#41
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Bearing damage?
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#42
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Bearing damage?
Tom Keats wrote:
smack. Brinelled bearings. specifically unjoyous deployment of a 4lb hammer when the car's own function can serve the purpose, and not damage anything. How come bottom bracket bearing do NOT have this problem when a hammer is used to drive cotter pins in [1] and out on cranks? [1] No, tightening is NOT done with the nut with attaching a cottered crank. When cotter pins have to be pounded in, there's something horribly wrong. It usually happens from the bike shop who doesn't quite have the exact match of what you require, and gives you what they consider the next closest thing. It's an all too common occurrence. Anyway, bearings get ruined by being used dry of lubricant. I'd like to hear more about that. Who rides with lubricant free BB bearings? A number of Pacific Northwesters who frequently ride through deep puddles and torrential rainfalls, and don't maintain their bikes as well as they should for the prevailing conditions. Besides, no matter how you brace the spindle when pounding in cotters, the shock reaches the ball or two under the spindle. In You shouldn't have to pound them in. If you have to pound them in, they don't fit. Maybe tap them in a little, sure -- but to ~pound~ them in?! Nay. I see you don't work with these. They must be pressed in with enormous force to give enough preload and insure no "lift-off" from the small cotter face under hard torque. Those of us who lived through the steel crank + cotters can recall how they failed with excess torque if not installed forcefully enough. I can recall dealing w/ missized/misshaped cotters because they were all you could get. I also recall occasionally finding the proper cotters to match the bore. They must be driven in with a hammer or a special press. Oh God, that's such a devastation. I just stick well-fitting cotters in with my thumb. I hope you didn't miss the posting showing the hammer and press for this job, along with the special fitting for holding cotters in a vise to file them to the appropriate flat. Not only that, the also needed to be filed to the right wedge angle to match the other crank in a one side replacement. The off-the-shelf cotter not being ready to install. The flat taper was only an indication of where the flat belonged because the threaded end was offset to pass under the spindle flat. You know what's going on here -- you're trying to force the wrong-sized/wrong-shaped cotters to do the job of the right ones. Again, you cannot be speaking from experience with these things, they being out of use for about 30 years. What you say can be dispelled by bicycle shop operators on this news group. Again, it is a retention nut, not one that can be used to install the cotter, it having insufficient strength for that task. If the cotter pin is the wrong size, of course trying to tighten it will **** it up. Trying to get it out will be even worse. Don't dig yourself into a deeper hole than you were earlier. You know not of what you speak. In addition, I saw many cranks secured without more than a 1/2 lb hammer held under the crank, yet no dents in the spindle resulted. Well at least you didn't say that you did it yourself and as a 100+ lb rider used them without failure. Of course. The cotters were being smote with a hammer, not the spindles. I don't think I've ever seen a dented spindle. I've seen spindles with badly scoured cones, though. Because the bearings were run dry of lube. Where do you suppose the reaction force went if not through the spindle to the bearing cups? BB's can be done delicately. Or at least, the violence can be tightly mitigated. As opposed to stuck handlebar stems. I still have cottered crank spindles lying around that have no sign of Brinelling although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. In these rainy Pacific Northwest climes, the lower headset bearing gets the brunt of the weather, especially when unprotected by a front fender. The cup serves to guide splashed-up water into the bearing, washing the lube out. And it's a sneaky effect, because as long as the upper headset bearing is fine, everything can appear to be good. I don't think you analyzed the head bearings correctly. If they were being bathed in water, they would rust solid when parked. On inspection, they are not full of water and did not rust. As I explained, this is a fretting b=problem and that is why the upper head bearing also shows home position dimples. And yet they generally don't. Go figure. Your "stone wall" technique of response is not advancing your credibility and the rest makes clear that you have no experience with cottered crank installation. Jobst Brandt |
#43
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Bearing damage?
