wheel refinishing?

[WVZR-1]

I thought you might show us the bolt head. The bolt head has no issues with conventional metric configurations? M8 X 12 pt or? Very similar to what the originals were or smaller flange?

[-=Jeff=-]

Originally Posted by WVZR-1

I thought you might show us the bolt head. The bolt head has no issues with conventional metric configurations? M8 X 12 pt or? Very similar to what the originals were or smaller flange?

I can I have a couple extra, it was late when I took the picture

Head is M8 12pt, size is M7, the flange is a bit smaller Diameter but that is it. otherwise almost the same as the originals

[-=Jeff=-]

Done:

[Blue Flame Restorations]

Gorgeous! Your car will look awesome!!

[GOLDCYLON]

Look great -=JEFF=-

[JimZRyd]

Those Shelby's do look awesome!!!

[WVZR-1]

Jeff - I'd say you've done well!! What about the "barrels"?

[USAZR1]

Wow! Those wheels turned out great.

[Hog]

You can use a grinder and torch to determine rough metallurgy.

Titanium-although titanium is a non-ferrous metal, it gives off a great deal of sparks. These sparks are easily distinguishable from ferrous metals, as they are a very brilliant, blinding, white color.

300-series stainless steel
These sparks are not so dense as the carbon steel sparks, do not fork, and are orange to straw in color.

310-series stainless steel These sparks are much shorter and thinner than the 300-series sparks. They are red to orange in color and do not fork.

400-series stainless steel
400-series sparks are similar to 300-series sparks, but are slightly longer and have forks at the ends of the sparks.

Spark characteristics

(A) High-carbon steel
(B) Manganese steel
(C) Tungsten steel
(D) Molybdenum steel



A) Wrought iron
(B) Mild steel
(C) Steel with 0.5 to 0.85% carbon
(D) High-carbon tool steel
(E) High-speed steel
(F) Manganese steel
(G) Mushet steel
(H) Special magnet steel

Flame testing

Color of flame in presence of Titanium ion is Silver white or White-Silver.



Here is a cool little page that lets you pick a substance and it gives you info and the flame colour result for that substance
http://www.webconversiononline.com/f...ement=titanium


So if you take your grinder and just quickly touch some part of a bolt to it and see a brillian blinding White colur, you have Titanium alloys, if you see an Orange-Red colour, you have yourself some sort of Stainless Steel.

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the following is just a gab about some pretty manly machines, long read.

I remember putting a flame to Magnesium ribbon and it burned a very bright white and left a white ash.
Phosphorous and Lithium when exposed to Oxygen burn violently, hence White Phosphorous (Willy-Pete) being used in incendiary weapons.

Titanium has the highest strength to weight ratio of ANY metal, hence it's expansive(85% of the aircraft is Ti) use when building the CIA's A-12 MAch 3.3 spy plane, the USAF's YF-12A Interceptor and eventually the more public SR-71. The fuselage on these planes fits VERY loosely on the ground and they actually leak fuel, it's not until airborne, after the airframe heats up, do all the parts come into alignment and fit tightly. They are given small takeoff fuel loads of the exotic JP-7 fuel, then once airbourse they hit a tanker and fill up. JP-7 is highly viscous(for jet fuel) it is also hard to ignite. The ground crews must use a chemical named Triethylborane (TEB) to start the Pratt & Whitney J-58 Ramjet engine along with a powerful "Start Cart" to get them lit. TEB ignites spontaneously when exposed to the air. Originally the "start Carts" were powered by 2 Buick Wildcat V8 engines, but later on, they smartened up and moved over to Chevrolet power, in the form of dual Big Blocks. Bases where teh SR71 was stationed, such as Kadena Japan, eventually went to a MUCH queter pneumatic starting system, and thetwin BBC start carts were ferried around where needed. These "start carts" spun the engine up to 3,200 rpm, a 50cc or 1.7 ounce shot of TEB is initiated as the Pilot moves the throttle from "Cut-Off" to the "Idle" position that allows the JP-7 fuel to flow and the engine can then self-sustain. Then the start cart is disconnected and wheeled over to teh other side to start the 2nd engine. Each engine carries a nitrogen-pressurized sealed tank with 600cc or 20.7 ounces of TEB. The amount of TEB was actually the limiting factor of the SR-71 endurance as a full TEB tank allowed ofr roughly 16 "hits".
Filling the TEB tanks required all non filling team persons to be absent from the area. The TEB teams wore those silver relective fire suits and SCBA(sel Contained Breathing Apparatus) just like firefighters. This contrasts the safe ground refueling of teh SR-71 where full maintenance teams can be working on teh jet DURING the refueling.
I often wondered that it sounded like a whole lots of hassle of starting and cranking up teh afterburners with such a hard to ignite fuel such as JP-7. Then I learned that the JP-7 fuel itself is actually used as a coolant to cool the Engine
Hydraulic fluid systems
Engine Oil
TEB tank
Actuator control lines
Air Conditioning systems
Parts of the airframe subjected to aerodynamic heating

