- Joined
- Nov 22, 2008
- Messages
- 2,667
- Location
- Leeds, West Yorkshire
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- E280CDI SPORTS ESTATE and C200 KOMPRESSOR SE Coupe Auto (1.8 lit petrol)
Copper nickel and copper are both much more malleable and ductile than steel.
Of the copper alloys, copper is most-malleable, but copper-nickel is not far behind it.
90/10 copper-nickel is more malleable than 70/30 copper-nickel, although both are relatively easy to flare, and both are subject to "drift-testing" during their physical tests at the works.
The "good tip" I offered above should also be applied to the flaring of steel pipe …… and this includes ones that you buy pre-formed.
Drawn tube (of any metal) is always subject to the longitudinal defect (or spilly). This is the principal characteristic defect that you inspect for in drawn tube.
This is because any minor casting defect in the metal (for example, a gas pore or a minor inclusion of oxide) elongates during the drawing process and results in a longitudinal split of spilly.
This may be evident on the bore or on the outside of the tube.
In either case, when you flare the tube, the flare splits at the weak point and you get a split in the flare.
Copper Alloys have been used for many years in marine applications because of their salt-water corrosion resistance and resistance to bio-fouling.
In ship-building and in off-shore oil and gas, 90/10 copper-nickel dominates the market for salt-water pipelines.
Various grades of brass were used for many years, but have largely been displaced by 90/10 Cu-Ni because of its superior performance and the fact that it is less-susceptible to problems such as stress-corrosion. NES779)
For the technically-minded - The physical testing requirements for 90/10 Cu-Ni pipe that we used to use were specified in BS2871 (or the corresponding Naval Engineering Standard NES779):
Vickers hardness, HV max 95
Elongation, min 35%
Drift test - Min expansion at tube end 30%
without cracking
I'm not sure what the requirements are/were for steel brake pipe - It's not so-much my world.
Of the copper alloys, copper is most-malleable, but copper-nickel is not far behind it.
90/10 copper-nickel is more malleable than 70/30 copper-nickel, although both are relatively easy to flare, and both are subject to "drift-testing" during their physical tests at the works.
The "good tip" I offered above should also be applied to the flaring of steel pipe …… and this includes ones that you buy pre-formed.
Drawn tube (of any metal) is always subject to the longitudinal defect (or spilly). This is the principal characteristic defect that you inspect for in drawn tube.
This is because any minor casting defect in the metal (for example, a gas pore or a minor inclusion of oxide) elongates during the drawing process and results in a longitudinal split of spilly.
This may be evident on the bore or on the outside of the tube.
In either case, when you flare the tube, the flare splits at the weak point and you get a split in the flare.
Copper Alloys have been used for many years in marine applications because of their salt-water corrosion resistance and resistance to bio-fouling.
In ship-building and in off-shore oil and gas, 90/10 copper-nickel dominates the market for salt-water pipelines.
Various grades of brass were used for many years, but have largely been displaced by 90/10 Cu-Ni because of its superior performance and the fact that it is less-susceptible to problems such as stress-corrosion. NES779)
For the technically-minded - The physical testing requirements for 90/10 Cu-Ni pipe that we used to use were specified in BS2871 (or the corresponding Naval Engineering Standard NES779):
Vickers hardness, HV max 95
Elongation, min 35%
Drift test - Min expansion at tube end 30%
without cracking
I'm not sure what the requirements are/were for steel brake pipe - It's not so-much my world.
.
.
