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Because the loading is critical you have to adopt a method that negates any swarf or lubricant on the nut. This is the eLearn detail...

Tighten the nut to a torque of 14.3 to 15.8 daNm
Undo the nut by 90 Degrees (+ or - 2 degrees)
Pre Tighten the nut to 6.7 to 7.4 daNm
Tighten the nut by 45 Degrees (+ or - 2 degrees)
Tighten the nut to a torque of 20.0 to 38.0 daNm
 

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Discussion Starter #4
Thanks for that but I don't understand Japanese lol
What's that in good ol foot pounds?
Near as damn it will do.
 

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2017 Guila 2.0 Tbi Lusso spec, 1972 S2 Spider Junior, wife drives 939 Spider, + Abarth 595
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Because the loading is critical you have to adopt a method that negates any swarf or lubricant on the nut. This is the eLearn detail...

Tighten the nut to a torque of 14.3 to 15.8 daNm
Undo the nut by 90 Degrees (+ or - 2 degrees)
Pre Tighten the nut to 6.7 to 7.4 daNm
Tighten the nut by 45 Degrees (+ or - 2 degrees)
Tighten the nut to a torque of 20.0 to 38.0 daNm
Never heard of a procedure like that before. I would have thought ensure the threads are clean on both hub and inside nut (good practice anyway) then use a lube to save a false reading as the result of excessive friction.
 

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It's always used in high torque nuts. Same on cylinder heads. Because you can't be sure of how much friction is on the threads you use this procedure to negate it. You may think you are cleaning but you can't be sure that the machined thread profile is precise. By the way, when you add lubricate you are changing the point at which the torque wrench clicks off. If you liberally grease then short cut to the final torque setting you will have over tightened the bearings and made them fail early. This is your wheel bearing and you don't want it to seize on a motorway.
 

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That torque isn't setting a bearing clearance - it's making sure it doesn't come undone! The procedure might well ensure it's drawn up to the bearing, hub etc and fully tight though.

Wheel bearing cartridge has it's internal clearances set at manufacture, so when it's tolerances, the stub axle tolerances, and the hub (housing) tolerances are all together, assuming all are within designed limits, it's within the allowances known to give good performance.

Use similar for the machinery I design, running high speed, high load, 24hrs a day, 354.5 days a year.
 
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