Guys posting about their engines
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From: Laguna Vista, TX
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From: Mt.Ary, MD
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This forum is about exchanging methods and opinions on Oldsmobile performance engine building, opinions and methods will vary.
Last edited by Bernhard; Sep 10, 2022 at 08:27 AM.
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I would call that B's. I don't care what arp says.
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It's a J&S; I heard Jim's done and retired in Florida.
I've always heard that you need at least the diameter of the fastener engaged in the threads.
I've always heard that you need at least the diameter of the fastener engaged in the threads.
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[QUOTE=fleming442;1452120]It's a J&S; I heard Jim's done and retired in Florida.
Jim is retired and living in Florida now.
A gentleman name Taylor bought Jim's machinery and tooling for his Halo and is still making them.
$250 for the 5 main.
Jim is retired and living in Florida now.
A gentleman name Taylor bought Jim's machinery and tooling for his Halo and is still making them.
$250 for the 5 main.
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You say that the larger contact area when cutting caps 1-4 even with 5 is more beneficial because of larger contact area. 🤔
Mocked up another 455 today.
Let's do the math !
Measurements of factory caps on this block.
Height of Caps 1-4 over stud = 2.8715.
Height of Caps 1-4 at center = 1.2740.
(Measurement from center of arch to top of cap).
Height of #5 over stud = 2.3780.
Height of #5 at center = .7810.
(Measurement from center of arch to top of cap).
Width of Caps 1-4 at stud end = .8305.
Width of Caps 1-4 at center = .5050.
Measurements over stud:
1-4 cap height = 2.8715.
5 cap height = 2.3780.
Difference in height = .4935 (just shy of 1/2")
Measurements at center over arch:
1-4 cap height = 1.2740.
5 cap height = .7810.
Difference in height = .493 (just shy of 1/2").
Let's mill caps 1-4 .50... (Just a round number close enough)
What are our measurements !
Height of Caps 1-4 over stud = 2.3715.
Height of Caps 1-4 at center = .7740.
(Measurement from center of arch to top of cap)
Width of Caps 1-4 at stud end = .8585.
Width of Caps 1-4 at center = .5415.
So lets take a look at what was lost and gained by milling caps 1-4 .50 .
Height of Caps we Lost .50 (1/2 "). Leaving us with .7740 at center as opposed to 1.2740 and at the stud 2.3715 as opposed to 2.8715.
Width of Caps 1-4 at widest point at stud we Gained .028. That less than 1/32 ".
Width of Caps 1-4 at center we Gained .0365. That's just over 1/32 ".
Mocked up another 455 today.
Let's do the math !
Measurements of factory caps on this block.
Height of Caps 1-4 over stud = 2.8715.
Height of Caps 1-4 at center = 1.2740.
(Measurement from center of arch to top of cap).
Height of #5 over stud = 2.3780.
Height of #5 at center = .7810.
(Measurement from center of arch to top of cap).
Width of Caps 1-4 at stud end = .8305.
Width of Caps 1-4 at center = .5050.
Measurements over stud:
1-4 cap height = 2.8715.
5 cap height = 2.3780.
Difference in height = .4935 (just shy of 1/2")
Measurements at center over arch:
1-4 cap height = 1.2740.
5 cap height = .7810.
Difference in height = .493 (just shy of 1/2").
Let's mill caps 1-4 .50... (Just a round number close enough)
What are our measurements !
Height of Caps 1-4 over stud = 2.3715.
Height of Caps 1-4 at center = .7740.
(Measurement from center of arch to top of cap)
Width of Caps 1-4 at stud end = .8585.
Width of Caps 1-4 at center = .5415.
So lets take a look at what was lost and gained by milling caps 1-4 .50 .
Height of Caps we Lost .50 (1/2 "). Leaving us with .7740 at center as opposed to 1.2740 and at the stud 2.3715 as opposed to 2.8715.
Width of Caps 1-4 at widest point at stud we Gained .028. That less than 1/32 ".
Width of Caps 1-4 at center we Gained .0365. That's just over 1/32 ".
because they are a casting, they vary slightly but the increase in contact area at stud hole is usually 15% to 20% the cap in the picture I posted with the nickel on it is .832” at top and .882” 1/2” down which works out to 17.7% increased area.
across the area between the stud it’s 7.1% more
That’s not insignificant . Material removed from the height when adding a high grade steel in place of soft grey iron is also a plus.
im not saying yours won’t work for you…I’m pointing out why I do it this way.
how’s that for not beating up on the guy?🤣🤣🤣🤣
Last edited by CANADIANOLDS; Sep 10, 2022 at 06:04 AM.