jim beam wrote:
Chalo wrote: jim beam wrote: Jobst Brandt wrote: although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. no jobst, you have brinelling dimples. *don't protect your ignorance like it's a virtue. How the hell would you brinell a _top_ race, or a roller bearing headset? er, by lateral loading perhaps? *by repeated impact perhaps? If your headset is made out of cream cheese, sure. But here in the real world where we use headsets with hardened steel races, there is no impact that you can transfer through a tire, or tolerate at the handgrips, that will brinell a headset-- unless you mean false brinelling. If headset races were that soft, I would use them up at a far higher rate than other riders (since I'm much heavier than other riders). In fact I use headsets for many years before they wear out and begin to index. Headset indentation from false brinelling is gradual and progressive. If it were true brinelling, it would appear suddenly after a single transient overload. Chalo |
#45
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Bearing damage?
Andrew Muzi wrote:
smack. Brinelled bearings. specifically unjoyous deployment of a 4lb hammer when the car's own function can serve the purpose, and not damage anything. How come bottom bracket bearing do NOT have this problem when a hammer is used to drive cotter pins in [1] and out on cranks? [1] No, tightening is NOT done with the nut with attaching a cottered crank. When cotter pins have to be pounded in, there's something horribly wrong. It usually happens from the bike shop who doesn't quite have the exact match of what you require, and gives you what they consider the next closest thing. It's an all too common occurrence. Anyway, bearings get ruined by being used dry of lubricant. I'd like to hear more about that. Who rides with lubricant free BB bearings? A number of Pacific Northwesters who frequently ride through deep puddles and torrential rainfalls, and don't maintain their bikes as well as they should for the prevailing conditions. Besides, no matter how you brace the spindle when pounding in cotters, the shock reaches the ball or two under the spindle. In You shouldn't have to pound them in. If you have to pound them in, they don't fit. Maybe tap them in a little, sure -- but to ~pound~ them in?! Nay. I see you don't work with these. They must be pressed in with enormous force to give enough preload and insure no "lift-off" from the small cotter face under hard torque. Those of us who lived through the steel crank + cotters can recall how they failed with excess torque if not installed forcefully enough. I can recall dealing w/ missized/misshaped cotters because they were all you could get. I also recall occasionally finding the proper cotters to match the bore. They must be driven in with a hammer or a special press. Oh God, that's such a devastation. I just stick well-fitting cotters in with my thumb. Not only that, they also needed to be filed to the right wedge angle to match the other crank in a one side replacement. The off-the-shelf cotter not being ready to install. The flat taper was only an indication of where the flat belonged because the threaded end was offset to pass under the spindle flat. You know what's going on here -- you're trying to force the wrong-sized/wrong-shaped cotters to do the job of the right ones. Again, it is a retention nut, not one that can be used to install the cotter, it having insufficient strength for that task. If the cotter pin is the wrong size, of course trying to tighten it will **** it up. Trying to get it out will be even worse. In addition, I saw many cranks secured without more than a 1/2 lb hammer held under the crank, yet no dents in the spindle resulted. Of course. The cotters were being smote with a hammer, not the spindles. I don't think I've ever seen a dented spindle. I've seen spindles with badly scoured cones, though. Because the bearings were run dry of lube. Where do you suppose the reaction force went if not through the spindle to the bearing cups? BB's can be done delicately. Or at least, the violence can be tightly mitigated. As opposed to stuck handlebar stems. I still have cottered crank spindles lying around that have no sign of Brinelling although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. In these rainy Pacific Northwest climes, the lower headset bearing gets the brunt of the weather, especially when unprotected by a front fender. The cup serves to guide splashed-up water into the bearing, washing the lube out. And it's a sneaky effect, because as long as the upper headset bearing is fine, everything can appear to be good. I don't think you analyzed the head bearings correctly. If they were being bathed in water, they would rust solid when parked. On inspection, they are not full of water and did not rust. As I explained, this is