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Ford Mustang Mach 1

Introduction of the Mach 1

First generation

Production

1969-1973

Body style(s)

2-door coupe

Engine(s)

1969-1970

351 cu in (5.8 L) Windsor- tall deck V8

351 cu in (5.8 L) Cleveland V8

390 cu in (6.4 L) V8

428 cu in (7 L) CJ V8

1971-1973

302 cu in (4.9 L) Windsor V8

351 cu in (5.8 L) Windsor- tall deck V8

351 cu in (5.8 L) Cleveland V8

429 cu in (7 L) SCJ/CJ V8

1969 Ford Mustang Mach 1

The Ford Mustang was introduced in 1964 as a sporty “pony car” to attract younger buyers into Ford products. After only a few short years of development, Ford saw the need to create performance Mustangs to compete with GM and their release of the Chevrolet Camaro and Pontiac Firebird. While several performance options had existed in the form of factory 289′s (from the ’65s on) & factory FE engines (new for 1967 with the S-Code Engine), the vast majority of Ford Mustang’s performance mantle was carried by cars modified by the legendary Carroll Shelby. 1969 was the benchmark year for Ford Mustang in its proliferation of performance names and engines. No less than 6 factory performance Mustang models were available (Boss 302, 429, Shelby GT350, GT500 and the Mach 1). Additionally, 9 variations of V-8s were available in the ’69-’70 cars.

The new Mustang chassis, the last of the 1st generation models, allowed for larger engines than previous generations and could fit even the monstrous 429 for Ford’s planned homologation of the engine for NASCAR competition. For Ford, the Mach 1 was introduced as an in-between model, a fit between the lower priced GT and the track oriented Boss 302s and 429s. The Mach 1 started with the fastback “Sports Roof” body and added several visual and performance enhancing items such as matte black hood with hood pins, chrome gas cap and wheels, chrome exhaust tips (except 351W 2V), and dealer optional chin and rear deck spoilers, and louvers. Standard equipment was a 351W 2V Windsor motor with a 3 speed manual transmission, and a 9″ 28 spline open rear axle. A 351W 4V was optional as was a 390 4V, and the huge 428 4V Cobra Jet or with the “drag pack” option, the 428 4V Super Cobra Jet. A 4 speed manual or 3 speed FMX (small block)/C6 (big block) automatic transmission was optional, and the 428SCJ added a cast iron tailshaft in place of the regular aluminum one to the C6. A “traction lok” rear axle was optional, and the 428 CJ/SCJ included a “traction lok” with a 3.91 or 4.30 ratio, 31 spline axle shafts and a nodular case. In 1970, the 3.91 ratio was a “traction-lok”, while the 4:30 ratio was a Detroit locker. Mach 1s came with upgraded suspension to varying degrees dependent upon powertrain choices. Big block cars had front shock tower reinforcement, thicker sway bars (no rear bar for 69), and heavier springs and shocks. 428 CJ/SCJ 4 speed cars also came with staggered rear shocks. Standard on Mach 1s was a fierce but cosmetic hood scoop that had integrated turn-signal lights mounted in the back. A more functional option was the signature “Shaker hood”, an air scoop mounted directly to the top of the motor, used to collect fresh air and so named for its tendency to “shake” above the rumbling V-8 below. The interior came complete with teak wood grain details, full sound deadening material and high-back sport bucket seats. The name Mach 1 could not have been more appropriate as in 1969, Performance Buyer’s Digest put a new Mach 1 through its paces at Bonneville, breaking some 295 USAC speed and endurance records. Ford kept the Mach 1 alive into 1970 and little changed outside the visual. New Mach 1 specific bucket seats, Magnum 500 wheels, recessed taillights on a black honeycomb rear panel as well as new side and rear badging and striping were the main visual differences. Outselling the base GT model, Ford canceled the GT altogether to make the Mach 1 the primary street performance Mustang.

Production changes

1972 Ford Mustang Mach 1

With Ford’s withdrawal from Trans-Am officially following 1970, the high end Boss 302 and 429 disappeared and were replaced by the large street-oriented Boss 351. The 1971 Mustang was larger in almost every dimension, earning the nickname the “Clydesdale”. In a demonstration of defiance by long-time Ford designers over what they felt was far too much GM-style influence brought to the new-for-71 Mustang by recently acquired ex-GM designer Larry Shinoda,and new Ford president (and ex-GM man) Bunkie Knudsen, the old-school Ford trim designers made sure that the nomenclature ‘FORD’ did not appear stylistically in any visible place either on the exterior nor the interior of the new design. Their statement was meant to show that this was indeed “not really a ‘Ford’ product through and through”. In 1971 the Mach 1 started with a base engine of the 302ci based Windsor motor, with a 2 barrel carburetor. The lineup of engines included four 351 Cleveland engines: The 2-V, 4-V, the C.J.(Cobra Jet) and H.O.(BOSS 351). The H.O was canceled after mid-year 1971, and shortly thereafter the low-compression 351 ‘Cobra Jet’ became available. The lineup topped out with two 429ci options, the CJ (Cobra Jet) & SCJ (Super Cobra Jet). Mach 1s, as well as all other Mustang models (except the BOSS 351) were optionally available with the CJ and SCJ motors. The SCJ came with a drag pack V or W code rear gears, oil cooler and a different rotating assembly. 429 Super Cobra Jet engines used a Holley 4-barrel carburetor, while the Cobra Jet engines made do with a GM-sourced Rochester Quadra-Jet 4-barrel carburetor. The 1971 Mach 1 Mustang was featured in the James Bond Film, Diamonds Are Forever (1971). In this film, the Mach 1 was the first vehicle ever filmed to feature the now-famous ‘two-wheeled tilt’ stunt (driven by stunt driver ‘Bumps’ Willert from Davenport, Iowa) as Bond escapes from pursuing Las Vegas police. One of the stunt cars used in the Bond film was later featured as Jan Michael Vincent’s car in the Charles Bronson film ‘The Mechanic’. Unfortunately for the Mach 1 in its only appearance in the movie, the car was demolished by a bomb planted inside.

In 1972 the 429s were dropped from the lineup, and horsepower dropped across the board. The following year also produced the fewest Mach 1 sales of the 1971-73 generation. There are no major differences in the 1971 and 72 Mustangs externally, other than different script on the trunk panel. The only difference externally on the ’72 Mach 1 was the deletion of the 71-only pop-open gas cap on the Mach 1 for the standard Mustang twist-on gas cap for ’72 Mach 1s. Apparently, the pop-open gas caps were prone to spilling fuel in a rear end collision, so Ford discontinued their use across the board. The 302 was still the base engine, with 2 barrel or 4 barrel 351 Clevelands being the only options in the Mach 1 lineup.