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The other thing going for Ricks set-up is the double nuts. Worked on a job were the mechanical contractor trapeze hanger a row of very large Schedule 80 steam pipe. Only supported the angle iron with one nut on the all thread. Strip the thread through the nut. Had to go back and add double nuts and rod couplings.
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One thread exposed is fine. Is the the only requirement in the Fire Sprinkler pipe hangers. And that is only for inspector to see the ferrule nut fully engaged. If you think the forces on an 8'' steel pipe full of water. Connected to a instant on 2,500 gpm Fire Pump at 150 psi. The piping starts rocking and rolling. I even seen 8'' pipe with fire pump kicked on, move so much on a long run. That it knock out a cement block wall.
The other thing going for Ricks set-up is the double nuts. Worked on a job were the mechanical contractor trapeze hanger a row of very large Schedule 80 steam pipe. Only supported the angle iron with one nut on the all thread. Strip the thread through the nut. Had to go back and add double nuts and rod couplings.
The other thing going for Ricks set-up is the double nuts. Worked on a job were the mechanical contractor trapeze hanger a row of very large Schedule 80 steam pipe. Only supported the angle iron with one nut on the all thread. Strip the thread through the nut. Had to go back and add double nuts and rod couplings.
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From: Laguna Vista, TX
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Who care's about your bs. You evidently don't know **** about aircraft! Stick to what you know not what you think you know. NAS type fasteners. For aero space and aircraft .There is also military standards bolts. You're so smart why am I even explaining to it to you.
Last edited by wr1970; Sep 13, 2022 at 07:42 PM.
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Last edited by wr1970; Sep 13, 2022 at 08:23 PM.
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here’s a hint..the “A” in ARP stands for Automotive…not Aerospace…it’s Automotive Racing Products.
they are the best Automotive fasteners available. You sticking more threads out past the nut, then pretending like it’s some kind of special thing ,,is bs.
then going into the military bs…it’s not making you look special.
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yep, and I don’t give two craps about aircraft standards when I’m not working on aircraft.
here’s a hint..the “A” in ARP stands for Automotive…not Aerospace…it’s Automotive Racing Products.
they are the best Automotive fasteners available. You sticking more threads out past the nut, then pretending like it’s some kind of special thing ,,is bs.
then going into the military bs…it’s not making you look special.
here’s a hint..the “A” in ARP stands for Automotive…not Aerospace…it’s Automotive Racing Products.
they are the best Automotive fasteners available. You sticking more threads out past the nut, then pretending like it’s some kind of special thing ,,is bs.
then going into the military bs…it’s not making you look special.
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Shank snapped. No it isn't just for inspection it is a guide for the workmen to follow. Yes it's in writing the standards aircraft follows for bolt and nut installation. Inspection is not required for every bolt and install. They are on check by a percentage in commercial aircraft. In military it's can depending on how strict of a inspector up to 100% verification. They check washers, shear,nut engagement. They use feeler gauge to verify heads and nut. Most inspection will not accept one thread I think it's because speculation of is that one or not quite one! But at 1 1/2 to 2 they buy it. At three they are just like one you say three they say no you're over. I was never that way when I was a inspector at spirit aircraft but again that wasn't military.
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I have designed fire sprinkler system. In many Army, Navel, and Air Force facilities. (UFC) code - Unified Facilities Criteria. They have some real **** requirements. Written by god know how many committees.
Aircraft can have a big problem will chafing wires. The rubbing of wires in the electrical system against other wires, fasteners or structural parts. Maybe nothaving extra threads is to help stop that problem?
If memory serves me, I think it was the F-16 were crashing. Cause by chafing wires.
Bottom line! In my car, one thread is fine. Or three. No sure why guys on here with all capital letters. Just attack anything they do not agree with. Or belittle others. .
And if those same guys do not understand what I am saying. Please PM we. So I can try to explain, in my own way..
Aircraft can have a big problem will chafing wires. The rubbing of wires in the electrical system against other wires, fasteners or structural parts. Maybe nothaving extra threads is to help stop that problem?
If memory serves me, I think it was the F-16 were crashing. Cause by chafing wires.