a fretting problem and that is why the upper head bearing also shows home position dimples. And yet they generally don't. Go figure. The manufacturers of steel pinned cranks seem to feel a heavy cast steel press with 42:1 leverage driven forcefully ( an able man puts out about 80 pounds with both arms just below shoulder height) is a better approach. That is a humongous amount of pressure. Here are two clever designs, a VAR #7 crank press and a set of S+S couplers: http://www.yellowjersey.org/photosfromthepast/VAR07.JPG When these cranks were still common, even new premium quality Sugino cranks on Sugino spindles would fail in a day or two of riding when the assembler neglected to remove, lubricate and press the pins properly. Although one might get a small amount of pin/spindle contact by drawing up the nut, the forces at that contact will work it free and deform the pin's surface in short order if the pin moves at all. Those of us who rode with that old stuff, learned the hard way that unless they have special tooling to shape cotters, one must replace them in pairs to insure that the angle of the flat is the same on both or the cranks won't be 180° apart. Also, the slope of the flat should be as low as possible so the contact with the spindle-flat will have grater contact at the narrow end of that elliptical surface. It's nice to see the actual tool, mine is long gone because I gave it to a friend who still had the old cranks when I switched to aluminum with square taper. He rode Cinelli cranks that were actually Magistroni. http://www.sheldonbrown.com/var/pages/var0012.html Jobst Brandt |
#46
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Bearing damage?
In article ,
writes: Andrew Muzi wrote: smack. Brinelled bearings. specifically unjoyous deployment of a 4lb hammer when the car's own function can serve the purpose, and not damage anything. How come bottom bracket bearing do NOT have this problem when a hammer is used to drive cotter pins in [1] and out on cranks? [1] No, tightening is NOT done with the nut with attaching a cottered crank. When cotter pins have to be pounded in, there's something horribly wrong. It usually happens from the bike shop who doesn't quite have the exact match of what you require, and gives you what they consider the next closest thing. It's an all too common occurrence. Anyway, bearings get ruined by being used dry of lubricant. I'd like to hear more about that. Who rides with lubricant free BB bearings? A number of Pacific Northwesters who frequently ride through deep puddles and torrential rainfalls, and don't maintain their bikes as well as they should for the prevailing conditions. Besides, no matter how you brace the spindle when pounding in cotters, the shock reaches the ball or two under the spindle. In You shouldn't have to pound them in. If you have to pound them in, they don't fit. Maybe tap them in a little, sure -- but to ~pound~ them in?! Nay. I see you don't work with these. They must be pressed in with enormous force to give enough preload and insure no "lift-off" from the small cotter face under hard torque. Those of us who lived through the steel crank + cotters can recall how they failed with excess torque if not installed forcefully enough. I can recall dealing w/ missized/misshaped cotters because they were all you could get. I also recall occasionally finding the proper cotters to match the bore. They must be driven in with a hammer or a special press. Oh God, that's such a devastation. I just stick well-fitting cotters in with my thumb. Not only that, they also needed to be filed to the right wedge angle to match the other crank in a one side replacement. The off-the-shelf cotter not being ready to install. The flat taper was only an indication of where the flat belonged because the threaded end was offset to pass under the spindle flat. You know what's going on here -- you're trying to force the wrong-sized/wrong-shaped cotters to do the job of the right ones. Again, it is a retention nut, not one that can be used to install the cotter, it having insufficient strength for that task. If the cotter pin is the wrong size, of course trying to tighten it will **** it up. Trying to get it out will be even worse. In addition, I saw many cranks secured without more than a 1/2 lb hammer held under the crank, yet no dents in the spindle resulted. Of course. The cotters were being smote with a hammer, not the spindles. I don't think I've ever seen a dented spindle. I've seen spindles with badly scoured cones, though. Because the bearings were run dry of lube. Where do you suppose the reaction force went if not through the spindle to the bearing cups? BB's can be done delicately. Or at least, the violence can be tightly mitigated. As opposed to stuck handlebar stems. I still have cottered crank spindles lying around that have no sign