1973 Ford Mustang Mach 1

In 1973, the Front end was changed to fit new bumper standards, and a new Mach 1 grille was made. The Mach 1 grille in prior years had 2 “sportlamps” horizontally across the grill on the left and right side, while the functional parking lamps rode low underneath the front bumper at the outer ends of the valance panel. In 1973, all Mustang models had the sportlamps changed to a vertical orientation at each end of the grill, and these lamps served double duty as the parking lamps also. This was necessary since the new-for-73 front bumper was larger and effectively blocked the view underneath the bumper, the previous location of the parking lamps. The rear bumper was also mounted on new bump-absorbing extensions which caused the bumper to protrude from the body about an inch farther than before. The Mach 1 graphics were also updated to a simpler, yet bolder design, which was necessitated by the change in the front bumper. Engine options remained the same as in 1972. One of the most recognizable as well as popular features of the ’71-’73 block-off plates in the scoops, so it was a visual, non-functional item. However, they could be made fully functional on models ordered with the ‘ram-air’ option. This included vacuum controlled ‘flappers’ at each scoop, and a huge fiberglass underhood ‘plenum’ that directed cool, outside air into the carburator for increased performance. The ram-air option included a two-tone hood paint treatment in either ‘matte black’ or ‘argent’ (matte silver), coordinated to the color of the Mach 1 decals and striping. In addition, all ram-air equipped Mustangs of this generation came equipped with big twist-style chrome-plated hood lock pins.

Because of the popularity of the ram-air option, but because of the trouble getting the ram-air option approved for emissions reasons, Ford offered an ‘exterior decor’ option in 1973 that consisted of the two-tone paint treatment and the hood pins, but without the actual functional components of the ‘ram air’ system. The only engine that the functional ‘ram-air’ option was available on in 1973 was the 351 2-V, even though the 351 4-V ‘Cobra Jet’ was optional on every model.

Mustang II – Mach 1 package

Second generation

Production

1974-1978

Body style(s)

2-door coupe

Engine(s)

2.8L V6

302 cu in (4.9 L) V8

Transmission(s)

4-speed manual

The Mach 1 was the performance package, fitted with the 2.8 L V6 rated at 105 hp (78 kW). The 1974 Mach 1s outsold the previous 4 years with the V6 in the light for its size 2,700 lb (1,200 kg) II. Next year the 302 was brought back into the Mustang, giving a much needed performance boost. At 140 hp (100 kW) and 240 lbfft (325 Nm) of torque, the MII was available with a 4-speed manual. It formed the top end of performance in the Mustang IIs. With 1976 came the introduction of another “performance” model, the Cobra II. In 1977 little changed but the grille of the Mustang and 1977 proved to be the lowest selling year of the Mach 1 yet, selling only 6,719 cars. It is also worth noting that four of the five years of the Mustang II are on the top-ten list of most-sold Mustangs ever. Nothing changed for 1978 other than Ford adding yet another performance model to the lineup, the King Cobra. This became the final year for the Mustang II as well as their performance models. The Mach 1 name was discontinued.

Mach 1 reborn

Ford Mustang Mach 1 New Edge

Manufacturer

Ford Motor Company

Production

20032004

Class

Muscle car

Body style(s)

2-door liftback

Platform

Ford Fox platform

Engine(s)

Modular 4.6 L (281 CID) DOHC 32 Valve V8

Transmission(s)

4-speed automatic

5-speed manual

Wheelbase

101.3 in (2573 mm)

Length

183.2 in (4653 mm)

Width

73.1 in (1857 mm)

Height

53.1 in (1349 mm)

During the 1990s, the preeminent performance Mustang was the SVT Cobra. Following the departure of the Fox chassis in 1993 and the arrival of the SN-95 in 1994, Ford also sought to eliminate the 302. (Now marketed as 5.0 Liters; although 302 CID is closer to 4.9 L ) Drawing on its newly developed OHC architecture engines known as the Modular, SVT created the 1996 and up Cobra around several variations of the 32 valve, all aluminium 4.6 liter (281 CID) V-8. Below the SVT in performance was only the GT, reintroduced in 1982 with the 302 HO “5.0″, later turning to the 16alve SOHC V-8 in 1996. While still well behind GM competition in acceleration (the base Camaro Z-28 engine from 1993 and up made 275 hp (205 kW) and rose to 305 hp (227 kW) in 1998), the sales on the new SN-95 style cars increased, so that by 2002, Mustang sales topped the combined sales figure of the Firebird and the Camaro. With GM’s withdrawal from the “Pony Car wars” in 2002, Ford had a free hand at the whole market but nonetheless created what was arguably the fastest stock Mustang up to that point in time with the 2003-2004 SVT Cobra. However, concerns over a price gap between the GT and Cobra, as well as interest in keeping sales up before the release of the all new 2005 S197 Mustang prompted the creation of two unique mid-range performance models: The 2001 1/2 Bullitt GT and the 2003 and 2004 Mach 1 both credited to Team Mustang led by Scott Hoag.

Following the stir caused by the retro 2001 “Bullitt” (A lightly modified 2001 GT, named for the famed chase Mustang driven by Steve McQueen in the movie “Bullitt”) Ford saw the value of heritage in the Mustang name and as a follow up, sought to revive the Mach 1 name. While similar to the Bullitt in the use of the Cobra’s 13 in (330 mm) Brembo front brakes, unique Tokico gas shocks and struts, and lower and stiffer springs, the Mach 1 received a huge performance gain over the base GT and even the 265 hp (198 kW) Bullitt in the form of a unique variant of the DOHC 32alve 4.6 Liter Modular V8. Commonly known by Mach 1 owners as an “R” code DOHC, (for the unique VIN engine R code) this all-aluminium engine features the same high flow heads as the 20032004 SVT Cobra, 20032004 Mercury Marauder, 20032005 Lincoln Aviator, and the 20032009 Australian Boss 5.4 L V8s (see Ford of Australia Boss 5.4 L), the engine also has intake camshafts sourced from Lincoln’s 5.4 Liter “InTech” V8 to provide more mid-range torque. The Mach 1 engine had a 10.1:1 compression ratio in contrast to the 1999 and 2001 Cobra’s 9.85:1, and the Mach 1 was equipped with a Windsor Aluminum Plant or WAP block unique from the Teksid aluminium blocks used in the 19961999 Cobras. The Mach 1 also featured a relatively high redline of 6,800 rpms (5-speed cars) and fuel cut off at 7,050 rpms or 5800 rpms (4-speed automatic). While on paper the 305 hp (228 kW) ratings seem a loss when compared to the 1999 and 2001 SVT Cobras which produced 320 hp (239 kW), in practice the Mach 1 engine produced similar peak horsepower and substantially more torque.

