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So why don't their cars have 8 cylinders and 8 doors and 8 wheels. Seems like a cop-out if you ask me.
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Nov 17, 2016 17:15
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Well What Now posted:I think it's China where the number 4 is bad luck. It goes for Japan too. 四 is 4, and 死 is death in both languages and all 4 are similarly pronounced.
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Nov 17, 2016 17:38
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Powershift posted:So why don't their cars have 8 cylinders and 8 doors and 8 wheels. Just buy two, then you're covered.
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Nov 17, 2016 18:51
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charliemonster42 posted:Other than that, gently caress fractions. Quick - whats one bigger than 9/32"? Whitworth/BSF's always fun for giving people headaches over wrenching sizes, too.
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Nov 17, 2016 19:02
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Data Graham posted:Because it's half of 8 and 8 is lucky. You could be making this up and I'd still believe it.
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Nov 17, 2016 19:33
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That's the best part of numerology: any number can be proven either good or bad, given sufficient ingenuity of the investigator.
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Nov 17, 2016 20:09
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glyph posted:I wish what you said up top was true, and it seems to be for the larger sizes, 1/2" especially. 3/4 is the normal sized hex, the heavy nuts we have for the t-slot hardware for our mills are 7/8" nuts. I've been told (and it seems to bear out) that the bolt head (and presumably nut head) is 3/16" larger than the thread size. Seems to work. 1/2" head on a 5/16" thread, 9/16" head on a 3/8" thread, etc. Not sure how that works with numbered thread sizes. I guess I almost never see those with external hex heads, anyway. Maybe the big stuff is 1.5x, the middle stuff is +3/16, and the small stuff is... something else. Raluek fucked around with this message at 01:46 on Nov 18, 2016 |
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Nov 18, 2016 01:44
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This fastener chat is riveting.
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Nov 18, 2016 03:57
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Preoptopus posted:This fastener chat is riveting.
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Nov 18, 2016 05:16
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Screw you. quit nutting up this thread.
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Nov 18, 2016 05:21
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Fastener chat would be a good pitch for a new thread.
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Nov 18, 2016 05:43
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Terrible Robot posted:Fastener chat would be a good pitch for a new thread. kastein's time for glory. Better add embedded systems chat in there too! Maybe if we tap his knowledge, we won't die! DJ Commie fucked around with this message at 08:09 on Nov 18, 2016 |
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Nov 18, 2016 08:07
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Preoptopus posted:This fastener chat is riveting. Would you have us strip it?
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Nov 18, 2016 08:10
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Powershift posted:So why don't their cars have 8 cylinders and 8 doors and 8 wheels. Or 2 doors. But then it'd be a coupé out I guess.
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Nov 18, 2016 10:54
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Sagebrush posted:Hah, yep. That's the front axle, right? Same thing on my CL350. I used the rear because centerstand. Seat Safety Switch posted:But did you ever get that CB125 working again? You need to update that post. yup. http://gnarlywrench.blogspot.com/2012/08/cb125-shakedown.html
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Nov 18, 2016 20:27
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Terrible Robot posted:Fastener chat would be a good pitch for a new thread. I couldn't bare myself to turn the page. I'd just say screw it and not count the unread posts.
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Nov 18, 2016 20:36
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GnarlyCharlie4u posted:I couldn't bare myself to turn the page. I'd just say screw it and not count the unread posts. You're all nuts.
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Nov 18, 2016 21:54
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The Door Frame posted:It's 5/16. Thankfully I have never seen an SAE socket with anything larger than 32 in the denominator Ignition wrench sets almost always include 13/64 and 15/64 wrenches. 25/32 is a super common size in early Boeings, and for pre-sixties Ford stuff. Particularly flatheads.
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Nov 18, 2016 22:48
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Our new ford rangers at work have a few infuriating bolts dotted around them... M6 thread? 8MM HEAD! gently caress you you useless fuckstains, theres ZERO reason for it to be an 8mm head BECAUSE ITS loving FLANGED OUT TO THE SIZE OF A 10MM HEAD ANYWAY!
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Nov 18, 2016 23:26
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Fastener chat is the worst thread pitch I've ever heard.
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Nov 19, 2016 00:32
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honda whisperer posted:Fastener chat is the worst thread pitch I've ever heard. I'd prefer adhesive chat, but i guess I've resined to this.
