Rimblades Ultra Alloy Wheel Rim Protectors (10 Colour Options - Black)

Product Information

One of the earliest recorded accounts of rim driven fan technology for aerospace applications took place in 1961 when the Ryan Aircraft Corporation developed the XV-5A Vertifan aircraft. The XV-5A fans were pneumatically driven by jet engine exhaust gasses acting on turbine blades located around the periphery of the aircraft’s lift producing fans. Although the fan technology was deemed a success the rim drive element was halted, and the fan design went on to be developed for the General Electric CF6 high by-pass engine designs. Wrexham's Glyndwr University welcomes collaborations with industry, universities and research organisations and has made its research openly available. (WGU) That’s why drivers are looking for ways to shield their alloys. Many are turning to alloy wheel rim protectors, which guard the edges of your alloys, to prevent damage. But, what are they, and do they work? We’ve got all the information you need to know. What are alloy wheel rim protectors?

Self-adhesive rim protectors also come in different types. Depending on the shape of your alloys, some fit alloys with flat edges, while others are designed for rounded and curved rims. Our test looked at how easy each was to fit, then we rated the protection the products offered by driving very slowly along the same stretch of kerb, noting any scuff marks to each protector or alloy wheel. Cost was the final factor. Rimblades® Original are best suited to any rim with a rounded off top edge, but will fit any rim with a continuous surface. As they are rubber based they can cope with a varied range of rim edge profiles. In basic terms, Rimblades® Original are a C shaped profile.Protect your alloy wheel rims from kerb damage and cover up existing marks using our easy to fit, self-adhesive alloy wheel protectors. If you need to remove the protectors, pull off at a 45-degree angle. Soak any adhesive residue in WD40 and heat it up to remove it. So which is better? We fitted Alloygators on the driver’s side of our test car and Rimblades on the passenger side to find out. The analysis, design, and manufacture of the bladed rotor presented unique challenges and provided some interesting and unexpected gains. The rim structure gives support to the blade tips which alleviates the bending, torsional and centrifugal stresses that normally concentrate at the root end and hub region of a fan. The dispersion of these stresses, in the bladed rotor, meant that the blade roots could be structurally and aerodynamically optimised and the adverse effects of operational blade deflections avoided. The blade roots were thinned down and there was no need for complicated dovetailing to the hub structure. Earlier attempts at dovetailing both ends of individual blades into the hub and rim structure had been abandoned on the grounds of unnecessary complication. Instead a homogenous bladed-rotor “blotor!” design was created.

First, clean the alloy wheel using a magic eraser pad and soapy water. Any residue or contaminants will affect the glue. Due to the lightweight design, although they use a 5MM wide tape, we have successfully fitted them on narrower flat lips with no issues. Rimsavers require cutting to size during each application, and are supplied in 4 x 2.1m metre lengths and will fit wheels up to and including 24” in diameter. Additionally included in the Rimsavers kit is a set of joint covers and adhesive, so even if you don’t get the cut just right, you can cover where the ends meet. The next bit is very important. Since the tapes are pressure activated, you need to go around the circumference pushing the product on with a firm pressure. A damp (not wet) cloth can assist in getting good pressure into the tape all the way round the wheel. Finish off with the joint cover cap if selected. We use a specialist 406 rubber joint bonding adhesive, so be careful not to bond your fingers together. The use of latex gloves is suggested when using the adhesive. The joint covers need to be held in place for about 1 minute until initial bond is achieved. However, permanent magnet technology did seem to offer better torque generation than inductance motor designs. So, a high voltage AC synchronous motor design was developed. The FAST-fan motors are lightweight and incorporate minimal iron stators, aluminium windings and iron-less rotors. Multi-slotted distributed windings are used to minimise torque ripple and vibration. These are only subjected to relatively low currents, because of the higher supply voltage and lower rim force requirements. Which significantly reduces the resistive heating of the air-cooled windings and increases the attainable motor efficiency to above 93%. The resulting compact concept demonstrator design has a maximum power rating of 30 kW and provides an overall Specific Power of 2.5 kW/kg. Which includes the active (circuit) and non-active (structural) components such as the. pylon, intake, nozzle, nacelle, and fans etc. Performance and testing

Lug Nut Covers

Performance predictions were made for FAST-Fan speeds up to the maximum design speed of 15,000rpm, at which the anticipated thrust is 350 N (36kg) and the average efflux velocity 112 m/s (250mph). The initial low speed qualitative testing phase (up to 5,000rpm) has demonstrated that the fan runs quietly and smoothly. This benefit was mainly attributed to two design features: the distance between the rotors provided by the structural stator and the fixed shaft construction which avoids the ‘shaft wobble’ problem inherent with rotating shafts. Initial thrust measurements already indicate that the performance is better than predicted and this is considered to be owing to the effects of thrust induced on the intake lip. The next stage of testing is intended to examine the effects of higher (up to 15,000rpm) and differential rotor speeds on the fan’s performance. Next steps We use dry steam to totally clean and decontaminate the rim surface prior to fitting and heat to accelerate bonding time. We have a comfortable waiting area or alternatively have Costa, Subway, McDonalds and a Marston’s pub within a 1 minute walk to occupy your time while we fit your Rimblades®. Climate Change has resulted from the use of engineered devices and is likely to be solved in this way too. Seemingly the challenges that lie on route to a Net Zero 2050 are surmountable, provided that the aviation community works in a spirit of collaboration and openness.

Looking at wider applications, it became evident that there was a compelling case for the adoption of rim-driven technology for larger aircraft. The results of a comparative study between the theoretical dual-stage RDF and an existing modern small fan-jet engine indicated that, as a thruster device, the RDF offers a compact and lightweight alternative to small fan-jet engines. It will operate at much lower core temperatures than a jet engine and is likely to be lighter in weight, more efficient, easier to monitor and control, quieter and offer much greater values of specific thrust. The next steps involve the design and modelling of an efficient high-thrust (≈10kN) high-speed (up to sonic airspeed), zero-emission rim-driven propulsion device for regional passenger, distributed thrust BWB business aircraft and even high-speed hovercraft applications.

A more recent account of electrical RDF technology, conducted at WGU in 2016 involved the manufacture and concept demonstration of a low-cost, plastic, 3D printed, electrical RDF intended for small UAV applications. The study successfully tested a 115mm diameter brushless DC RDF at various speeds but the fan blades and electromagnetic circuit were not optimal, and the input power and thrust values obtained from the test were considered un-representative of the true potential. Even so, the underpinning concept was considered viable and the seed was sewn for the FAST-Fan project. FAST-Fan principles