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JWL+R criteria correspond
to actual conditions of use		 Tests carried out according to JWL (Japan Light Alloy Wheel) standards are based on hypothetical conditions of use for an aluminum alloy wheel, which set out minimum strength criteria. As the graph on the right shows, items in JWL+R (JWL + RAYS extensions) standards are based on far more rigorous safety criteria than JWL standards. Naturally, we do not rely solely on JWL test protocols. Taking account of actual running conditions, we have designed a 90-degree impact test in which a one-ton weight is dropped on wheels from height of 140 mm. After this, typically by 800,000 revolutions in a post-impact drum test, the wheel is checked to determine if rolling performance has been compromised.As well as these examinations, which test for the effects of the kinds of shock that are likely to occur in accidents, the comprehensive suite of JWL+R quality tests includes rigidity testing and even visual inspection of the wheel coating. Our JWL+R Spec 2 product standards for toughness are exceptional: some products have even withstood fatigue testing designed to destroy them. Some of our JWL+R product standards are set much higher than even the levels stipulated in German TUV specifications. For RAYS it is essential to have criteria that are able to assure strength if wheels are made lighter. To make sturdy wheels that meet TUV standards all you need to do is ignore mass and make the metal thicker. JWL+R Spec 2 supports the creation of wheels by using forging methods that enable amazing strength to go hand in hand with thin metal.


Drum Endurance Test - JWL Standard
The main purpose of this test is to check the durability of the wheel rim. A wheel assembly with a tire of an appropriate type is fixed to test equipment as it would be to an automobile and a drum is rotated while radial load is applied. After a minimum of 500,000 cycles, inspection is carried out to ensure the absence of cracking, deformation, and nut loosening.
Radial Load Fatigue Test - JWL Standard
This main purpose of this test is to check the durability of the wheel disc. The rim is fixed at the flange and the wheel assembly is fixed as it would be to an automobile. After 100,000 cycles of bending stress are applied, inspection is carried out to ensure the absence of cracking, deformation, and nut loosening.



13-degree Impact Test - JWL Standard
The main purpose of test is check to both air retention by the tire and to confirm the strength of the structure joining the rim and disc. A wheel assembly with a tire of an appropriate type is fixed on a supporting jig as it would be to an automobile. From a fixed height a weight is dropped on the outer rim. After this impact, inspection is carried out to ensure the absence of cracking, deformation, and air leakage. This test is designed to simulate impact between a curb and the tire and wheel: it does not test the general strength of the rim. As mentioned elsewhere, because of the trend toward lower profile tires, wheels have become larger and the volume of air in tires has declined. Because of the trend toward lower profile tires, wheels have become larger and the volume of air in tires has declined.
Stress caused by road camber on the rim in general, and the inner rim in particular, has been rapidly increasing. Consequently, it is imperative that due attention is paid to testing the general strength of the rim.
90-degree Impact (drop) Test (1 ton weight drop from height of140 mm) - JWL+R
The main purpose of this test is to both check air retention by the tire and to confirm the strength of the structure joining the rim and disc. Although the angle that the weightis dropped from is different, this test is basically similar to the 13-degree impact test.
The dropping of the weight simulates the road impact of bumps and potholes, inspection is carried out to ensure the absence of cracking,deformation, and air leakage. Whereas the JWL 13-degree impact test is mainly intended to test the strength of the outer rim, Rays 90-degree drop test confirms the general strength of the rim with a shock that more closely simulates the type of impact that may occur in actual driving. In addition, the mass of the weight, at one ton, is considerably heavier.



Post-impact Drum Test (for 18-inch wheel, 800,000 cycles). - JWL+R
After undergoing the 90-degree impact test, the impacted wheel assembly with tire of an appropriate type is fixed to test equipment as it would be to an automobile and a drum is rotated while radial loading is applied. After a certain minimum number of cycles, 800,000 cycles for an 18-inch wheel, inspection is carried out to ensure the absence of cracking, deformation, and nut loosening. As well as testing air retention by the tire, the main purpose of this test is to check the strength of the structure adjoining rim.
RaWheel Rigidity Test (FEM hardness analysis and rim stress) - JWL+Rdial Load Fatigue Test - JWL Standard
At the design stage, wheels undergo three-dimensional analysis by computer which enables prediction of strength and the general distribution of stress nodes in the design. When the actual wheel is made, a prototype is mounted in special test equipment, where intermittent stress is applied and the amount of deformation this causes is measured. where intermittent stress is applied and the amount of deformation this causes is measured.