Bottom line! In my car, one thread is fine. Or three. No sure why guys on here with all capital letters. Just attack anything they do not agree with. Or belittle others. .
And if those same guys do not understand what I am saying. Please PM we. So I can try to explain, in my own way..
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How is the fastener being negativity effected?
I can think of a few reasons other than strength for the reason that aircraft require exact length bolts and studs weight and safety come to mind.
Safety as in threads can be a hazard if they stick past the nut two far.
Last edited by Bernhard; Sep 14, 2022 at 09:01 PM.
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ill stick to building engines using ARP hardware. You can pretend to be building aircraft 😁
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I do know that a Milwaukee M18 Fuel impact gun will break a 7/16" Moser wheel stud, even with the bearing style installation tool. 
The threads being exposed in aircraft construction are more than likely for visual inspection as well as the chafing issue mentioned. An inspector doesn't need to put a torque wrench on every fastener; if the if the correct one was used and torqued correctly, it will show the appropriate amount of thread. I assume that they get marked after tightening, also. Where's @propjoe when you need him?
The threads being exposed in aircraft construction are more than likely for visual inspection as well as the chafing issue mentioned. An inspector doesn't need to put a torque wrench on every fastener; if the if the correct one was used and torqued correctly, it will show the appropriate amount of thread. I assume that they get marked after tightening, also. Where's @propjoe when you need him?
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How many threads need to protrude beyond the end of the nut... If the nut and bolt are properly designed ZERO.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
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[QUOTE=rickw30;1452121]
FYI for the group, I have one on order from Tyler. Once I have it, I will give an update, probably in a new thread. Cheers,
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How many threads need to protrude beyond the end of the nut... If the nut and bolt are properly designed ZERO.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
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Posts: 2,935
I have designed fire sprinkler system. In many Army, Navel, and Air Force facilities. (UFC) code - Unified Facilities Criteria. They have some real **** requirements. Written by god know how many committees.
Aircraft can have a big problem will chafing wires. The rubbing of wires in the electrical system against other wires, fasteners or structural parts. Maybe nothaving extra threads is to help stop that problem?
If memory serves me, I think it was the F-16 were crashing. Cause by chafing wires.
Bottom line! In my car, one thread is fine. Or three. No sure why guys on here with all capital letters. Just attack anything they do not agree with. Or belittle others. .
And if those same guys do not understand what I am saying. Please PM we. So I can try to explain, in my own way..
Aircraft can have a big problem will chafing wires. The rubbing of wires in the electrical system against other wires, fasteners or structural parts. Maybe nothaving extra threads is to help stop that problem?
If memory serves me, I think it was the F-16 were crashing. Cause by chafing wires.
Bottom line! In my car, one thread is fine. Or three. No sure why guys on here with all capital letters. Just attack anything they do not agree with. Or belittle others. .
And if those same guys do not understand what I am saying. Please PM we. So I can try to explain, in my own way..
🤣🤣🤣🤣🤣
Last edited by CANADIANOLDS; Sep 15, 2022 at 12:36 PM.
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How many threads need to protrude beyond the end of the nut... If the nut and bolt are properly designed ZERO.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
Any specification on amounts of threads protruding past the nut is purely up to the governing body that wrote the specification for whatever reason they want.
THE END.
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Joined: Jan 2013
Posts: 1,816
From: Laguna Vista, TX
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Army, Navel, and Air Force facilities. (UFC) code - Unified Facilities Criteria. They have some real **** requirements. Written by god know how
many committees. Was the point!
many committees. Was the point!
Oh, and your Navel,,is like a bellybutton . 🤣🤣
Last edited by CANADIANOLDS; Sep 15, 2022 at 01:11 PM.
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I do know that a Milwaukee M18 Fuel impact gun will break a 7/16" Moser wheel stud, even with the bearing style installation tool.
The threads being exposed in aircraft construction are more than likely for visual inspection as well as the chafing issue mentioned. An inspector doesn't need to put a torque wrench on every fastener; if the if the correct one was used and torqued correctly, it will show the appropriate amount of thread. I assume that they get marked after tightening, also. Where's @propjoe when you need him?
The threads being exposed in aircraft construction are more than likely for visual inspection as well as the chafing issue mentioned. An inspector doesn't need to put a torque wrench on every fastener; if the if the correct one was used and torqued correctly, it will show the appropriate amount of thread. I assume that they get marked after tightening, also. Where's @propjoe when you need him?
