Alloy Wheels

Higher-end cars typically come with alloy wheels rather than basic steel wheels covered with a
hubcap called mag-wheels because they were made of an alloy of magnesium. Today’s alloy
wheels are made of an aluminum alloy, which is far more durable. Aluminum alloy wheels are
not only more attractive than standard steel wheels; they are also a fraction of the weight and
therefore require less energy to rotate. This contributes to greater fuel efficiency as well as better
handling, acceleration and breaking. Manufacturing them begins with high-grade aluminum alloy
containing ninety-seven percent aluminum. A furnace heats the ingot to 7500C. They liquefy in
about 25 minutes. The molten aluminum then flows directly to a mixer in which they inject
argon gas, which enables them to remove the hydrogen. This increases the density, making the
aluminum less porous when solidified. After adding powder titanium, magnesium and other
metallic elements to further strengthen the aluminum, they blend in flux, a chemical which draws
aluminum oxide to the surface. They skim off this impurity along with the flux and the liquid
aluminum is ready for casting. The wheel mold is made of high-strength steel. It’s actually a set
of three molds. The upper mold which forms the inside face and the real, the four-part side mold
which forms the edge and the lower mold which forms the other face. That’s the side with the
design, so this is the most intricate mold. It takes three to four weeks to produce a mold.
Computer simulations check the flow and temperature of a liquid aluminum, factors critical for
preventing casting defects. The casting machine is designed to fill the mold from the bottom by
pressurized injection. Injecting upward through the bottom rather than pouring downward into
the top reduces the risk of air bubbles which cause defects. Right before casting, the molten
metal flows through a filter sheet made of high temperature resistant ceramic. This traps
additional aluminum oxide. Once cast, the aluminum takes about seven to ten minutes to
solidify. Then the mold automatically opens releasing the newly cast wheel. Workers submerge
it in lukewarm water for a few minutes. This cools it down enough to be handled. The wheel
undergoes a complex heat treatment process that takes 12 hours from start to finish. First, they
heat the wheel to 5000C. This rearranges the molecular structure, strengthening the metal. Next,
what’s known as quenching; they submerge the wheel in 80 degree water for 30 seconds. This
locks in that new strength. Then they re-heat the wheel, this time to 1800C for nine hours to
further stabilize the metal. The wheel doesn’t come out of the mold in perfect condition. The
edges are rough due to some excess metal that has to be trimmed off so they mount the wheel on
a computer-guided lathe. Its precision machines the sides, refining them to within 0.05 mm of the
measurements specified in the technical drawings. As for the more intricate face of the wheel, a
worker manually trims the edges with a blade. The shape now finalized, it’s time to test the
wheel to make sure it’s airtight. While pumping air into the wheel, they submerge it in water.
Should any air bubbles appear, it would mean there is a pinhole in the metal or some shrinkage,
in which case the wheel would fail inspection. No bubbles, the wheel proceeds to the automated
painting line. First a base coat; then a coat of color, which can be anything from classic silver or
black to a flashier shade. Then a clear coat to protect the paint and prevent corrosion. From every
1500 or so wheels the factory randomly selects two or three to test for performance and wear.
Workers install the decorative cap that covers the center hub. It typically bears the specific
brand’s logo; then a final cosmetic inspection to make sure these aluminum alloy wheels look as
good as they perform.