of Brinelling although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. In these rainy Pacific Northwest climes, the lower headset bearing gets the brunt of the weather, especially when unprotected by a front fender. The cup serves to guide splashed-up water into the bearing, washing the lube out. And it's a sneaky effect, because as long as the upper headset bearing is fine, everything can appear to be good. I don't think you analyzed the head bearings correctly. If they were being bathed in water, they would rust solid when parked. On inspection, they are not full of water and did not rust. As I explained, this is a fretting problem and that is why the upper head bearing also shows home position dimples. And yet they generally don't. Go figure. The manufacturers of steel pinned cranks seem to feel a heavy cast steel press with 42:1 leverage driven forcefully ( an able man puts out about 80 pounds with both arms just below shoulder height) is a better approach. That is a humongous amount of pressure. Here are two clever designs, a VAR #7 crank press and a set of S+S couplers: http://www.yellowjersey.org/photosfromthepast/VAR07.JPG When these cranks were still common, even new premium quality Sugino cranks on Sugino spindles would fail in a day or two of riding when the assembler neglected to remove, lubricate and press the pins properly. Although one might get a small amount of pin/spindle contact by drawing up the nut, the forces at that contact will work it free and deform the pin's surface in short order if the pin moves at all. Those of us who rode with that old stuff, learned the hard way that unless they have special tooling to shape cotters, one must replace them in pairs to insure that the angle of the flat is the same on both or the cranks won't be 180=C2=B0 apart. My father was a jeweller/watchmaker/metalsmithing guy. So I had access to a Simpson[tm] screw-cutter lathe, and some education as to how to use it imaginatively. It was some antique with numerous interchangeable cogwheels. My father's pet peeve was poorly-finished metal components with burrs & in-the-way tool marks still on them, and his nemesis was egregious swage-fitting. cheers, Tom -- Nothing is safe from me. I'm really at: tkeats curlicue vcn dot bc dot ca |
#47
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Bearing damage?
On Dec 24, 12:12*pm, wrote:
Nice item. *As you can see, those were the "good old days" of bicycle mechanics. *Fortunately Sheldon saved evidence of that. Jobst Brandt- Hide quoted text - - Show quoted text - I got a Bicycle Research Goldbar for free once because I identified a Var Cotter Press as being one and knowing what it did. I wish I had bought it instead of just the Park Dropout Alighment tools for $15.00. Chris |
#48
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Bearing damage?
On Thu, 25 Dec 2008 08:11:11 +0000, jobst.brandt wrote:
Tom Keats wrote: smack. Brinelled bearings. specifically unjoyous deployment of a 4lb hammer when the car's own function can serve the purpose, and not damage anything. How come bottom bracket bearing do NOT have this problem when a hammer is used to drive cotter pins in [1] and out on cranks? [1] No, tightening is NOT done with the nut with attaching a cottered crank. When cotter pins have to be pounded in, there's something horribly wrong. It usually happens from the bike shop who doesn't quite have the exact match of what you require, and gives you what they consider the next closest thing. It's an all too common occurrence. Anyway, bearings get ruined by being used dry of lubricant. I'd like to hear more about that. Who rides with lubricant free BB bearings? A number of Pacific Northwesters who frequently ride through deep puddles and torrential rainfalls, and don't maintain their bikes as well as they should for the prevailing conditions. Besides, no matter how you brace the spindle when pounding in cotters, the shock reaches the ball or two under the spindle. In You shouldn't have to pound them in. If you have to pound them in, they don't fit. Maybe tap them in a little, sure -- but to ~pound~ them in?! Nay. I see you don't work with these. They must be pressed in with enormous force to give enough preload and insure no "lift-off" from the small cotter face under hard torque. Those of us who lived through the steel crank + cotters can recall how they failed with excess torque if not installed forcefully enough. I can recall dealing w/ missized/misshaped cotters because they were all you could get. I also recall occasionally finding the proper cotters to match the bore. They must be driven in with a hammer or a special press. Oh God, that's such a devastation. I just stick well-fitting cotters in with my thumb. I hope you didn't miss the posting showing the hammer and press for this job, along with the special fitting for holding