Further differences included the use of Ford’s 8.8-inch (220 mm) solid rear axle with a 3.55 final ratio (As opposed to SVT’s Independent Rear Suspension) also the availability of a 4 speed automatic in addition to the Tremec sourced 5 speed manual. Factory steel “Box” cross section subframe connectors were also added to increase chassis strength for both the added handling and to deal with the prodigious torque over the stock GT. Style wise, the Mach 1 was very distinct from other Mustangs as it drew heavily from the 1970 Mach 1. In addition to the matte black spoiler and hood stripe, flat black chin spoiler, Mach 1 rocker panel stripes and Mach 1 badging on the rear, there were also faux Magnum 500 polished 17×8 alloy wheels. A retro themed interior was included with well bolstered dark grey leather seats featuring 70′s style “Comfort Weave” textures, a 1970s style gauge cluster and a machined aluminium shift ball. An optional 18G interior upgrade package included stainless steel pedals, a 4-Way head restraint, aluminum finished shift boot trim ring and door lock posts, and aluminium look bezels on the dash. The most noticeable difference visually from other Mustangs was the bulging hood with cut-out and the return of a semi-legitimate “Shaker Hood”. While physically identical in placement and function (the scoop is said to be built on the same tooling as the 1970 Mach 1) it only provides a portion of air to the motor routing to the air box ahead of the MAF. It does function well as a cold air “snorkel” and a partial Ram Air at speed.

2004 saw only minor cosmetic changes to the Mach 1. 2004 Mach 1s can be identified by bare aluminium finished valve covers, as opposed to the 2003′s black finished covers. Outside, 2004 Mach 1′s wear 40th anniversary tags ahead of the doors while the 2003 has the traditional Mustang Running Pony and Tri-Color bar. The lone interior change was the deletion of the overhead “cargo net” mounted on the headliner. Despite pre-production rumors, the horsepower and torque ratings were not increased in 2004. Power rating was 305 hp (227 kW) and 320 lbft (434 Nm).

Unlike many limited edition cars, 2003 Mach 1 owners had a variety of stand out colors from which to choose. Originally the cars were offered in Black, Dark Shadow Grey Metallic, Torch Red, Zinc Yellow, Oxford White and the Mach 1 only Azure Blue. In 2004 Zinc Yellow was dropped as an option and replaced with a more vibrant yellow called Screaming Yellow, as well as an all new color called Competition Orange.

With such improvements in power and a relatively light curb weight of 3,380 lb (1,533 kg), the 2003 Mustang Mach 1 posted magazine test numbers that were impressive given its ,305 price tag. Magazine tests by Motor Trend found numbers from 13.88 seconds at 101.9 mph (164.0 km/h) for the automatic equipped 2003 Mach 1 with a 5.6 seconds 0-60 mph, up to the 5 speed’s blistering 13.2 seconds at 106.7 mph (171.7 km/h) with a 4.7 second 0-60 mph time. All this while maintaining a decent 63.5 mph (102.2 km/h) on a 600-foot (180 m) slalom and 0.85 g’s on the skidpad, though the higher CG of the larger DOHC motor has created a tendency to understeer more than the IRS equipped SVTs and lower CG and lower curb weight Bullitt GTs with the same basic suspension and brakes.

Limited in production, the 2003 and 2004 Mach 1s ended with the New Edge body platform, the discontinuation of the Fox framed unibody, and the introduction of the first new frame design since 1979 the s-197 with 9,652 2003′s and 7,182 2004′s being built, contrary to the Mach 1 originally being advertised as a one year limited run model with production set at 6,500 cars. Plans at Ford again call for a mid-range model between the Mustang GT and Shelby GT500 (Shelby has already set out with a GT-H for Hertz rental like the legendary GT-350, as well as a buyable version) but it is unlikely to be another Mach 1 as rumors are that either the Boss or the Bullitt name will be used again.

Popular Mach 1 engines

Wikimedia Commons has media related to: Ford Mustang

302ci Windsor- Short deck

Ford Boss 351 engine

351 Cleveland

351ci Windsor- tall deck

428 CJ

429 SCJ/CJ

Modular

References

^ “2003 Ford Mustang Mach 1 – First Drive & Road Test Review”. Motor Trend. 2005-02-07. http://www.motortrend.com/roadtests/coupe/112_0310_2003_ford_mustang_mach_1/index.html. Retrieved 2009-10-02. 

^ “2003 Vortech Mustang Mach 1 – Tuners”. Motor Trend. 2004-04-01. http://www.motortrend.com/features/performance/112_0404_2003_vortech_mustang_mach1/index.html. Retrieved 2009-10-02. 

^ “TheMustangSource.com | Timeline: 2003 Mustang”. Bradbarnett.net. http://bradbarnett.net/mustangs/timeline/99-04/03/. Retrieved 2009-10-02. 

^ “TheMustangSource.com | Timeline: 2004 Mustang”. Bradbarnett.net. http://bradbarnett.net/mustangs/timeline/99-04/04/. Retrieved 2009-10-02. 

^ “FORDMUSCLE webmagazine: Feature Cars 2003 Mach 1″. Fordmuscle.com. 2002-03-27. http://www.fordmuscle.com/archives/2002/03/mach1/. Retrieved 2009-10-02. 

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Ford Mustang production models and variants

Ford Mustang generations

1964-1973  1974-1978  1979-1993  1994-2004  2005-present

Ford in-house variants

SVO  SVT Cobra  Special Service Package  California Special  Mach 1  Boss 429  Boss 302  Boss 351  Bullitt  FR500C  GT500/KR  Mustang I  Giugiaro

3rd-party models

Shelby Mustang  Roush Mustang  Steeda Mustang  Saleen Mustang

Categories: Ford Mustang

More Nodular Cast Iron Articles

Ford Windsor engine – Rear Projection Bulb – China Bare Projector Lamps

Overview

The small block Ford engine uses a thin-wall cast iron block with a separate timing chain cover, made from aluminum. This feature differentiates it from later Cleveland, or 335-series engines, that use an integrated timing cover, cast in the block. All Windsors use 2-valve per cylinder heads regardless of whether they are “2V”, “4V”, or fuel-injected models. The 2V & 4V designations referred to the number of venturi (or barrels) in the carburetor, not the number of valves per cylinder. The valves are in-line and use straight 6-bolt valve covers.

