Crack Testing Engines
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Crack Detection and Correction Engine Builder Magazine. First off, lets get one thing perfectly clear theres no such thing as flawless. Like those shocking tabloid photos of that Hollywood actress who gets blindsided beside a bistro, even the most conscientious engine builder sometimes has to deal with surprising surface imperfections. And just as she has paparazzi to expose the damage and makeup artists to cover it up, todays engine builders can call on a number of state of the art tools and techniques to locate, identify and remediate cracks and other damage in a variety of engine components. Without excellent crack detection and repair methods, what you cant see can most definitely hurt you. Crack Detection. Depending on their locations, crack severity will vary. They tend to form, spread and get worse as heat, thermal stress, heavy loads, repeated bending and flexing, metal fatigue, pounding and vibration take their toll on a part. Cracking is an indication that an area is experiencing more stress than it can handle. Finding those cracks will enable you to determine whether you should repair or replace those parts. You simply cant afford to spend a lot of time machining or reconditioning cores or used parts that may be destined for failure. With hard to find and high value cores and parts, the decision may hinge on the extent of the damage. If the part can be repaired economically and with a high degree of success, then its probably worth fixing. But if it cant, youll have to factor in the cost to replace it. Never assume a part or a casting is okay just because you cant see any visible cracks. Always assume there may be cracks although, because engine parts are made of so many different materials these days, finding them may be a challenge. Magnetic Particle Inspection. Magnetic particle inspection is most often used to inspect cast iron or steel alloys that are ferromagnetic and can be temporarily magnetized for such things as surface cracks in and around the cylinder head combustion chambers and for inspecting crankshafts, camshafts and connecting rods. But the technique can also be used to check gears, shafts, axles and steering and suspension components for cracks, too. Magnetic particle inspection wont work on nonferrous metals such as aluminum, magnesium, titanium, nonmagnetic alloys of stainless steel or plastic. A magnetic field created in various ways causes tiny iron oxide particles that are sprayed or brushed on the part to reveal any cracks. If there are any cracks in the surface of the part, they will disrupt the magnetic field and act like a pole to attract the iron particles. The iron particles sized between. They can be dyed yellow, white, red, gray, black or other fluorescent color to improve their visibility against the metal background. With the fluorescent particles, an ultraviolet black light is required to make the particles stand out. The wet particle detection method is more sensitive than the dry method for finding very small cracks, but dry particles are better for finding cracks that may be just under the surface subsurface flaws. The light, size of the particle and even the type of electrical current your equipment can produce can impact your ability to find cracks and other anomalies. The training of the operator is imperative, and so is part cleanliness. Sometimes, casting lines or a rough surface finish on the component thats being inspected can hide cracks. Thats one of the reasons parts should have be as clean as possible with no dirt, oil, grease or carbon on the surface. Parts can be chemically cleaned, spray washed or baked in an oven, but dont shot blast them prior to inspection because blasting may peen shut small cracks that could reopen later. Experts say one of the most important parts of magnetic particle inspection comes after testing has been completed demagnetization. There are various ways to ensure the magnetism has been eliminated but dont take it for granted. Parts should be checked with a Gauss meter to make sure there is no residual magnetism. Dye Penetrant Inspection. Another method for finding surface cracks and flaws is to use a penetrating dye. Though used mostly on aluminum parts, this technique also works well on cast iron, steel, composite materials and even plastic. The theory behind this technique is that a very light oil will wick into a crack. Its the same idea as using penetrating oil to loosen a fastener except that the oil contains a dye. If the oil finds its way into a crack, the dye should then make the crack visible. Some penetrating dyes use fluorescent dyes and a black light to make the cracks stand out, while others use a chemical developer to make the dye more visible. Several different styles of penetrates are available, depending on your needs. If youre using a UV light and fluorescent dye, a shroud that blocks ambient light will make it easier to see the cracks. Cracks will glow green under the black light. With ordinary dyes, no special light is needed. Cracks usually stand out as a stark red line against the bright aluminum metal. Multi stage penetrating dyes typically use a three step process to highlight cracks. The advantage of this process is that it is simple to do and can be used with non ferrous metals. However, the drawbacks to the process are that it can only locate cracks or defects that break the surface of the part, it may be less sensitive than some other methods, it uses a relatively large amount of solution and may take extra time to complete testing. While magnetic particle inspection and penetrating dyes can do a good job revealing surface cracks, neither technique can effectively look below the surface or find damage hidden inside a casting. In this case, pressure testing can help you see whats going wrong inside the engine. It is often used in conjunction with these other methods of crack detection to check the integrity of the cooling jackets in the cylinder head and block, to find leaks other techniques cant such as porosity leaks in aluminum castings and to see if visible cracks are really leaking or not. Vacuum Testing. Vacuum testing is the same basic idea as pressure testing, except in reverse. Instead of using air pressure to test the cooling jackets for leaks, vacuum is used on a head or block after the water outlets have been plugged. If the casting holds vacuum, there are no leaks. But if it doesnt, youve found a leaker. Unfortunately, this technique does not use water or dye to pinpoint the leak so you still have to use one of the other techniques to find the leak. Its mostly a quick check for verifying the integrity of a casting. Ultrasonic Testing. More commonly used in industrial and aviation applications, ultrasonic can also be used to find internal flaws in castings and other parts. The technology uses sound waves to find cracks. A transponder generates an acoustic signal up to 2. MHz that passes into and through the part. Cracks or flaws will reflect some of the sound waves back to the detector, which allows the information to be displayed on the tester. The best applications for ultrasonic testing include heavy castings, large shafts and expensive parts that may be used for racing or extreme duty service. Ultrasonics can also be used to check the integrity of welds and welded castings. Microsoft Excel Cannot Open The Clipboard there. They can also be used to check for the integrity of cylinder wall thicknesses before or after boring.