cotters in a vise to file them to the appropriate flat. you evidently missed those tools specifically addressing bearing damage: "eliminates the need for a hammer and possible damage to the cotter pin and bottom bracket cups" of course, this could be meaningless advertising copy from a manufacturer blowing smoke - the usual excuse of r.b.t info-phobes when confronted by something that doesn't agree with their underinformed presumption. Not only that, the also needed to be filed to the right wedge angle to match the other crank in a one side replacement. The off-the-shelf cotter not being ready to install. The flat taper was only an indication of where the flat belonged because the threaded end was offset to pass under the spindle flat. You know what's going on here -- you're trying to force the wrong-sized/wrong-shaped cotters to do the job of the right ones. Again, you cannot be speaking from experience with these things, they being out of use for about 30 years. What you say can be dispelled by bicycle shop operators on this news group. eh? it sounds /very/ much like he's speaking from experience. Again, it is a retention nut, not one that can be used to install the cotter, it having insufficient strength for that task. If the cotter pin is the wrong size, of course trying to tighten it will **** it up. Trying to get it out will be even worse. Don't dig yourself into a deeper hole than you were earlier. You know not of what you speak. quoth the great and mighty jobst brandt that knows not of brinelling damage. In addition, I saw many cranks secured without more than a 1/2 lb hammer held under the crank, yet no dents in the spindle resulted. Well at least you didn't say that you did it yourself and as a 100+ lb rider used them without failure. Of course. The cotters were being smote with a hammer, not the spindles. I don't think I've ever seen a dented spindle. I've seen spindles with badly scoured cones, though. Because the bearings were run dry of lube. Where do you suppose the reaction force went if not through the spindle to the bearing cups? BB's can be done delicately. Or at least, the violence can be tightly mitigated. As opposed to stuck handlebar stems. I still have cottered crank spindles lying around that have no sign of Brinelling although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. In these rainy Pacific Northwest climes, the lower headset bearing gets the brunt of the weather, especially when unprotected by a front fender. The cup serves to guide splashed-up water into the bearing, washing the lube out. And it's a sneaky effect, because as long as the upper headset bearing is fine, everything can appear to be good. I don't think you analyzed the head bearings correctly. If they were being bathed in water, they would rust solid when parked. On inspection, they are not full of water and did not rust. As I explained, this is a fretting b=problem and that is why the upper head bearing also shows home position dimples. And yet they generally don't. Go figure. Your "stone wall" technique of response is not advancing your credibility and the rest makes clear that you have no experience with cottered crank installation. on the contrary, his experience of messing about with cottered garbage sounds exactly like he /does/ have experience. it's the guy that doesn't think bearings brinell that seems to be having the "no experience" and "credibility" problem. |
#49
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Bearing damage?
On Thu, 25 Dec 2008 00:45:59 -0800, Chalo wrote:
jim beam wrote: Chalo wrote: jim beam wrote: Jobst Brandt wrote: although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. no jobst, you have brinelling dimples. Â*don't protect your ignorance like it's a virtue. How the hell would you brinell a _top_ race, or a roller bearing headset? er, by lateral loading perhaps? Â*by repeated impact perhaps? If your headset is made out of cream cheese, sure. But here in the real world where we use headsets with hardened steel races, there is no impact that you can transfer through a tire, or tolerate at the handgrips, that will brinell a headset-- unless you mean false brinelling. If headset races were that soft, I would use them up at a far higher rate than other riders (since I'm much heavier than other riders). In fact I use headsets for many years before they wear out and begin to index. chalo, you're knee-jerking. http://groups.google.com/group/rec.b...6cb5dd3954652c Headset indentation from false brinelling is gradual and progressive. If it were true brinelling, it would appear suddenly after a single transient overload. and it can. i have experienced significant indexing after a crash. and guess what, multiple smaller impacts can progressively indent a bearing race too. |
#50
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Bearing damage?