Another simple differentiation between the Small Block and “335″ Cleveland series is the location of the radiator hose the Windsor routed coolant through the intake manifold, with the hose protruding horizontally, while the Cleveland had the radiator hose connecting vertically to the engine block. The Cleveland and later “Modified” engines used a canted valve design, allowing for larger valves within the same 4″ bore. Something worth noting was the fact that the Ford Engineers designed the Cleveland heads with the same bore spacing and head bolt configuration making it possible (with some light machine work) to bolt Cleveland heads to the Windsor block and in 1969 they did just that creating the Boss 302.

The oil routing in the engine block is unique in that a third passage is drilled parallel to the tappet passages. This passage ensures that oil reaches the main and cam bearings before the tappets, reducing the likelihood of lubricant starvation of the bearings (unlike the 351 Cleveland and the 385 series). The tappets are fed from an inverted ‘V’ passage cast in the rear under the intake manifold that connects with this passage and is sealed with a steel cap. The third oil passage is visible from the rear of the block with the transmission components removed. It is under and slightly right of the right bank tappet passage. The tappets on the left bank are the farthest from the oil pump and are last to be pressurized by oil upon a dry start. This gives an impression that there is insufficient lubrication, but this is normal and the noise ceases after several seconds of operation.

With the exception of the 289 HiPo, Boss 302 and 351W, all connecting rods use the same 5/16 in. dia. bolts. The rod forgings had undergone some changes throughout its history. The 221, 260 and early 289 (C2OZ-A and C3AE-D) rods used an oil squirt hole to lubricate the piston pin and rings. The oil squirt hole was discontinued in 1964. The same forging continued to be used up to 1967 and all were the same length (5.155 in.). The 302 used a shorter beam (C8OE-A 5.090 in.) but used the same cap up to 1970. In 1971 the cap design was changed from flanged to flat (D1OE-A). This was changed back to the flange design in 1988 due to fatigue failures from increased power output of fuel injection and continued until the end of production. The 289 HiPo and Boss 302 were the same length (5.155 in) used heavier beam and cap forgings and 3/8 in bolts but were machined differently. The former used square head bolts and square cut and the latter were spot faced for ‘football head’ bolts.

221

The first engine of this family, introduced for the 1962 model year as an option on the Ford Fairlane and Mercury Meteor, had a displacement of 221 cu in (3.6 L), from a 3.5 in (89 mm) bore and 2.87 in (72.9 mm) stroke, with wedge combustion chambers for excellent breathing. An advanced, compact, thinwall-casting design, it was 24 in wide, 29 in long, and 27.5 in tall (610 mm 737 mm 699 mm). It weighed only 470 lb (210 kg) dry despite its cast iron construction, making it one of the lightest and most compact V8 engines of its day.

In stock form it used a two-barrel carburetor and a compression ratio of 8.7:1, allowing the use of regular (rather than premium) gasoline. Valve diameters were 1.59 in (40.4 mm) (intake) and 1.388 in (35.3 mm) (exhaust). Rated power and torque (SAE gross) were 145 hp (108 kW) @ 4400 rpm and 216 lbft (293 Nm) @ 2200 rpm.

The 221 was dropped after the 1963 model year.

260

The second version of the Windsor, introduced during the middle of the 1962 model year, had a wider bore of 3.80 in (96.5 mm), increasing displacement to 260 cu in (4.3 L). Compression ratio was raised fractionally to 8.8:1. The engine was slightly heavier than the 221, at 482 lb (219 kg). Rated power (still SAE gross) rose to 164 hp (122 kW) @ 4400 rpm, with a peak torque of 258 lbft (350 Nm) @ 2200 rpm.

In 1962 and 1963 valve diameters remained the same as the 221, but starting in 1964 they were enlarged to 1.67 in. (42.4 mm) (intake) and 1.45 in (36.8 mm) (exhaust). Rated power was not changed.

In 1963 the 260 became the base engine on full-size Ford sedans. Later in the model year its availability was expanded to the Ford Falcon and Mercury Comet. The early “1964″ Ford Mustang also offered the 260, although it was dropped by mid-year, as did the 1964-1966 Sunbeam Tiger Mk I. The 1967 Sunbeam Tiger Mk II used the 289 CID V8 (see 289).

The special rally version of the Falcon and Comet and early AC Cobra sports cars used a high-performance version of the 260 with higher compression, hotter camshaft timing, and a four-barrel carburetor. This engine was rated (SAE gross) 260 hp (194 kW) @ 5800 rpm and 269 lbft (365 Nm) @ 4800 rpm.

Ford dropped the 260 after the 1964 model year.

289

289 Windsor V8 in a 1965 Ford Mustang

The 289 cu in (4.7 L) Windsor was also introduced in 1963. Bore was expanded to 4.0 in (102 mm), becoming the standard bore for most factory Windsor engines. The 289 weighed 506 lb (230 kg).

In 1963 the 289 was available in two forms: with a two-barrel carburetor and 8.7:1 compression, (SAE gross) rated at 195 hp (145 kW) @ 4400 rpm and 258 lbft (350 Nm) @ 2200 rpm, and with a four-barrel carburetor and 9.0:1 compression, rated at 210 hp (157 kW) @ 4400 rpm and 300 lbft (407 Nm) @ 2800 rpm. The two-barrel 289 replaced the 260 as the base V8 for full-sized Fords.

Both 1963 and 1964 versions had a five-bolt bell housing pattern that was different from later six-bolt units (Mustangs switched bolt patterns around August 3, 1964).

For 1965 the compression ratio of the base 289 was raised to 9.3:1, increasing power and torque to 200 hp (149 kW) @ 4400 rpm and 282 lbft (382 Nm) @ 2400 rpm. The four-barrel version was increased to 10.0:1 compression, and was rated at 225 hp (168 kW) @ 4800 rpm and 305 lbft (414 Nm) @ 3200 rpm.

Engine specifications were unchanged for 1966 and 1967. In 1968 the four-barrel 225 hp (168 kW) engine was dropped, leaving the two-barrel now reduced back to 195 hp (145 kW) and the HiPo. 1968 was the last year of production for the 289.

