Don't the wheel studs just press out?
Tap and die (1 Viewer)
- Thread starter B1oodyBuzzard
- Start date
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Malleus
Far west of Siegen
Yes
Quote from Post #1: " What die do I need for lug nut studs? I’d like to clean up the threads for the spare tire mount."
What does the following have to do with the above quote?
Do you remember that sky walk that collapse killing a bunch of folks during its dedication ceremony? So it turn out the construction people used cut thread bolts to hold up the platform not the rolled thread ones specified by designer.
Um, if the original post asks about threads for the spare tire mount, who cares about rolled vs. cut threads.
What does the following have to do with the above quote?
Do you remember that sky walk that collapse killing a bunch of folks during its dedication ceremony? So it turn out the construction people used cut thread bolts to hold up the platform not the rolled thread ones specified by designer.
Um, if the original post asks about threads for the spare tire mount, who cares about rolled vs. cut threads.
Because when you run
The spare tire mount employs welded-in M12 screws. Perhaps the ones on the OP's spare tire mount are survivors, no corrosion, just fouled at the non-load-bearing end. But if not, removing any thread-root material with a die where they stretch or get torqued could initiate fatigue. By using a die in remanufacturing, a rolled-thread becomes a machined-thread.
Because you don't simply use a diameter-pitch identified die for lug nut studs, for a couple of reasons. They are critical parts, and there is a four-letter designation of metric 'thread-class' that are always specified in manufacturing. For example, I ran a generic thread-class M12 x 1.25 die over buggered-up head/manifold studs, and it took material away, particularly at the thread root. The studs lost their plating and are now subject to rusting. The other reason being that die-cutting the studs makes them different, in a metallurgical sense, grain-flow is interrupted. Even a rough surface-finish can contribute to fastener fatigue. Machining bolts is inferior to forming bolts, particularly in steel. So, in practice, head bolts are typically replaced because they have to stretch many cycles throughout the engine's life, and are subject to fatigue. Yet, a tap can restore the holes in the engine block that they go into, because female threaded connections don't propagate cracks in parent material.
The spare tire mount employs welded-in M12 screws. Perhaps the ones on the OP's spare tire mount are survivors, no corrosion, just fouled at the non-load-bearing end. But if not, removing any thread-root material with a die where they stretch or get torqued could initiate fatigue. By using a die in remanufacturing, a rolled-thread becomes a machined-thread.