And the Afterburner nozzle
(very, very hot-notice the nozzle in the picture below-many parts of the afterburner chamber are incandescent and the parts at almost the very end appear black, as the JP=7 fuel is taking away the heat in the nozzle-kind of like the regenerative cooling of the Space Shuttles Main Engines which run cryogenic fuels through the engine bell in order to cool it, during the final checjout off each Shuttle before they were launched for the 1st time(called a FRF or Flight Readiness Test), the Shuttles 3 SSME's are run at 104.5% for 20 seconds, then shut down-they immediatley turn white as they fost up, even though seconds before flames reaching 3,315 °C (6,000 °F), higher than the BOILING point of Iron, were flowing through the bell.
Can see this here during the STS-26 FRF (Flight Readiness Firing of Space Shuttle Discovery which launched for the actual STS-26 Return to Flight(RTF) following the Challenger disaster at the start of STS-51-L.
http://www.youtube.com/watch?v=AUHLdJsoUOE



The JP7 fuel was so hard to get burning, that the TEB was needed to light the J-58's afterburners. Each canister of TEB was good for 16 "shots" 1 needed for starting theengines, another fir takeoff to light the afterburners(2), then the plane hooks up with a tanker, then the TEB is hit again to re-ignite the afterburners(3), fly to nearthe area where you wnat to spy-hit a tanker-more TEB to reignite the burners(4), go do your spying the cametras on the SR71 can record 100,000 square miles in 60 minutes, get out of enemy airspace connect with tanker, re-ignite the afterburners with TEB(5) and get you *** home. TEB burns with a green colour and can be seen when starting.

Here is a picture of the very last J-58 engine to be run just prior to the program being terminated. The engine is being run WOT on full afterburners. The reason for this run was simply to "dispose" of the remaining JP-7 fuel in storage at the engine test facility.



For those interested in Space SHuttles, here is the internal view of the crew during launch. July 4, 2006 headed the STS-121 crew toward the International Space Station.

http://www.youtube.com/watch?v=NsmW_y04z_Y

3:00 Launch occurs at
4:20 Throttle up call at
SRB (Solid Rocket Booster) Seperation at 5:07 You can see the seperation motorts firing at thetop of each booster through the windows. These rocket push the boosters away from the stack. They seperation rockets actually leave blackened marks on the tank.
7:09 Negative return call-The Shuttle could come back to the Shuttle Landing Facility near the lauch site at Kennedy Space Center, even if it wanted to.
8:47 Press to ATO- Select Istres means that the Shuttle can ATO(Abort To Orbit) if it lost a single engine. And to select the TAL Trans Atlantic Landing as Istruss. Meaning the Shuttle would head down and make turns to slow teh Shuttle down for a landing at Istres Airforce Base in France. The other choice of a TAL abort landing was Zaragoza or Moron both in SPain. NASA sends C5 jets ahead to these places to setyup before each launch. The setup includes nettiung to catch the Shuttle and slow it after landing. Also access and cooling equipement was transported as well.

A single engine shutdown would result in a lower than planned, but still safe orbit. In all 135 flights, an Abort To Orbit was only called once. It was by Space Shuttle CHallenger during STS-51-F. Three minutes and 31 seconds into the ascent, one of the center engine's two high pressure fuel turbopump turbine discharge temperature sensors failed. Two minutes and 12 seconds later, the second sensor failed, causing the shutdown of the center engine. 8 minutes into the flight, one of the same temperature sensors in the right engine failed, and the remaining right engine temperature sensor displayed readings near the redline for engine shutdown. Quick actions of Jenny M. Howard aBooster Systems Engineer instructed the crew to "Set Limits To Inhibit" when the crew did this, no more engines would shut down based on readings from sensors on the engines. IfMs. Howard waited or did not send these instructions up to the crew on Challenger, a 2nd engine WOULD have gone down leaving Challenger with only a single engine. This incident occured on July 29 1985 at 3:00PM EDT, which was obviously before the Challenger disaster less than 7 months later. At this time, there was no way for the Astronauts to eject, or bail out. They HAD to either land the Shuttle on a runway or ditch in the water. Computer simulations of water ditches came with results of LC/LV(Loss of Crew/Loss of Vehicle). It wasnt until after after the Challenger disaster that NASA forced Astronauts to wear semi pressurized launch/landing suits(the previous launch/landing environments was "hirt-sleeves" they only wore those blue cotton overalls, no gloves, no helmets-except of STS-1 through STS-4 "test" flights where the Pilot and Commander wore ACES pressurized suits and helmets which came directly from the SR-71 program. Even the 2 ejection seats were from the SR-71. After STS-4 President Reagan proclaimed the STS or Space Transportation
System as OPERATIONAL, so the ejection seats were stripped from Columbia and crew size went from 2 up to 5-7 with 8 people being carried twice. 4 on the flight deck and the rest on the mid-deck.