In article ,
A Muzi wrote: Tom Keats wrote: In article , writes: Tom Keats wrote: smack. Brinelled bearings. specifically unjoyous deployment of a 4lb hammer when the car's own function can serve the purpose, and not damage anything. How come bottom bracket bearing do NOT have this problem when a hammer is used to drive cotter pins in [1] and out on cranks? [1] No, tightening is NOT done with the nut with attaching a cottered crank. When cotter pins have to be pounded in, there's something horribly wrong. It usually happens from the bike shop who doesn't quite have the exact match of what you require, and gives you what they consider the next closest thing. It's an all too common occurrence. Anyway, bearings get ruined by being used dry of grease/lubricant. I'd like to hear more about that. Who rides with lubricant free BB bearings? A number of Pacific Northwesters who frequently ride through deep puddles and torrential rainfalls, and don't maintain their bikes as well as they should for the prevailing conditions. Besides, no matter how you brace the spindle when pounding in cotters, the shock reaches the ball or two under the spindle. In You shouldn't have to pound them in. If you have to pound them in, they don't fit. Maybe tap them in a little, sure -- but to ~pound~ them in?! Nay. I see you don't work with these. They must be pressed in with enormous force to give enough preload and insure no "lift-off" from the small cotter face under hard torque. Those of us who lived through the steel crank + cotters can recall how they failed with excess torque if not installed forcefully enough. I can recall dealing w/ missized/misshaped cotters because they were all you could get. I also recall occasionally finding the proper cotters to match the bore. They must be driven in with a hammer or a special press. Oh God, that's such a devastation. I just stick well-fitting cotters in with my thumb. Not only that, the also needed to be filed to the right wedge angle to match the other crank in a one side replacement. The off-the-shelf cotter not being ready to install. The flat taper was only an indication of where the flat belonged because the threaded end was offset to pass under the spindle flat. You know what's going on here -- you're trying to force the wrong-sized/wrong-shaped cotters to do the job of the right ones. Again, it is a retention nut, not one that can be used to install the cotter, it having insufficient strength for that task. If the cotter pin is the wrong size, of course trying to tighten it will fsck it up. Trying to get it out will be even worse. addition, I saw many cranks secured without more than a 1/2 lb hammer held under the crank, yet no dents in the spindle resulted. Of course. The cotters were being smote with a hammer, not the spindles. I don't think I've ever seen a dented spindle. I've seen spindles with badly scoured cones, though. Because the bearings were run dry of lube. Where do you suppose the reaction force went if not through the spindle to the bearing cups? BBs can be done delicatately. Or at least, the violence can be tightly mitigated. As opposed to stuck handlebar stems. I still have cottered crank spindles lying around that have no sign of Brinelling although I have a few head sets where both top and bottom ball bearings as well a roller bearing ones have fretting dimples. In these rainy Pacific Northwest climes, the lower headset bearing gets the brunt of the weather, especially when unprotected by a front fender. The cup serves to guide splashed-up water into the bearing, washing the lube out. And it's a sneaky effect, because as long as the upper headset bearing is fine, everything can appear to be good. I don't think you analyzed the head bearings correctly. If they were being bathed in water, they would rust solid when parked. On And yet they generally don't. Go figure. cheers, Tom The manufacturers of steel pinned cranks seem to feel a heavy cast steel press with 42:1 leverage driven forcefully ( an able man puts out about 80 pounds with both arms just below shoulder height) is a better approach. That is a humongous amount of pressure. Here are two clever designs, a VAR #7 crank press and a set of S+S couplers: http://www.yellowjersey.org/photosfromthepast/VAR07.JPG A bit of grease on the contact between the primary and secondary lever? I'm wondering where those water bottles have been. -- Michael Press |
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