Lugcentric Wheels?
This is a mistaken assumption that seems to flow all around the internet. Again, all of the wheel loads go through the wheel studs and the wheel nuts. There are no loads taken by the center hole in the wheel and the centering extension in the hub.
Shear forces are taken by the wheel/hub face interface through friction and through the wheel studs. Tension forces are taken by the wheel stud and wheel nuts. Compression forces are taken the wheel/hub interface.
Shear forces are taken by the wheel/hub face interface through friction and through the wheel studs. Tension forces are taken by the wheel stud and wheel nuts. Compression forces are taken the wheel/hub interface.
On the other hand, with lug-centric wheels, you MUST have the lugs tight at all times, otherwise the wheel will move, causing the lug holes to "machine" themselves large enough to pull the lug nut through. I HAVE SEEN THIS HAPPEN!!!
After reading this thread,,,that put the appropriate level of fear into me...I finally ordered some ARP wheel studs from SPL.... Now Just need to get off my Laze butt and install them next weekend.
( I track about once a month on R-comps)
( I track about once a month on R-comps)
We can break down all the loads seen by the wheel/hub:
1. rotational acceleration/deceleration/torque of the wheel is a shear load on the wheel studs
2. side loads on the tire (from cornering) is a tensile (stretch) load on the wheel studs
3. vertical loads (ie. car's weight on that corner) would normally not be on the wheel studs if the wheel is hub-centric. If the wheel is not hub-centric, then this load gets taken on by the wheel studs as a shear force
OEMs would normally have a good safety factor for wheel studs, but adding on the vertical load, increased acceleration/deceleration and side loads from racing tires/brakes, and your safety factor shrinks. It is not a stretch to see that it would not be as safe when you are trail braking, cornering hard, and run over a curb (dramatic increase in vertical load).
1. rotational acceleration/deceleration/torque of the wheel is a shear load on the wheel studs
2. side loads on the tire (from cornering) is a tensile (stretch) load on the wheel studs
3. vertical loads (ie. car's weight on that corner) would normally not be on the wheel studs if the wheel is hub-centric. If the wheel is not hub-centric, then this load gets taken on by the wheel studs as a shear force
OEMs would normally have a good safety factor for wheel studs, but adding on the vertical load, increased acceleration/deceleration and side loads from racing tires/brakes, and your safety factor shrinks. It is not a stretch to see that it would not be as safe when you are trail braking, cornering hard, and run over a curb (dramatic increase in vertical load).
3. vertical loads (ie. car's weight on that corner) would normally not be on the wheel studs if the wheel is hub-centric.
If the wheel is not hub-centric, then this load gets taken on by the wheel studs as a shear force