After the STS-51-L disaster, in addition to the orange semi-pressure suits, NASA implemented, gloves and helmets and also a system of getting the crew OUT of the Shuttle in a situation where ditching was unavoidable. At 30,000ft they would blow the side hatch pyrotechnically, Auto-pilot would be engaged in a safe level glide path. A 12 ft "slide pole" would be extended out fo the hatch. Then the crew would attach themselves to the pole and step off and slide down the pole to its end and then freefall til tehir chutes deployed then they would fall gently into the North Atlantic where they woudl steep until rescue crews pciked them up. The purpose of the slide pole was to allow suffcient clearance of the crewmember and the left wing and the left elevons. By the time the last crew member was out of the Shuttle, altitudes would have been under 10,000ft. The bailout sequence would have to be quick and smooth as the SHuttle would be descending at glide ratio of 4.5:1 at subsonic speeds or about double that of a "flying Squirrel", at Hypersonic speeds this falls to 1:1. For every 1 foot of lost altitude, teh Shuttle would move forward by 4.5 ft at subsonic speeds. So it it dropped 10,000ft it would have moved forward by 45,000ft.
In other words, it kinda glides like a brick. Purpose built sail planes can approach ratios of 70:1, hang gliders 15:1, a fuel exhausted Boing 767-200 approx 12:1.

AT this point the Shuttle can still ATO or reach a safe orbit on a single engine, although they will have to burn this single engine for a longer duration in order to build up enough orbital velocity.

9:26-Single engine Istres OPS 104 call-This call means that the Shuttle can make it to Istres AFB if 2 engines are down.

8:54-Press to MECO(Main Engine Cut Off) call- means that they are good to move forward to previously calculated MECO times.
The pitch and the plux manouvers are when the Shuttle drops it's external fuel tank then teh Shuttle rolls over so the guy in teh 2nd row of seting in this video can unbuckle his belts and grab a camera and take photographs of the External Tank out of the top window of the Orbiter. This is done to investigate foam loss or other abnomalities of the tank. This will be the last time human eyes willl see tank as it will burn up over the Indian Ocean.

And of course the video cuts off before I can see the throttle down. So here is another in cabin video of launch. This is of shuttle Columbia, apparently after the Challenger disaster as the crew is wearing the orange suits and helmets.
http://www.youtube.com/watch?v=Ie-uoZoaMRY

3:09 throttles pulled back to beginnning to be pulled back from 104%
3:16 throttles are now at the 67% setting to reduce stress as the stack goes supersonic
3:40 shows a great pic of the stack going transonic
throttles back up at 104%
3:47 command throttles from 67% back up to 104%
3:50 throttles are back up at 104%
4:04 after the throttles are opened back up again, mission control re-checks the the Shuttle's status and is confirmed as a GO at throttleup Notice how much smoother and quieter the ride gets after going supersonic and as the atmosphere begins to thin out.
4:44 the "less than fifty" call is given, this means that the Solid Rocket Boosters combustion chambers have a pressure less than 50 psi, its now safe to jettison teh boosters and move into the 2nd stage of the system
4:46 SRB's jettison, you can here the thump of the pyros severing the connections between the SRB's and the external tank, you can also see the flash from the seperation rockets that push the boosters away form the Shuttle stack
4:50 The call of "103" is referencing the change from the 1st stage of flight(102) to the next stage which is referred to as "103"
5:05 Commander calls for open visors if you wish.
5:32 the TAL land site is Bagul if needed.
6:23 Commander states that they have broken the 50 mile space barrier and now have 4 new Astronauts.
6:45 negative return, no longer able to return to launch site or the Return To Launch Site RRLS Abort is no longer an option. They either have to perform a TAL (Trans Atlantic Landing Abort, or a Abort Once Around(AOA-Abort where the fly around the Erath once and land back in White Sand, or perform an ATO or Abort To Orbit.
6:53 Mach 13 cal
6:58 press on to Main Engine Cutoff
7:05 they can get to Banjul with 2 engines down
7:18 someone comments "there coming on now" referring to teh G loads building up as the stack becomes lighter and lighter as fuel is consumed
7:44 Mach 17 so in 50 seconds they have accelerated from 9895.6mph to 12940.4mph.
8:24 Mach 20 or 15524mph
8:28 main engins beg to throttle back to keep the stresses to teh orbiter and the Astros limited to 3g
8:45 Mach 22 or 16576mph
9:16 Mach 25 or 19030mph
9:26 MECO and you can see the seats recoil forward after being loaded back by 3.0g acceleration
9:44 that bang is the external tank being released


Sorry about the book, but - coloured sparks, JP-7 fuels being lit by Green burning self igniting TEB to get J-58 Ramjets spun up by using TWIN Big Block Chevrolet Engines, to power the fastest jet to ever be flown skirting at 90,000ft which then leads into Space Shuttle Main Engines which are the most efficient engines ever built which convert 99.5% of it's fuel into thrust which HAVE to be throttled back from 104.5% down to 65% about 45 seconds before they are shut down, just to keep the Astronauts from pulling more than 3 g;s of acceleration - simply gets me all worked up. The only thing that could top these types of topics, is talk of souped up LT5's tuning and burning and spinning 4 camshafts at 3500+rpm by a crankshaft spinning 7000+rpm.