The 289 was also the engine for the first Ford Falcon GT, the XR GT. (Australia)

289 “HiPo” (K-code)

Ford 289 K-code engine in a Shelby GT 350. Note that the radiator hose connects to the intake manifold, a telltale Windsor feature.

A high-performance version of the 289 engine was introduced late in the 1963 model year as a special order for Ford Fairlanes and Mercury Comets. The engine is informally known as the “HiPo” or the K-code (after the engine letter used in the VIN of cars so equipped). Starting in June 1964, it became an option for the Mustang.

The HiPo engine was engineered to increase performance and high-RPM reliability over standard 289 fare. It had solid lifters with hotter cam timing; 10.5:1 compression; a dual point, centrifugal advance distributor; smaller combustion chamber heads with cast spring cups and screw-in studs; low restriction exhaust manifolds; and a bigger, manual choke 595 CFM carburetor (std 289 4v was 480 CFM). The water pump, fuel pump, and alternator/generator pulley were altered; fewer vanes, extra spring, and larger diameter respectively; to help handle the higher RPMs. Even the HiPo fan was unique. Bottom end improvements included thicker main bearing caps and balancer, larger diameter rod bolts, and a hardness tested and counterweighted crankshaft, all for high-rpm reliability. The HiPo carried SAE gross ratings of 271 hp (202 kW) @ 6000 rpm and 312 lbft (423 Nm) @ 3400 rpm.

The HiPo engine was used in modified form by Carroll Shelby for the 1965-1967 Shelby GT350, raising rated power to 306 hp (228 kW) @ 6000 rpm through use of special exhaust headers, an aluminum intake manifold, and a larger carburetor. The Shelby engine also had a larger oil pan with baffles to reduce oil starvation in hard cornering. Shelby also replaced the internal front press-in oil gallery plugs with a screw-in type plug to reduce chances of failure.

From 1966 to 1968, Shelby offered an optional Paxton supercharger for the 289, raising its power (on Shelby GT350s) to around 390 hp (291 kW).

The K-code HiPo engine was an expensive option and its popularity was greatly diminished after the 390 and 428 big-block engines became available in the Mustang and Fairlane lines, which offered similar power (at the expense of greater weight) for far less cost.

302

302 “4V” V8 in a 1968 Mercury Cougar

302 “Hi-Po” V8 in a 1967 Ford Mustang

Note that there was also a 302 cubic inch 335 Series engine “302 Cleveland” produced by Ford Australia for the Australian market

In 1968 the small block Ford was stroked to 3.0 in (76.2 mm), giving a total displacement of 302 CI (4.942L). The connecting rods were shortened to allow the use of the same pistons as the 289. It replaced the 289 early in the 1968 model year.

The most common form of this engine used a two-barrel carburetor, initially with 9.5:1 compression. It had hydraulic lifters and valves of 1.773 in (45 mm) (intake) and 1.442 in (36.6 mm) (exhaust), and was rated (SAE gross) at 220 hp (164 kW) @ 4600 rpm and 300 lbft (407 Nm) @ 2600 rpm. Optional was a four-barrel version rated at 250 hp (186 kW) @ 4800 rpm.

For 1968 only, a special high-performance version of the 302 was offered for the Shelby GT350[citation needed]. Its main features included an angled, high-rise aluminum or iron intake manifold, a larger Holley four-barrel carburetor, and bigger valves of 1.875 in (47.6 mm) intake and 1.6 in (41 mm) exhaust. It had a longer-duration camshaft, still with hydraulic lifters. The block was a high-strength, higher nickel content design made in Mexico. “Hecho en Mexico” casting marks are present in the lifter valley and its main strength was the appearance of much larger and stronger two-bolt main bearing caps on the engine’s bottom end. The heads had special close tolerance pushrod holes to guide the pushrods without rail rocker arms or stamped steel guide plates. The combustion chambers also featured a smaller quench design for a higher compression ratio and enhanced flow characteristics. Additionally, high flow cast exhaust manifolds similar to those on the 289 HiPO K-code engine further improved output. Heavy-duty connecting rods with high strength bolts and a nodular iron crankshaft were also included in this package. Rated power (SAE gross) was estimated at 315 hp (235 kW) @ 6000 rpm and 333 lbft (451 Nm) @ 3800 rpm. The package, which cost 2 (USD) including some other equipment, was not popular and did not return for 1969. This engine was not a factory engine. Rather, like all Shelby Mustang engines, it was modified by Shelby American in their capacity as a vehicle upfitter. This special engine is well documented in the FORD factory engine repair manual for 1968 Mustangs and Fairlanes. This engine block is considered the strongest production 302 block other than the Boss 302 and the Trans Am 302. It is considered to be on par and equal in strength to the K-code HP 289 block. The heavy duty Mexican 302 block as it now known was produced for several more years and even showed up on FORD trucks and vans throughout the late 1970s and early 1980s.

Emission regulations saw a progressive reduction in compression ratio for the 302 two-barrel, to 9.0:1 in 1972, reducing SAE gross horsepower to 210 hp (157 kW). In that year U.S. automakers began to quote horsepower in SAE net ratings; the 302 two-barrel carried a net rating of 140 hp (104 kW). By 1975 its power would drop as low as 122 hp (91 kW). Not until fuel injection began to appear in the 1980s would net power ratings rise above 200 hp (149 kW).

Throttle body fuel injection first appeared for the 302 on the Lincoln Continental in 1980, and was made standard on all applications in 1983 except manual transmission equipped Mustangs and Capris, equipped first with two-barrel(1982), then later 4-barrel carburetor(1983-85) The block was fitted with revised, taller lifter bosses to accept roller lifters, and a steel camshaft in 1985, and electronic sequential fuel injection was introduced in 1986. While sequential injection was used on the Mustang since 1986, many other vehicles, including trucks continued to use a batch fire fuel injection system. The speed-density based EFI systems used a large, two-piece, cast aluminum manifold. It was fitted on all engines through 1988, after which year it was replaced by a mass-air type measuring system, with the same manifold. The MAF system continued, with minor revisions, until the retirement of the engine in 2001.

The 302 was also offered for marine applications in both standard and reverse rotation setups.

In the 1980s the 302 became more commonly known as the 5.0 Liter, although its metric displacement (4942 cc) accurately rounds to 4.9 L. It is speculated[who?] that Ford used the “5.0″ moniker to distinguish the 302 from the 300 cu in inline Six, which was known as the 4.9. Despite its advertised displacement, Car and Driver referred to the 302 correctly as a 4.9 liter engine.

