep track of the various options when recommending replacement lug nuts and studs for your customer.
Beyond using traditional “year-make-model” methods for identification, selecting hardware for custom wheel applications and recommending suitable replacement hardware can be broken down into a few simple steps.
The first characteristic to consider is the diameter and thread pitch of the wheel stud. Like any other threaded fastener, we must differentiate between SAE/USS and metric thread patterns. Differences between coarse and fine threads, even among fasteners of the same diameter, are common. Using a thread gauge or test-fitting with “known” components is a simple way to accurately identify the correct diameter and pitch, before moving on to seat configurations.
Even after determining the correct thread pitch, we need to carefully consider the seating surface of the fastener. To achieve the clamping power required to properly torque wheel fasteners, engineers rely not only on the tension applied to the threads, but the spreading of that load over the seating surface. The four basic seat types are conical, ball/spherical, flat/flanged and mag seat.
The conical seat is still the most common style, with most OEM wheels (both alloy and steel) designed to mate with 60-degree conical seat fasteners. Think of this design like a pair of nested funnels, with the wheel as the bottom funnel and the lug dropping snugly into the “cone,” with maximum contact between the two.
Ball or spherical seat fasteners, like conical seat hardware, also rely on a countersunk seat in the wheel to accept the mating profile of the lug nut. Rather than being a “cone” shape, these lugs more closely resemble a “bowl,” or a “ball and socket” joint.
Flat, flanged and mag-style seats are used primarily with alloy wheels. The term “mag” refers to magnesium, the alloy of choice for racing/custom wheels popularized in the 1960s. Aluminum alloys are the most common material in today’s marketplace. “Mag wheels” have oversized lug holes as compared to the diameter of their corresponding wheel studs. A cylindrical shank on the threaded end of the mag nut slips into these holes, maximizing surface contact, while a loose flat washer below the hex head helps distribute clamping forces on the flat face of these wheels. A modified version of the mag nut (with a captured washer) is often used with modern OEM alloy wheels.
Flat-face or flanged lug nuts are commonly used on full-size trucks, especially those with dual wheels. With a captured or integral washer providing the clamping power against a flat face, these are some of the few modern nut styles featuring an “open” design, with the wheel stud protruding through the top of the nut.
Wheel bolts have become an increasingly popular category in the past decade, primarily among European manufacturers. With an “all-in-one” lug nut and stud design, wheel bolts cut down on the number of individual SKUs required for a wheel end repair and simplify the manufacture of flanged wheel bearing assemblies. The lack of exposed wheel studs does make aligning and mounting wheels a bit of a chore, with only the center hub pilot to guide the wheel into place. Several tool suppliers offer pilot stud kits to aid in aligning the lug holes with the threaded holes of the hub flange. These kits usually include a pair of studs in each of the most common stud sizes to help get the technician in the ballpark. After securing the wheel, the pilot studs are removed and the remaining wheel bolts can be installed and hand-torqued.
Damage to crimped-on decorative tin caps is a common reason for wheel end hardware replacement. When replacing damaged two-piece “capped” fasteners, upgrading to a solid (one-piece) lug design can improve the next service experience for the vehicle owner and the technician, as well as improving upon a poor design practice shared by multiple OEMs.
In situations where these caps have swollen or fallen off, standard socket sizes become ineffective in removing existing fasteners for service. Removal sockets can be used to bite into rounded-off or otherwise damaged lug nuts and may also be effective when attacking stubborn locking lug designs. Half-sized sockets (18.5mm, 19.5mm, etc…) can be another life-saving addition to your store’s tool inventory, along with lug-nut removal sockets in common sizes from 17-22mm.
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By Counterman
The wheel end hardware category covers a number of fastener types, including spindle and axle nuts, washers and retainers, as well as wheel studs and lug nuts. It includes many specialized fasteners and a wide range of lug nut designs. Differences in thread pitch, length/depth, hex sizes and seat configuration make it difficult to keep track of the various options when recommending replacement lug nuts and studs for your customer.
Beyond using traditional “year-make-model” methods for identification, selecting hardware for custom wheel applications and recommending suitable replacement hardware can be broken down into a few simple steps.
The first characteristic to consider is the diameter and thread pitch of the wheel stud. Like any other threaded fastener, we must differentiate between SAE/USS and metric thread patterns. Differences between coarse and fine threads, even among fasteners of the same diameter, are common. Using a thread gauge or test-fitting with “known” components is a simple way to accurately identify the correct diameter and pitch, before moving on to seat configurations.
