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SUMMER 2012

Distributor's Link Magazine Summer Issue 2012 / VOL 35 / NO.3

12 THE DISTRIBUTOR’S

12 THE DISTRIBUTOR’S LINK Guy Avellon Guy Avellon has been in the MRO and fastener distribution industry for over 30 years. He began his metallurgical engineering career at Republic Steel Research Center in metal coatings and has since held positions as sales engineer; Chief Engineer; Manager of Product Marketing, Product Engineering and Quality and Director of Quality and Engineering. He founded GT Technical Consultants where he performs failure analysis, presents lectures on fastener safety, worked for law firms and designs and audits Quality systems. He is a member of SAE and is Vice Chairman of the ASTM F16 Fastener Committee and Chairman of the F16.01 Test Methods Committee, since 1988. He also received the ASTM Award of Merit in 2005. Guy and his wife, Linda currently reside in Lake Zurich, IL and may be reached at 847-477-5057 or visit his website at http://www.BoltDoc.com. WHEEL STUD FAILURES Vehicles today are made to last much longer than their predecessors. This, however, can cause other problems because we keep the vehicles longer and drive them greater distances. We begin to encounter problems we never experienced before because the vehicle was sold or traded long before many parts expired. Proper maintenance is also an issue and with age and added mileage, we soon become faced with a growing number of parts which fail. In particular, wheel studs. In today’s litigious society, everyone who has ever touched a part or anyone who ever used the part for repair before it failed is brought into the law suit. Depending upon the amount of property damage or personal injury, the suit would include the manufacturer, distributor, retailer and the last repair facility. This is a new article that will explain several reasons for thread failures due to modern technology, but will also serve as a guide to recognizing cause and effect modes that extend beyond the obvious. First, a quick review of the hardware. There are four basic styles of nuts: the short, medium and long nut; and then a nut with a captive washer. All nuts have a conical end, which helps to center the wheel and seats firmly into a mating concave wheel boss. Some alloy wheels do not have a wheel boss area, only a flat surface, in which case a flat washer is used to help center and load the wheel. All nuts will thread onto a ribbed neck wheel stud that is seated into the wheel hub and rotor assembly by an interference press fit. Rib Neck Stud Left: Wheel nut with protective washer Right: Selection of Wheel nuts Below: Wheel stud The next type of wheel attachment hardware is the stud bolt. This part threads into the rotor and is tightened by the top hex portion. These are tricky to install because the operator must balance the tire while trying to find the threaded hole for the first stud bolt. Then, the heavy tire must still be aligned while placing the other studs. Installation Methods For one; ALL auto manufacturers refer to a torque value in the Owner’s Manual for tightening the wheel lug nuts or stud bolts. NO mention of using an impact wrench is made because it can warp the rotors on disc brakes. Most common air impact wrenches are unregulated. If an installer says it puts out 90 pounds, that is psi (poundsper-square-inch) of air pressure, not pound-feet of torque. please turn to page 130

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    186 A ABBOTT INTERFAST 38 Your comp

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    190 I continued... INTERFAST GROUP

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