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Nov 19, 2016 00:38
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honda whisperer posted:Fastener chat is the worst thread pitch I've ever heard. Terrible Robot posted:Fastener chat would be a good pitch for a new thread. Come at me bro 
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Nov 19, 2016 00:58
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DJ Commie posted:kastein's time for glory. Better add embedded systems chat in there too! I'll shank you rndmnmbr posted:Pretty sure that back in the day when US car companies changed over from SAE to mm, all they did was convert the SAE sizes they were using to mm rounding up, then gave their current car designs to an intern to do a quick copy/paste job. Which explains not only the commonly used sizes in US cars, but why you still find the occasional SAE bolt - the intern missed a few because fuckit, its not like he was getting paid to do the job. Not quite. Most parts retain their existing fastener type and size until they are phased out, and/or are chosen by whatever company designed that particular part of the car. Which is why you get weird poo poo like: - on a jeep 4.0L, every single bolt threaded into the block itself is SAE, because it was an ancient 258ci i6 dimensionally on the outside. But every single bolt threaded into the intake manifold is metric because it was redesigned in the 80s for the new motor. Except for the pipe threads, those are NPT because we're in America god damnit we don't want none of your loving BSP or metric straight thread + O-ring nonsense. - all the bolts holding the bellhousing to the engine are SAE because again, it's designed to fit where a 258 did, EXCEPT the two crank position sensor mounting bolts which are metric (and have an 11mm head!) because that was introduced with the EFI system at the same time as the new intake manifold etc. - the bolt that goes through the starter into the bellhousing is SAE, because the bellhousing pattern is again, the same, and SAE, BUT the bolt that goes the other way through the bellhousing into the starter is metric, because they introduced a new starter at the same time and it was made by Nippon-Denso so it's metric. - the studs that hold the (metric-native, designed in the 80s by New Venture Gear) transfer case to the (metric native, designed in the 80s by Aisin Warner) transmission are all SAE, because the pattern was pre-existing and each side of it was designed to be compatible with earlier components. - All the body hardware is metric EXCEPT the things (like fuel tank J-bolts, connector hold-down bolts, and selftapping sheetmetal screws) that were borrowed from existing products or were standard hardware purchased in the states for assembly and were therefore cheaper to get in SAE than metric. - all the nuts and bolts in the axle assemblies are SAE because they were existing legacy Dana/Spicer designs from previous decades, except the suspension link hardware and anything related to the calipers and unit bearings, which were new designs and thus metric. - the steering box has SAE bolts holding it to the frame, a metric pinch bolt keeping the steering column shaft hooked to it, metric O-ringed hydraulic fittings, and an SAE thread on the sector shaft to the pitman arm, because it was designed by GM to work with existing chassis parts, but new body and powertrain equipment. I think my favorites are the two starter bolts and the tcase to tranny pattern. They really throw people off. cursedshitbox posted:Post BMW Rover went with imperial threads on a metric head. its unfucking believable. Seriously? That's hosed. I've never seen GM do that (sure seems like they stick with metric for everything I've worked on except SBC stuff), but Ford I wouldn't be surprised by. The Rover hermaphroditic bolts amuse me every time you mention them. As for horrible failures, here's a 1/4" wall frame rail after a friend's flywheel exploded and went right through the bellhousing, since it was just cast aluminum:  Front of transmission:  Clutch and transmission input shaft:  Everything else:  looking up from under the truck before the engine was pulled: (if you look up from where the flywheel should be, you will see the clutch disc and what's left of the pressure plate!)  Aftermath in the engine compartment: (hi again, clutch disc)  Total damage list: engine block crank bellhousing input shaft of transmission everything inside the bellhousing exhaust fuel lines brake lines frame rail a 40" offroad tire the impact at the front of the transmission was so severe that it broke the transmission tailhousing in between the trans and the transfer case, at the back of the transmission wiring harness firewall the DBW throttle pedal oh and a big chunk of the flywheel hit the asphalt so hard it was embedded 2" deep. Most concerningly, it set the leaking fuel on fire and destroyed the throttle pedal while he had it floored, wearing only tennis shoes. He walked away without a scratch. When he rebuilt it, he put an SFI rated blowproof spun steel bellhousing in for some odd reason. kastein fucked around with this message at 01:15 on Nov 19, 2016 |
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Nov 19, 2016 01:10
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kastein posted:I'll shank you OK, so what was your friend doing that made this happen? Also, why rebuild? Is there something special about the body? Perhaps it's just me not being a mechanic, but if that happened to me, I'd scream for about an hour straight, then scrap it ASAP.
