Got to work with the options the manufacturer provides. Neither of two major German manufacturers I've worked for have ever showed any interest in 17/4PH. 304 or 316ss are the mainstream, with or without hard-chrome plating.
Duplex in 22% Cr form is also semi-standard, but pricey. 25% Cr is...
Yes, that's our working theory - though exactly what remains a mystery. Your Br or F maybe. Nobody is very keen to pay for analysis.
Pumps will be opened and inspected week after next. Reckon the tool steel rotor will be done by then. It will be replaced by 316ss/hard-chrome plated. Curious...
Yes, 8.6 is the pH of the slurry.
Yes, 1045 class carbon steel. Simple induction hardening where the machined item is passed through an induction loop heating to approx 850 - 900ºC. I don't have any detail on this.
It's our typical selection for general waste-water and slurry work where...
Hi,
Long time no post - and first post in the Corrosion area.
Needing advice on some rather unusual corrosion on the rotor of a progressing cavity pump. I've been working with these more than 20 years now (applications support, tech sales and some service work) and not seen anything quite...
Been a number of deeply suspect engineering decisions in the engine departments of VAG and BMW in the last 15 years or so.
Insufficient piston ring tension margins giving huge oil consumptions at low mileages. (Also Toyota though)
Ridiculously complex timing-chain arrangements with...
Hi,
Slightly unusual situation here in that we have a couple of 60s Triumph car engines running aftermarket fuel injection, with wideband O2 sensors for tuning and trim, but no catalytic converters.
One of these does not (yet) have hardened exhaust valve seats fitted and has started to...
Some years ago I briefly ran my C4 Audi A6 2.5TDI on biodiesel. Car already had c.200k miles at that point, all done on regular diesel.
I was warned that filter clogging might be an issue and was advised to carry a spare. According to the bio supplier, the clogging risk was due to the bio...
Well..... thanks Cibachrome. Those pics explain alot I reckon. (unforeseen)Packaging problem leading to geometry compromise.
The car did get to the dealership this week and they changed the "steering knuckles", which I'd call track-rod ends. Apparently this has all but cured the problem...
Thanks to all for your thoughts. It was supposed to be with the dealer today for attention - not sure whether that actually happened though. Things are strange just now...... I will find out.
I did find some text online, allegedly of MB origin, suggesting that the front diff position meant...
Gentlemen,
This is a fair bit out there on this subject on the net already, but much of it low level and questionable.
In discussion with a colleague yesterday regarding his just-purchased 2019 Mercedes GLC. Something like 10 months old, less than 8000 miles. Former owner, the Mercedes...
Mint Julep - that little trick had passed me by - thanks for pointing it out and re-posting the pic.
djhurayt - rotors/disc are to the left - I should have marked it on the sketch.
gruntguru - anti-knockback valves are an option, but shouldn't be needed. I've not seen the spring approach...
My question concerns the now rather old Girling type 16 series of brake caliper used on many UK-built cars in the 60s and 70s.
It's a robust and reliable (if rather heavy) cast iron design with two opposing pistons of 54mm diameter.
The pressure seals are simple, rectangular section rubber...
My feeling on CR is that it might just live (for a while at least) at 11:1 without boost, but adding boost will kill it very quickly. To run even moderate boost Ivymikes' numbers look much more realistic. Then there are the very valid points raised by Gruntguru.
I wouldn't sell this engine...
Interesting thread.
Seems like the mechanical aspects of the "conversion" haven't been very thoroughly thought out!
The only diesel engines I've come across running lpg without significant mechanical modification (usually different pistons to lower the CR and loose the swirl bowl), have been in...
Probably better in the pump engineering section?
Do you have control of the discharge pressure and if so, are you saying that you have to back the pressure off (open snubber valve or whatever) in order to get the flow to come up to 5,600 l/min @ 1,900 rpm? If this is the case then I would...
A little late to the party but.....
I would (also) question what actually causes the product degradation. My own experiences suggest that it isn't pressure as such that causes the degradation, but the factors that cause the pressure. That is, mostly, velocity and shear in the line, especially...
I would completely agree about the foot valve and strainer. The latter will require maintenance that won't get done and thus clog up and the former won't like the debris in the water and fail to seal, becoming a useless partial obstruction.
In my opinion this is a PD pump application...
I'm sure it will be fine to just drain most of the fuel out and refill with the correct stuff. As already noted, with up to to 10% ethanol in ordinary fuel the system components need to be resistant anyway.
I mis-fuelled in this way about 10 years ago, when one supermarket chain was still...
Interesting question.
A little out of date now but IIRC, Triumph engineers in the 60s were aiming for engine survival of 50 hours at full power.
Against this, 100,000 miles @ 30 mph average would give 3,333 running hours (though dependent on ownership, might never actually see full power use)...
Thanks for that Terry - that's very interesting information.
Gives me some ideas for discussion with the cam supplier (who is also the maker). Will be interesting to see what they have to say!
Happy New Year to you!
Regards
Nick