The 302 remained a mainstay of various Ford cars and trucks through early 2001, although it was progressively replaced by the 4.6 L Ford Modular engine starting in the early 1990s. The last 302 engine was produced for installation in a production vehicle was at Cleveland Engine Plant #1 in December 2000, as part of a build ahead to supply Ford of Australia, who installed their last such engine in a new vehicle in August 2002. The 302 is still available as a complete crate motor, from Ford Racing and Performance Parts.

Ford Australia also built some stroked, 5.7 L (~342 cu in) Windsors. With reworked GT40P heads (featuring larger valves), a unique eight trumpet inlet manifold, long throw crank, H beam rods and roller rockers. They produced 335 hp (250 kW) and 369 lbft (500 Nm).

Boss 302

Boss 302 engine

Main article: Ford Boss 302 engine

The Boss 302 was a performance variant of the Windsor, putting what would become Cleveland heads on a special, heavy duty, 4 bolt main Windsor block to improve rated power to 290 hp (216 kW). According to some reports, the canted valve, deep breathing, high revving engine could produce more than 310 hp (231 kW), although as delivered, it was equipped with an electrical rev limiter that restricted maximum engine speed to 6150 rpm. A bulletproof bottom end, thicker cylinder walls, steel screw-in freeze plugs, race prepped crank, special HD connecting rods and Cleveland style forged pistons kept the engine together at high speeds. The key to this engine’s power was the large port, large valve, quench chambered, free flowing heads. The Boss 302 Mustang was offered only for the 1969 and 1970 model years.

351W

351 Windsor V8 in a 1969 Ford Mustang

The 351W is often confused with the 351 Cleveland, which is a different engine of identical displacement

The 351 cu in (5.8 L) Windsor featured a 1.3 in (32.5 mm) taller deck height, allowing a stroke of 3.5 in (88.9 mm). Although related in general configuration to the 289-302 and sharing the same bell housing, motor mounts and other small parts, the 351W had a unique, tall deck block, larger main bearing caps, thicker, longer connecting rods, and a distinct firing order (1-3-7-2-6-5-4-8 vs. 1-5-4-2-6-3-7-8), adding some 25 lb (11 kg) to the engine’s dry weight. The distributor is slightly different to accommodate a larger oil pump shaft and larger oil pump. Some years had threaded dipstick tubes. It had a unique head which optimized torque over high-rpm breathing, frequently replaced by enthusiasts with aftermarket heads providing better performance. Ford offered a performance head that was a stock part on 302 equipped mid 1990′s Mustangs called the GT-40 head (casting id F3ZE-AA). The early 1969 and 1970 heads had larger valves and ports for better performance. The intake valves and ports were slightly larger on the early engines. The head castings and valve head sizes from 1969 to 1976 were different, differing in passages for air injection and spark plug diameters (69-74 18 mm, 75-up 14 mm). From 1977 onward, the 351W shared the same head casting as the 302, differing only in bolt hole diameters (7/16 inch for 302, 1/2 inch for 351W). Early blocks (casting id C9OE-6015-B had enough metal on bearing saddles 2,3 and 4 for four bolt mains) as with all SBF, were superior in strength to most late model, lightweight castings. Generally the 1969 to 1974 blocks are considered to be far superior in strength than the later blocks making these early units some of the strongest and most desirable in the entire SBF engine family including the 335 series. During the 1980s a four barrel version (intake manifold casting id E6TE-9425-B) was re-introduced for use in light trucks and vans. In 1988 fuel-injection replaced the four barrel carburetor. Roller lifters were introduced in this engine in 1994.

The original connecting rod beam (forging id C9OE-A) featured drilled oil squirt bosses to lubricate the piston pin and cylinder bore and rectangular head rod bolts mounted on broached shoulders. There were a number of fatigue failures attributed to the machining of the part and so the bolt head area was spot-faced to retain metal in the critical area, requiring the use of ‘football head’ bolts. In 1975, The beam forging (D6OE-AA) was updated with more metal in the bolt head area. The oil squirt bosses were drilled for use in export engines, where the quality of accessible lubricants was questionable. The rod cap forging remained the same on both units (part id C9OE-A). In 1982, the design of the Essex V6 engine used a new version of the 351W connecting rod (E2AE-A), the difference between the two parts was that the V6 and V8 units was machined in metric and SAE units respectively. The cap featured a longer boss for balancing than the original design.

The block underwent some changes since its inception. In 1971, The deck height was extended from 9.480 in. to 9.503 in. (casting id D1AE-6015-DA) to lower the compression ratio to reduce NOx emissions without the need to change piston or cylinder head design. In 1974 a boss was added on the front of the right cylinder bank to mount the air injection pump (casting id D4AE-A). In 1974 the oil dipstick tube moved from the timing case to the skirt under the left cylinder bank near the rear of the casting. These details made swapping older blocks from passenger cars with front sump oil pans to more recent rear-sumped Mustang and LTD/Crown Vic Ford cars more difficult unless an oil pan had the dipstick mounted therein. In the 1990s the rear main seal was changed from a two-piece component to a one-piece design and provisions for roller tappets were also added.

Introduced in 1969, it was initially rated (SAE gross) at 250 hp (186 kW) with a two-barrel carburetor or 290 hp (216 kW) with a four-barrel. When Ford switched to net power ratings in 1972 it was rated at 153 to 161 hp (114 to 120 kW), although actual, installed horsepower was only fractionally lower than in 1971.

During the 1990s, motor enthusiasts were modifying 351 Cleveland 2V cylinder heads (by re-routing coolant exit from the block surfaces to the intake manifold surfaces) for use in the 351W resulting in the Clevor (a portmanteau of Cleveland and Windsor). This modification requires the use of custom pistons by reason of differing combustion chamber terrain (canted valves vs. straight valves) and intake manifolds for the Boss 302 was not wide enough and the intake ports were too large. This combination yielded the horsepower potential of the 351C with the ruggedness of the 351W small block. This was possible because more 351C 2V cylinder heads were made than corresponding engine blocks (the 351M and 400 used the same head as the 351C 2V).

Boss 351

Main article: Ford Boss 351 engine

It is a crate engine version from Ford Racing.

