We’ve got a variety of discussions about anti-seize on lug nuts round right here. There are people in each camps (i.e., people who’re proper and people who are mistaken), and also you’ll discover simply as a lot disagreement out in the actual world or on the web as you’ll at any of our mission automotive work days.
It’s a topic I’ve wished to jot down about for some time, however I used to be by no means certain the best way to deal with it. I’ll as effectively write a few much less controversial topic, like who’s the one true god or what’s the easiest way to get to the airport.
Anyway, I made a decision to do it this fashion: as type of a column that merely particulars my private emotions and practices–together with a number of justifications for them. You can also make your individual selections from right here since you’re a grown-up. And for those who’re a child studying this, ask an grownup what to do first, then do the alternative. We’re a lot dumber than we look.
Anyway, none of my observe automobiles have anti-seize on the lugs. It’s because, at its coronary heart, anti-seize is a lubricant. Most anti-seize compounds are going to make use of a base of some type of grease or thick oil that suspends tiny particles of high-lubricity solids like zinc, copper, graphite or aluminum inside the paste.
The paste half gives corrosion resistance, whereas the tender metals present a lot of the anti-seize properties. The tiny, tender metallic particles will deform earlier than the tougher metallic of the threads you’re utilizing them on, offering simpler launch.
So you could already see the problem right here: Placing a lubricant on threaded fasteners goes to alter the torque values required to get the identical clamping power. How a lot? Effectively, possibly so much. Like 30-40% so much. So which means your wheel nuts that have to be torqued to 85 lb.-ft. now have to be torqued to almost 120 lb.-ft. to offer the identical clamping power.
Or possibly they don’t.
Understanding how a lot lubrication is being offered by the particular sort of anti-seize you’re utilizing would require figuring out the precise compound in use, and good luck getting the corporate who combined it as much as launch that information.
Just about each torque spec you see for lug nuts can be a dry torque spec. Really, just about any torque spec you see the place a lubricant isn’t particularly famous can be a dry torque spec. And when lubricated specs are given, they may often specify the kind and strategy of lubrication.
So, on the very least, anti-seize on lug nuts goes to imply your lugs can be offering much less clamping power than they need to (if torqued to the quoted dry spec) or be stressing the {hardware} greater than they need to (needing to extend the torque to compensate for the lubrication.)
The lugs on my observe automobiles go on dry AND CLEAN. That second half is essential as a result of dust is what results in galling and galling is what results in swearing. Each couple instances they arrive off, the lugs get blasted with brake cleaner and hit with a wire brush and every little thing is nice.
Type of a special story, however I may also by no means use a thread-cutting die or a faucet on my wheel {hardware}. I’ll use a thread chaser if a thread will get barely bumped someplace–it occurs–to fold that thread again into place, however I’ll by no means use a faucet or die. And, sure, faucets, dies and thread chasers are very totally different instruments, and it’s best to have all of them in your field.
Now, discover I’ve been saying “observe automotive” so much right here. That’s as a result of these specs are completely mission vital in high-stress environments like a observe automotive.
On my truck, that solely has the wheels eliminated possibly yearly to service brake pads and in any other case simply sits outdoors within the Florida climate? Oh yeah. Anti-seize throughout these infants. Like mustard on a Dodger Canine. Simply smeared up one facet and down the different.
Look, I’m solely human.
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I exploit some type of lubricant on wheel studs on a regular basis. They’ve a variety of use, take into consideration what number of instances a wheel comes off our automobiles in a 12 months, ten years, twenty years and the damage on the threads. Observe automotive? Not into it any extra however within the day the every day tech was to torque all of the lug nuts every day. So if the lube launched and loosening it could be seen.
After I was nonetheless in Miata world, we used anti-seize on lugs for observe automobiles, as a result of it was widespread to have metal ARP studs with aluminum lugnuts, and rain by no means stopped a observe day for us. In the event that they allow us to on observe, we have been going.
I additionally would put a number of dabs on the hub face of the disc of avenue automobiles to stop the identical sort of corrosion between iron disc and aluminum wheel.
Mainly, I agree with JG. Nonetheless, anti seize on the hub heart ring (the machined floor that facilities the wheel on the hub) is suitable. Additionally, the floor of a lug nut the place it contacts the wheel is suitable. However NO to anti seize on the threads of studs or lugs.
Formulabob mentioned:
Mainly, I agree with JG. Nonetheless, anti seize on the hub heart ring (the machined floor that facilities the wheel on the hub) is suitable. Additionally, the floor of a lug nut the place it contacts the wheel is suitable. However NO to anti seize on the threads of studs or lugs.
That is the precise reverse of what I used to be instructed over time, you completely are not looking for it on the face of the lug nut.
Aspect be aware, all of the observe periods with anti-seize, by no means had one again off and I comply with the “God kills a kitten everytime you miss a curb” philosophy.
I’ve had two coffees and nonetheless cannot get my head round the concept lubricating will *cut back* clamping power. Is not that backward? Decreased drag means extra twists per unit torque? Decrease torque for a given clamp load?
I imply, I am completely on board particularly with the observations that every one the specs can be assuming dry. However lowering the drag means you will run on extra threads for a similar torque, which equates to extra clamping power, no? The dual risks being torquing to (past?) yield, and/or the identical ease of happening results in ease of loosening?
All the time dodgy suggesting this stuff after admitting to espresso consumption. If I am mistaken with caffeine, then it is the basic goodness or in any other case of my brainmeats…
JG and I go automobiles forwards and backwards a good bit–just a part of the job. I get pleasure from slathering antiseize on them like CRC sends it to me by the case, whereas he enjoys cleansing it off. Nice instance of the wholesome push and pull in any editorial division. 
Your torque calculation for lubricated fasteners is backwards. They really require much less torque to realize the identical clamping power. A equipment handbook will cowl this. Good rule of thumb is 25% much less torque. Give it some thought, you need to obtain the identical bolt stretch moist or dry. Lubrication makes it simpler to show the nut, however you continue to need it to relaxation on the similar spot on bolt/stud to realize the identical stretch and clamping power, so much less torque is required. Worrying about them backing off resulting from much less breakaway torque is a special matter, however unlikely.
In reply to jb_11 :
Ahhh… you beat me to it!! Bolt stretch develops clamping power. Torque on the nut is an oblique measurement of that. Good name.
This is a link to an old GRM thread the place I extol the virtues of my favourite model.
It is also on this thread that GRMer, LogDog graces us with this nugget of GRM board knowledge:
“The Mason/Dixon line is the place individuals change from Loc-Tite to Anti-Sieze.”
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