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Warning: in file [ROOT]/includes/functions.php on line 4754: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) [phpBB Debug] PHP Warning: in file [ROOT]/includes/functions.php on line 4755: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) [phpBB Debug] PHP Warning: in file [ROOT]/includes/functions.php on line 4756: Cannot modify header information - headers already sent by (output started at [ROOT]/includes/functions.php:3887) RS Motorsport :: Classic Speed Restored • View topic - Which Alloy Hubs ?
On the question of suitable material for aluminium front hubs I don't think there is a definitive answer. There are several grades that depending on the most severe operating conditions would be suitable. In practice out right hub failures are not common and we do not often see modern disc brake grade grease melt out. My measurements and anecdotal evidence and observation suggest about 150 C is a typical max aluminium hub temp. Iron and steel ones probably get a bit hotter.
2011 T6 This is a workhorse free machining grade with good strength at room temperature and reasonable fatigue properties. At 150 C it's yield strength is less than half of what it was at 20 C. Elongation, 'shortness' is relatively low. Copper is the main alloying agent; lead is added to improve machineability. This stuff was and is used to make hubs, disc adaptors and all sorts of blocks, fittings and spacers here in Australia. It does not weather well and the corrosion products are black. It color and hard anodises ok.
2024 High strength and high strength at temperature aircraft industry workhorse alloy. Difficult to obtain in Australia and usually found in sheet. Copper, magnesium and manganese are the principal alloying elements. Marked strength differences between different tempers. T3 temper at 150 C is much stronger than 6061 at room, and about equal to 2011 at room temp. Good elongation.
6061. This is probably the least expensive and most readily available of the heat treatable alloys. Has small quantities of lots of alloying elements, the principal ones being magnesium and silicon. The Yanks love it. Good properties at room temp; about 3/4 of the yield strength of 2011 T6 but at 150 C it is a full 70% stronger. Still a lot less than 2024 T3. Good elongation. Gummy to machine but ok; anodises well and is corrosion resistant. Fatigue endurance is not so good.
6082. This is a newer alloy, the others date back to pre or circa WW2. Good strength at room temp and at elevated temp. Poms seem to be using a lot of it.
7075. This is the strongest and most fatigue resistant of the readily available alloys at low to moderate temps. At 150 C in T6 (the temper we can obtain most easily in Australia) it has about the same strength as 2011 T6 at the same temp and is only 2/3 that of 6061 T6. Room temp elongation, T6 temper, is about 11% compared to 22% for 6061.
Cast alloy. I've no specific knowledge on who does what with small Ford hubs but it is not impossible that fully machined 'colored in' castings are being used. 356/LM25 is a common structural grade sand casting alloy used satisfactorily in gearbox casings (Holinger et al) uprights, wheels, cylinder heads etc. This stuff has about the same yield strength at 150 C as 2011 but because of its large and coarse grain structure much lower, about half, fatigue properties.
In practice any of the above alloys are OK; hubs for many cars have been made from all (and other grades not mentioned) and if design is appropriate will be satisfactory. The less considered weak point, at least for best handling on small Fords is probably the fair amount of flex and movement of the stub axle and the relatively small hub bearings. Cheers
Last edited by Momus on Thu Oct 14, 2010 10:28 pm, edited 2 times in total.