Initial Parts G5 Titanium Lug Nuts
(100% certified & real titanium)
Hand Made To Order
- 48mm Deep
- 29 Grams per lug
- Open end OR Closed end
- Temperature regulated; CNC Machined
FREE PERSONALISED GT-R ENGRAVING!
CHOICE OF NATURAL TITANIUM
What is G5 Titanium?
Grade 5 also known as G5 Ti6Al4V, Ti-6Al-4V or Ti 6-4
It is the most commonly used alloy in the titanium industry. It has a chemical composition of 6% aluminium, 4% vanadium, 0.25% (maximum) iron, 0.2% (maximum) oxygen, and the remainder titanium. It is significantly stronger than commercially pure titanium while having the same stiffness and thermal properties (excluding thermal conductivity, which is about 60% lower in Grade 5 Ti than in CP Ti).
Among its many advantages, it is heat treatable. This grade is an excellent combination of strength, corrosion resistance, weld and fabricability.
This alpha-beta alloy is the workhorse alloy of the titanium industry. The alloy is fully heat treatable in section sizes up to 15 mm and is used up to approximately 400 °C (750 °F). Since it is the most commonly used alloy – over 70% of all alloy grades melted are a sub-grade of Ti6Al4V, its uses span many aerospace airframe and engine component uses and also major non-aerospace applications in the marine, offshore and power generation industries in particular.
Applications include but are not limited to: Blades, discs, rings, airframes, fasteners, components. Vessels, cases, hubs, forgings. Biomedical implants.
Generally, Ti-6Al-4V is used in applications up to 400 degrees Celsius. It has a density of roughly 4420 kg/m3, Young’s modulus of 120 GPa, and tensile strength of 1000 MPa. By comparison, annealed type 316 stainless steel has a density of 8000 kg/m3, modulus of 193 GPa, and tensile strength of 570 MPa. Tempered 6061 aluminium alloy has a density of 2700 kg/m3, modulus of 69 GPa, and tensile strength of 310 MPa, respectively.
Improve your Track Car: Reducing Unsprung Weight
When chasing time at the track, weight reduction is vital in helping you reduce your lap times
Unsprung, Sprung and Rotational Mass
A car’s weight can be divided into 2 categories, Sprung or Unsprung mass. Sprung weight is everything that is held up by the suspension. This includes the frame, body, engine, driver, seats, even the windshield. Unsprung weight is the mass of everything not held in suspension by your dampers, so the axles, wheels, brakes, wishbones, control arms and even the damper rods, lower bushes and fixings.
Rotational mass is the weight of objects that are spinning, like the flywheel, brake rotors, and wheels. Due to the spinning motion, the weight of these components is effectively increased.
Lowering unsprung weight can have a noticeable effect on your suspension, improving the response from the shock absorbers and keeping tires in contact with the ground more efficiently.
Studies have shown that in optimal conditions, losing 1lb of unsprung mass is equivalent to up to 20lbs of overall sprung weight reduction. In real-world scenarios, this likely is nearer to 6-10lbs but unsprung, and rotational masses should be prioritized as part of your weight reduction activities.
Decreasing the weight of a car will also help your power to weight ratio. It’s literally a win-win situation.
Many drivers report a more positive handling response and a definite improvement when reducing unsprung mass. You want to keep unsprung weight to as little as possible. This minimizes the momentum and energies that your suspension has to counter. In effect, it can make your shocks more sensitive.
Drop us a message with any questions or requests.
Tom & Rick