Valve stem size12/23/2023 *Cast Steel Gate Valves available in sizes from 2″ – 48″ and class ratings 150 through 2500. *Cast steel gate valves are made of carbon steel, stainless steel, alloy steel and duplex steel. Accurately cut threads engage the yoke sleeve for positive control of disc position. Stem: The tee-head disc-stem connection prevents lateral strain on the stem for smooth, easy operation. Also, it avoids any tendency to stick in the seated position.ħ. Disc: Relia one piece flexible disc provides accurate alignment of mating seating surfaces so the valve can absorb piping strains without leakage. The surfaces are precision ground to fit accurately with the disc.Ħ. Seat Rings: Seat rings are seal welded to eliminate leak path behind rings and for long trouble-free service. Bonnet joint varies from flat face gasket-joint to ring-type bonnet joint, depending on class.ĥ. All bonnet assemblies are cast and finished to the same exacting tolerances as the bodies for accurate alignment of stems and ease of sealing. Integral Yoke & Bonnet: Some designs incorporate a two-piece bonnet and yoke. Turbulence, erosion and pressure drop are minimized.Ĥ. Body: Body is cast to provide liberal strength to meet operating conditions and to permit unobstructed flow. Outside screw and yoke, bolted bonnet, flexible or solid wedge, rising stem with top sealing.ģ. All the Seat faces are hardfaced, ground, and lapped to a mirror finish to ensure the reliable sealing performance.Ģ. The cast steel gate valves are on-off valves manufactured according to API, ANSI, ASME standard, for industrial applications.ġ. They are available in a wide variety of trims. All have straight-through ports to assure minimum turbulence, erosion, and resistance to flow. Until the acquisition by Toro, Wheel Horse still did everything as a small company would, making changes and variations mid-stream as needed to be economical.Cast steel gate valves offer the ultimate in dependable service for steam, air, gas, oil, oil vapor, and high pressure installations. It really messed with shops that expected everything to match the standard service books and fiche lookups. But the clutch certainly caused confusion when it needed service. Although like yours, if I wanted to stuff my foot in it hard and dump a bunch of gas, it was no slouch off the line.Īt least by that time everything ran on radial tires, nothing odd with sizing the wheels/tires/brakes. Sometimes both! Then I'd come along and drive the thing away like the big, docile workhorse it was. A lot of them either got their knees smacked on the wheel, or a big surprise as the torque spun the tires on a slick shop floor. Older mechanics got surprised by it, and the kids just couldn't drive it to save their lives. A real beast to drive, but plenty of power. Previous owner had specced it out with the heavy-duty clutch, 3-on-the-tree, manual everything and the bulletproof straight-six engine. In snow it would spin and you would hear a metallic sound and it was locked up. Those 820 would break loose for about 3/4 of a round then grab and the truck had some type of locked rear differential. I was fun to watch those P-off guys go on past. It didn't have anything for them after 60 MPH, I could usually pull them a car lenght off the line and another when I hit second gear. A car had to jump the light or be extremely quick to out run that truck to 60 MPH. I bought a set of 820 x 15 had the put on Lincoln rims, that solved the rear tire problem.ĭid a lot of stop light dragging back then. There was a tire shop in Kannapolis NC that retreaded stock car tires Towel City Recapping. I hit the brakes and clutch pulled it in low and smoked the tires out the door. I went hard down on the gas a up with clutch at the same time, back in to the main ill smoking both rear wheel. I chocked it down two or three times trying to back it out of the wash pit. Had all stop work and were watching to see what I did with it. All the mechanists new haw hard it was to drive, they I was 23 at the time still looked like a 18 year old kid. When I went to pick up the truck of was pulled in to the wash pit next to the garage door. They backed the cars in a pulled in to the work spaces. Hilbush Ford with in an old build wit just one garage door. At a stop light if you didn't make the first light you had to take it out of gear because you weren't going to hold it in through another light change. The rear tire lasted 8000 miles you could take off with out spinning tires. The truck had a real heavy clutch, the transporter managed to do some damage just getting it off the trailer. It was ordered with every thing heavy duty. We had 1964 Ford Pickup truck that had the larger valve stems, have not any thing with them since.
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