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Nov 19, 2016 02:26
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kastein posted:looking up from under the truck before the engine was pulled: (if you look up from where the flywheel should be, you will see the clutch disc and what's left of the pressure plate!)  I don't see pants and underwear on this list as things damaged.
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Nov 19, 2016 02:41
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Who's got that kastein post about the forces a clutch/flywheel undergoes at even moderate RPMs, I know someone saved it (I did but it's on a dead computer and  )edit; nevermind I trawled through his post history in this thread (30 pages!) kastein posted:Consider this. Terrible Robot fucked around with this message at 02:50 on Nov 19, 2016 |
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Nov 19, 2016 02:44
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Terrible Robot posted:Come at me bro I did try repeating the same joke louder. I'm the shitposter. 
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Nov 19, 2016 02:56
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 WARNING DANGER TO MANIFOLD  *floor falls off* (moose hit, truck didn't look bad at all until we opened the hood)
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Nov 19, 2016 06:30
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Enourmo posted:I'd prefer adhesive chat, but i guess I've resined to this. 
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Nov 19, 2016 07:40
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All these puns make me want to die, I'm tapping out.
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Nov 19, 2016 10:32
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Hopefully the puns will die out without getting into another thread. Nobody wants cross-threading.
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Nov 19, 2016 14:31
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The Twinkie Czar posted:Hopefully the puns will die out without getting into another thread. Nobody wants cross-threading. Maybe we can strip out the puns and make them into a freshly formed thread. SA needs to tap into the collective intellect here. Anyone with a problem can screw off.
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Nov 19, 2016 14:44
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You are all torquing me up pretty bad with these drat puns.Pigsfeet on Rye posted:OK, so what was your friend doing that made this happen? Also, why rebuild? Is there something special about the body? Perhaps it's just me not being a mechanic, but if that happened to me, I'd scream for about an hour straight, then scrap it ASAP. It's all in a... 1978? Jeep J10 pickup he put 1 ton axles and 40" offroad tires on, that was an LQ4 6.0L engine and an SM465 trans he had swapped in. If it had been a stock chevy truck it would be time to buy a different one off CL and move on with life. Instead he rebuilt it with another LQ4 and an NV4500. He was doing a small burnout when it happened. Has done far worse with a better brand flywheel since then. Clutch grabbed and he launched just fine, no slipping, then about 30 feet later poo poo got weird and expensive noises were heard and felt. Now that the truck has been rebuilt, and caged, this is what he does with it: https://www.youtube.com/watch?v=v2HyuqMsFKc E: and I just saw a stupid mistake I made in that flywheelpost, a 1 gram nut at 14000G would be 14kg equivalent, not 14 tonnes 
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Nov 19, 2016 14:53
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kastein posted:Now that the truck has been rebuilt, and caged, this is what he does with it: Funny story, that hot tub is actually really easy to get out of, if you're not doing burnouts. (The last time I did it, I had a front locker but open rear.) ... but then you're not doing burnouts. I thought something looked fishy with the math, but I just assumed you knew more than I did. Glad to hear I'm not crazy.
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Nov 19, 2016 18:33
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Krakkles posted:(The last time I did it, I had a front locker but open rear.)
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Nov 19, 2016 18:40
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InitialDave posted:That sounds like a somewhat odd combination, any particular logic to that? It's locked front & rear now, and I definitely prefer it this way.
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Nov 19, 2016 19:38
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Hmm, ok. It's not an approach I'd considered. I suppose it makes sense, especially if you have fiddle brakes on the rear.
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Nov 19, 2016 20:13
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Locking the front or rear first is somewhat of a religious debate. Given the choice I would probably do the same, in fact I did. That truck weighs like 5-6k and is somewhat front heavy, which makes for some difficulty getting out of the hot tub I guess. It is also pretty wide with wide tires - those are fullwidth chevy axles, 60 kingpin front and 14B rear. Having never been to Moab I can't tell you if that makes for a worse or better tire contact patch given the shape of the bowl.
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Nov 19, 2016 21:49
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kastein posted:Locking the front or rear first is somewhat of a religious debate. Given the choice I would probably do the same, in fact I did.
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Nov 19, 2016 23:33
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Is it a mechanical failure? No, not entirely. The end product is pretty successful. But there's some good stuff in here http://imgur.com/gallery/sg9FF
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Nov 20, 2016 04:03
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