All of this is interesting to me, and I'd be interested in hard numbers to
go along with the discussion. Numbers such as how far apart are the two
bearings, where is the weight of the coach applied relative to the two
bearings using stock wheels, and how much offset is there in the offset
wheels. Just for giggles, I made some assumptions about those numbers,
disregarded any kind of variables you would get from moving down the road
(such as variations in side loading, hitting bumps, crashing into things,
etc.), and did some calculations.
The assumptions I used are:
1) each front wheel sees 2500# of weight - this is approximate, perhaps a
little on the high side, perhaps not;
2) the bearings are spaced 3" apart - a quess, but close enough for me for
now, and a nice round number;
3) the design of all the components (tire, wheel, hub, etc.) makes the
point where the weight of the coach is applied to be exactly in the middle
of those bearings, or 1 1/2" from each bearing;
4) the offset from the offset wheels amounts to 4", so that the point where
the weight is applied is 4" out from where it is with the stock wheels, or 2
1/2" out from the outer bearing (4" - 1 1/2 = 2 1/2").
My calculations:
Stock wheels: both bearings see 1250# (2500# divided by 2).
Offset wheels: the inner bearing sees 2083#, and the outer bearing sees
4583# (the math for this is more complicated, but uses the 2500#, the 3"
bearing spacing, and the 2 1/2" dimension noted above. A diagram would be
needed to help explain things).
For me, I can see that the bearings are subjected to more of a load with the
offset wheels, but I don't believe that it's on the magnitude of what I've
seen posted previously. And not just one of the bearings sees a greater
load: they both do. As to whether the greater load exceeds the capacity of
the bearing or not, I don't believe that it does, but it does use up some of
the margin of safety.
Time to get back to work!
Robin
go along with the discussion. Numbers such as how far apart are the two
bearings, where is the weight of the coach applied relative to the two
bearings using stock wheels, and how much offset is there in the offset
wheels. Just for giggles, I made some assumptions about those numbers,
disregarded any kind of variables you would get from moving down the road
(such as variations in side loading, hitting bumps, crashing into things,
etc.), and did some calculations.
The assumptions I used are:
1) each front wheel sees 2500# of weight - this is approximate, perhaps a
little on the high side, perhaps not;
2) the bearings are spaced 3" apart - a quess, but close enough for me for
now, and a nice round number;
3) the design of all the components (tire, wheel, hub, etc.) makes the
point where the weight of the coach is applied to be exactly in the middle
of those bearings, or 1 1/2" from each bearing;
4) the offset from the offset wheels amounts to 4", so that the point where
the weight is applied is 4" out from where it is with the stock wheels, or 2
1/2" out from the outer bearing (4" - 1 1/2 = 2 1/2").
My calculations:
Stock wheels: both bearings see 1250# (2500# divided by 2).
Offset wheels: the inner bearing sees 2083#, and the outer bearing sees
4583# (the math for this is more complicated, but uses the 2500#, the 3"
bearing spacing, and the 2 1/2" dimension noted above. A diagram would be
needed to help explain things).
For me, I can see that the bearings are subjected to more of a load with the
offset wheels, but I don't believe that it's on the magnitude of what I've
seen posted previously. And not just one of the bearings sees a greater
load: they both do. As to whether the greater load exceeds the capacity of
the bearing or not, I don't believe that it does, but it does use up some of
the margin of safety.
Time to get back to work!
Robin