Wheel Coat Performance Test (Salt spray, film adhesion, weather resistance, etc.) - JWL+R
Although each auto maker sets their own differing standards, this test was designed to examine the performance of paints and coatings in normal conditions of use. The various test categories include color change from exposure to sunshine (ultraviolet radiation) and susceptibility to peeling at the edge of chips or scratches.
Mold-form forged
By simply putting a billet of aluminum alloy under pressure, a radial metal flow occurs. To make the wheel inherently tough, however, it is extremely important to control the direction and density of metal flow lines. After all, if the wheel doesn't have the strength of densely packed metal flow lines, if the metal flow lines are broken, and is unlikely to stand up to external impacts perpendicularto the flow line, it doesn't deserve to be called a forged wheel.
In RAYS mold-form forging process, from the initial stages, the direction of metal flow is controlled with molds. In wheel design,in-plane compression of the metal flow is implemented. The only way to effectively control metal flow is mold-form forging: all RAYS wheels are made using this method.



10,000 ton forge press
The most important factor for forged wheels is metal flow, which forms a grain in the metal. The finer the grain, the higher the quality of the forging. The area of the cross-section of the finished forged wheel divided by the cross-section of the original billet gives a value called the forging ratio. The greater the forging ratio, the finer the grain. To achieve a high forging ratio, it is better to apply a great deal of pressure when the metal is forced to flow. This is far from simple. Besides requiring the use of a large forging press? moreover, one that is capable of applying uniform and steady pressure while enabling rigorous temperature control? high-quality forging also requires experts who know exactly what they are doing. Unless you have adequate technology and deep expert knowledge, you can't hope to achieve high-quality forging with dense, controlled metal flow. RAYS is proud to have the only facilities in Japan with 10,000 ton press equipment. This enables us to form wheels larger than 20 inches in diameter. We do this with such uniform and high-quality metal grain formation that we can claim a place as one of the foremost wheel makers in the world.
RM8000 open mold process
Some of the molds we use are open dies. Use of these avoids excess stress when the metal flow structure is formed. They also eliminate the surface crinkling problems that inevitably occur with closed die forging. Open dies enable us to carry out reliable production of high-quality wheels with supple metal flow. This has helped us to greatly improve productivity, shorten delivery times, and reduce costs. Moreover, because internal pressure in the mold does not rise too high, good member charging efficiency has improved die design freedom. Besides greater freedom of design, the ability to control metal flow to precise formations is connected with general improvement in forged wheel quality.



RM8000 spin forging process
Until we made the RM8000 open die forging press, disc finishing was implemented in a separate process. Now, by spinning the die itself, spin forming of the rim and disc finishing can be carried out simultaneously. Rapid metal flow is facilitated which enables quick forming with high-quality, supple metal flow. Compared with the previous mold-forging process, the process itself is shorter and it has become possible to carry out volume production of high-quality forged wheels.



Mold-form forged
By simply putting a billet of aluminum alloy under pressure, a radial metal flow occurs. To make the wheel inherently tough, however, it is extremely important to control the direction and density of metal flow lines. After all, if the wheel doesn't have the strength of densely packed metal flow lines, if the metal flow lines are broken, and is unlikely to stand up to external impacts perpendicularto the flow line, it doesn't deserve to be called a forged wheel.
In RAYS mold-form forging process, from the initial stages, the direction of metal flow is controlled with molds. In wheel design,in-plane compression of the metal flow is implemented. The only way to effectively control metal flow is mold-form forging: all RAYS wheels are made using this method.
RAYS Casting Rim
By simply putting a billet of aluminum alloy under pressure, a radial metal flow occurs. To make the wheel inherently tough, however, it is extremely important to control the direction and density of metal flow lines. After all, if the wheel doesn't have the strength of densely packed metal flow lines, if the metal flow lines are broken, and is unlikely to stand up to external impacts perpendicularto the flow line, it doesn't deserve to be called a forged wheel.
In RAYS mold-form forging process, from the initial stages, the direction of metal flow is controlled with molds. In wheel design,in-plane compression of the metal flow is implemented. The only way to effectively control metal flow is mold-form forging: all RAYS wheels are made using this method.



VAIO-X Casting Rim & Steinress jacket
Free offset gives customers greater freedom for fitting wheels. It is an essential development to meet diversifying user needs. In the past, however, free offset has required welding, and thus has made it impossible to achieve weight reduction.
By finishing the entire rim circumference with ribbing, we have succeeding in reducing the mass of RAYS reinforced VAIO-X rim. While each machining operation may seem to be removing just a thin surface layer, when it is repeated several times, a significant mass is removed. Meanwhile, the ultrathin stainless steel jacket provides a luster that aluminum alloy can never match. In this way, we have created a completely new shiny wheel product. This reinforced finish is not restricted to two-piece wheels. We have also started applying it to one-piece wheels. We are determined to further improve the basic performance of RAYS Casting Wheels.
RCF (RAYS Cast Flow Forming) Method
With the application of forging technology to casting wheels, our RCF (Rays cast-flow forming) method has achieved a great leap in performance.Through the use of spinning (rolling) to form the rims of casting wheels, in the material composition there is an internal flow o f metal. This can be exploited, on the same principles as metal flow, to improve strength. These types of process are what RAYS is known for. They are currently embodied in the 57 Motor sports “G07WT”, “G07GR”and G-games “99B” and being actively playing a role in the racing field.