255

In 1980, a very urgent need to meet EPA CAFE standards led to the creation of the 255 cu in (4.2 L) version, essentially a 302 with the cylinder bores downcored to 3.68 in (93.5 mm). Rated power (SAE net) was 115-122 hp (86-91 kW), depending on year and application. Cylinder heads used smaller combustion chambers and smaller valves and the intake ports were ovals whereas the others were rectangular. The only externally visible cue was the use of an open runner intake manifold with a stamped steel lifter valley cover attached to its underside, giving the appearance of previous generation engines, such as the Y-Block and the MEL. It was optional in Fox chassis cars including the Mustang and corporate cousin Mercury Capri, Thunderbird, Fairmont, and standard equipment in the Ford LTD. Poorly received thanks to its dismal performance and mediocre fuel economy, it was dropped after the 1982 model year, and is considered one of the worst modern Ford engines.

See also

List of Ford engines

References

^ http://www.fpv.com.au/theheritage/falcon/2001auiiite50andts50.aspx

External links

foxbodychallenge.com – Website & database dedicated Ford Mustang & the 302ho

302w.com – Website & Forums dedicated to the Ford Windsor 302 Engine

Short descriptions of Ford overhead valve V8 engines

Pirates Of Horsepower – blog on building a 351w Ford stroker

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Categories: History of Windsor, Ontario | Ford enginesHidden categories: Articles lacking sources from February 2008 | All articles lacking sources | Articles that may contain original research from August 2008 | Articles needing cleanup from February 2008 | All pages needing cleanup | All articles with unsourced statements | Articles with unsourced statements from June 2008 | All articles with specifically-marked weasel-worded phrases | Articles with specifically-marked weasel-worded phrases from February 2009

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Castiron Christmas Tree Stand

Cast iron christmas tree stand is specially design for christmas tree. As the month of December starts world wide people who belongs to Christianity starts there preparation to celebrate there religious event Christmas, this event is celebrated on 25th of December every year .The interesting thing about this event is that people world wide try to make beautiful artificial christmas tree, History says that first artificial tree is made in 19th century in Germany. The christmas tree looks like pine tree so to made artificial tree it requires hard work and time, so for that’s purpose it is necessary to do safety measures. The most important thing is that the stand by which tree is given support have to be strong and matches with the color of tree or with the decorated stuff present on tree, so for this purpose cast iron christmas tree stand is the best one.
Type Of Cast Iron Christmas Tree Stand

Cast iron is actually alloy of different elements such as carbon, silicon, nickel etc. Some of the types of cast iron tree stand are following

* Grey cast iron tree stand

* White cast iron tree stand

* Ductile or nodular iron tree stand

* Malleable iron tree stand

* Ni-hard type 2

* Ni-resist type 2

By help of all these types we can make tree stand
Benefits Of Using Cast Iron Christmas Tree Stand

There are lots of benefits of using of cast iron tree stand some of them are as following

* Cast iron stand provide strong support to tree.

* Cast iron stand will balance the tree.

* Cast iron stand have long time warranty.

How To Buy Cast Iron Christmas Tree Stand

Day by day as technology is taking its steps to success so our company is also introducing news ways and methods to buy our products. Some of easy and fast methods to get your cast iron christmas tree stand are as follow
Buy cast iron tree stand through message:

Customers can buy these beautiful and durable tree stands by sending massage to company numbers.
Stalls outside all city main church:

Some companies establishes stalls of tree stand outside of all the famous city church which will make easy to buy your cast iron tree stand after or before you worship.
Through internet:

Customer can also order tree stand by visiting website and pay for it by credit card.

This year some companies are giving amazing offer to their customers. Those who buy two stands then they get one cast iron christmas tree stand free
Cast Iron Christmas Tree Stand

Grade specific brochures are available for download at www.mitsubishicarbide.com Experience Mitsubishi Carbide’s Patented Online Catalog at www.mitsubishicarbide.net Additional Mitsubishi Cutting Tool Videos can be found at www.mitsubishicarbide.com Note: (Mitsubishi Carbide continually updates the Online Catalog for New products and product expansions including downloadable CAD files) Mitsubishi CVD coated grades UC5105 and UC5115 are ideal for turning a variety of Gray and Ductile Iron. UC5105 and UC5115 “All Black Super- Smooth Coating” technology combined with our very own K05 and K15 substrates provides that balance of wear resistance and toughness you been waiting for. UC5105 and UC5115 is available in “traditional” Std, GH and Flat Top breakers but due to the grades success at high speed turning of steel, we expanded the offering to include wipers and wide variety of popular “Steel” breakers. UC5105 grade consist of an extremely hard cemented carbide substrate and is effective for high-speed turning or cast iron and ductile cast iron. UC5115 grade has a tough and wear resistant substrate making it ideal for more difficult and unstable turning of gray, ductile, nodular cast iron and steel turning. This excellent balance of wear and fracture resistance also makes it suitable for select High Chrome Iron Alloys and Powder Metals. Secure technical inquires can be submitted to Mitsubishi Materials at www.mitsubishicarbide.com Additional questions please contact …
Video Rating: 5 / 5

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Importance of High pressure pump

Most often high-pressure pumps are used at different commercial and industrial applications. A simple that can generate pressure is known as pump. A pump can be high pressure pump if it can generate a pressure exceeding 800 psi. A moderate high-pressure pump can generate pressure between 800 to 3000 psi. There are very high-pressure pumps and ultra high-pressure pumps also. An ultra high-pressure pump generates a pressure between 10,000 psi to 40,000 psi and a very high-pressure pump delivers a pressure between 3000 psi to 5000 psi. These pumps are used where some substance liquid or gas is needed to be moved.

Different high-pressure pumps come with different features. They may include stop function, timer, flow rate display, multifunction valves and many other features. When you purchase a high-pressure pump take into account a few important considerations. You should consider things like output flow rate, output pressure and applicable substance. The output flow rate is measured in terms of liters, milliliters, quarts and gallons per minute or per hours whereas output pressure is measured as pounds per square inch. You must also consider the applicable substance as if the substance is corrosive type, you will need a corrosion-free pump. Make sure that high-pressure pumps are designed to work effectively when the user put them to use.

High-pressure pumps are used in variety of applications. You should high-pressure pump for the kind of product you are using it. Once you purchase a pressure pump, it is important to maintain them to keep them functioning for longer. A little maintenance can prevent pump failure and save your money and time.

High-pressure pumps are known for their reliability and long-life. There are thousands of applications where they are used including pressure cleaning, car wash, reverse osmosis, oil processing, CO2 and foam fighting and DI water misting. Since these pumps are used to transport several types of liquids, their wet ends are available in stainless steel, nodular cast iron and bronze.