Even after determining the correct thread pitch, we need to carefully consider the seating surface of the fastener. To achieve the clamping power required to properly torque wheel fasteners, engineers rely not only on the tension applied to the threads, but the spreading of that load over the seating surface. The four basic seat types are conical, ball/spherical, flat/flanged and mag seat.
The conical seat is still the most common style, with most OEM wheels (both alloy and steel) designed to mate with 60-degree conical seat fasteners. Think of this design like a pair of nested funnels, with the wheel as the bottom funnel and the lug dropping snugly into the “cone,” with maximum contact between the two.
Ball or spherical seat fasteners, like conical seat hardware, also rely on a countersunk seat in the wheel to accept the mating profile of the lug nut. Rather than being a “cone” shape, these lugs more closely resemble a “bowl,” or a “ball and socket” joint.
Flat, flanged and mag-style seats are used primarily with alloy wheels. The term “mag” refers to magnesium, the alloy of choice for racing/custom wheels popularized in the 1960s. Aluminum alloys are the most common material in today’s marketplace. “Mag wheels” have oversized lug holes as compared to the diameter of their corresponding wheel studs. A cylindrical shank on the threaded end of the mag nut slips into these holes, maximizing surface contact, while a loose flat washer below the hex head helps distribute clamping forces on the flat face of these wheels. A modified version of the mag nut (with a captured washer) is often used with modern OEM alloy wheels.
Flat-face or flanged lug nuts are commonly used on full-size trucks, especially those with dual wheels. With a captured or integral washer providing the clamping power against a flat face, these are some of the few modern nut styles featuring an “open” design, with the wheel stud protruding through the top of the nut.
Wheel bolts have become an increasingly popular category in the past decade, primarily among European manufacturers. With an “all-in-one” lug nut and stud design, wheel bolts cut down on the number of individual SKUs required for a wheel end repair and simplify the manufacture of flanged wheel bearing assemblies. The lack of exposed wheel studs does make aligning and mounting wheels a bit of a chore, with only the center hub pilot to guide the wheel into place. Several tool suppliers offer pilot stud kits to aid in aligning the lug holes with the threaded holes of the hub flange. These kits usually include a pair of studs in each of the most common stud sizes to help get the technician in the ballpark. After securing the wheel, the pilot studs are removed and the remaining wheel bolts can be installed and hand-torqued.
Damage to crimped-on decorative tin caps is a common reason for wheel end hardware replacement. When replacing damaged two-piece “capped” fasteners, upgrading to a solid (one-piece) lug design can improve the next service experience for the vehicle owner and the technician, as well as improving upon a poor design practice shared by multiple OEMs.
In situations where these caps have swollen or fallen off, standard socket sizes become ineffective in removing existing fasteners for service. Removal sockets can be used to bite into rounded-off or otherwise damaged lug nuts and may also be effective when attacking stubborn locking lug designs. Half-sized sockets (18.5mm, 19.5mm, etc…) can be another life-saving addition to your store’s tool inventory, along with lug-nut removal sockets in common sizes from 17-22mm.
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By Counterman
GSP North America announced the launch of 21 new part numbers. These additions significantly expand wheel end coverage for key North American makes and models. The latest release delivers parts coverage for 19,520,928 vehicles in the United States, Canada and Mexico.
Wheel End Coverage Includes Audi and Ford
The release includes two pre-pressed hub and bearing assemblies for late-model Audi vehicles. These factory-assembled units eliminate on-site pressing.
link hidden, please login to view said they reduce installation time for technicians and shops. Part Numbers: 230030HA, 230031HA.
link hidden, please login to view also introduced a complete rear bearing assembly for the Ford Transit 150, 250 and 350 platforms. The assembly includes both inner and outer bearings already installed. According to the company, it simplifies fleet maintenance and offers plug-and-play serviceability. Part Number: 113600HA. Expanded Access to Rare Hub Applications
Three new hub part numbers provide reliable options for Infiniti, Audi and Mitsubishi vehicles. GSP said these SKUs help distributors and technicians source components that were previously hard to find. Part Numbers: 534202WH, 510007B, 510008B.
Precision Manufacturing for OE-Level Performance
GSP engineers and manufactures all 21 part numbers in Malaysia and China. The company develops them to meet OE-level tolerances and material standards. Each part offers proper fit, form and function for demanding vehicle applications, according to GSP.
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