If you require Water pumps you can search online for the manufacturers providing these products.

Use of High Pressure Pump

Most high pressure pumps are designed specifically for commercial and industrial situations. They will move air or liquid at a smooth, even pace. Depending on the model, a high pressure pump may be programmable or come with a timer, flow rate display, stop function, multifunction valves and other features. There are certain things that should be considered before purchasing a high pressure pump. Look at the output flow rate, measured in milliliters, liters, quarts or gallons per minute or hour, output pressure, measured in pounds per square inch, and applicable substances, as corrosive liquids require corrosion-resistant high pressure pumps. Know what you need from a high pressure pump. High pressure pumps are made to work effectively but only when they are utilized as the manufacturer intended. This means that you need to know your jobs.

The uses of high pressure pumps are almost limitless, and so are the options available. Check out the right high pressure pump for the type of product you need. Maintain your high pressure pumps. A small investment in maintenance and repair can prevent pump failure, saving you big bucks. Use a consumer-safe grease to maintain high pressure water supply pumps. Keep your pumps on a regular maintenance schedule to get the most out of your investment. High- pressure liquid pumps are known around the world as dependable, continuous duty, long-life pumps. The high-pressure pumps are used in thousands of applications. Their corrosion resistant liquid-ends and heavy-duty drive-ends are essential features in continuous-duty, high-pressure applications including carwash, pressure cleaning, reverse osmosis, chemical and oil processing, DI water misting, CO2 and foam firefighting.

The high pressure pumps are suited for high pressure cleaning and reverse osmosis. The triplex pumps operate at low stroke rates. The pumps can be used for various types of fluids since the pump wet end is available in nodular cast iron, stainless steel or bronze. Large valve diameters ensure uniform flow and minimal pulsation. A variety of accessories and drive types are available. COMET manufacturers a fantastic and durable line of high pressure pumps in a variety of series. CAT offers the Triplex plunger design which offers a very smooth flow. Maximum seal life is protected by high pressure seals and ground ceramic plungers. Triplex pumps provide 3 GPM at pressures up to 2500 PSI. AR Triplex Plunger Pumps are used in many diverse applications. Composed of die cast bodies and brass heads they offer extreme life expectancies. Over-sized bearings also assure precise shaft alignment.

Proper care and maintenance will also guarantee that you get the most from your high pressure pump. Prevent your high pressure pump from freezing by using only environmentally friendly or RV antifreeze. This is always something that should be done faithfully before any type of storage is done. Every few months the oil must be changed or after every 500 hours of use. The owner manuals will indicate that the first oil change should take place after only 50 hours of operation. Flush water valves and detergent injectors with plain water on a regular basis after use. Never store pump with any water in it. Check before using any chemicals in your high pressure pump and always use a line strainer (50 mesh minimum).

Lathes Questions and Answers

More Lathesquestions please visit : MachineryFAQ.com

What type of gears does a pillar drill and lathe use and why these types instead of a more simple type of gear?
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Spring City’s Ductile Iron Lampposts

Ductile iron, also called ductile cast iron or nodular cast iron, is a kind of cast iron invented in 1942. Ductile iron is composed of spherical graphite instead of flakes which is visible in grey iron and is made by treating molten iron with magnesium. While most varieties of cast iron are brittle, ductile iron is much more ductile.

This is attained through multifaceted metallurgy and foundry process control. Ductile Iron has been successful as it offers a blend of versatility and properties not available in any of its rivals. Its cast ability, mach inability, dampening properties, and economy of production are almost equal to those for which Gray Iron is famous, but its mechanical properties – strength, wear resistance, fatigue strength, toughness and ductility are competitive with many casts, forged and fabricated steel components.

The American Association of State Highway and Transportation Officials (AASHTO) are the nationally recognized standards organization for the analysis of lighting structures. They allow the bending strength of ductile iron to be 3 to 4 times that of cast aluminum and grey iron.

Spring City is self-assured that their ductile iron lamppost will last the lifetime of our project. Their ductile iron products are practically durable and have been known to endure some of the most extreme moments in American history. If we choose to buy Spring City’s ductile iron lamppost for steel shafts, we will be investing our money in a value product that will look new for many years to come! This wide-ranging warranty covers the products to be free from defects in material and workmanship under normal use and operation for twenty-five years.

The Benefits of Choosing a Ductile Iron Lamppost

• 25 Year Warranty Available

• Quickly replacing cast steel in structural applications

• Stronger than cast iron and cast aluminum

• High impact strength

• Does not become brittle unlike aluminum

• Excellent dampening qualities – Perfect for bridge applications

• Service life is 3 times as long as that of cast aluminum

Ductile iron in China

Ductile iron is also known as nodular cast iron, spheroidal graphite iron, spherulitic iron.

 

Ductile iron is a kind of spherical graphite cast iron. The globalization and inoculation processes effectively improved the mechanical properties, particularly increased plasticity and toughness, which is higher than the strength of carbon steel.

Ductile iron is a kind of malleable iron. Ductile iron in the graphite shape was spherical. As the spherical graphite metal matrix separated the role of smaller, so it has high strength, ductility and toughness, so a wider application, in some cases can replace the carbon steel. Ductile iron is widely used in construction tools, equipment manufacturing, such as flat-panel buttons, butterfly buckle, wall nuts, washers and other fields.

Carbon steel has less than 0.3% carbon content, while the cast iron and ductile iron with carbon content the amount of at least 3%. The low-carbon steel makes the existence of carbon as free graphite sheet structure will not form. Cast iron in the natural form of carbon free form of graphite sheets. During inoculation period, the graphite sheet change through special processing methods into a tiny ball. This improvement made after the ball made of cast iron ductile iron and steel than the more superior compared to the physical properties.

Ductile Iron Grade:
ASTM A536 – 60-40-18, 65-45-12, 70-50-05;
DIN 1693 – GGG40, GGG50; DIN EN 1563 – EN-GJS-350, EN-GJS-400-15, EN-GJS-450-10, EN-GJS-500-7;
ISO 1083 – 400-15, 400-18, 450-10, 500-7;
JIS G5502 – FCD400-15, FCD400-18, FCD450-10, FCD500-7;
BS 2789 – 400/18, 420/12, 450/10, 500/7.

 

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This is the Sandvik Coromant CoroMill 490 three inch facemill with ten inserts rough milling a nodular cast iron part on a Mazak
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