VI Clamping force

The main thing I took away from this exercise was how clamping force transfers dry vs lubed. When we stretched the bolts dry they would usually end up seizing. We would end up using more torque but it wouldn't transfer to the bolt. All that would happen was the nut would fail and strip before the bolt yielded.

When we did the same exercise with the bolts lubed the bolts would require less torque before failing. I believe this is because the international compound (lube) causes the clamping force to transfer to the bolt a lot more than if it were dry. I think this is why manufacturer's want lube to be used on their engine fasteners because they can calculate the clamping force that will be transferred. So basically you should always use the lube the manufacturer calls for and be sure it's the correct one.

On another note when we did the lubed exercise we used a higher grade nut for each bolt so that we could make the bolt fail instead of the nut failing first. You can always use a better nut.

On a side note I started taking apart a Volvo marine hydraulic transmission...but there's never anything to do after class.

The Jeff bolt-clamp-o-meter X1000. It's the latest from BTC engineering. 

Volvo HS1a 

Input shaft and you can see the bearing right behind it.

Just started by getting the bearing housing off.

Sigh...Volvo.

Just got the bearing housing off for starters and you can see the tapered bearing here. Notice the fastener keeping it in place...it looks awfully familiar.

This is the diagram for the transmission...yikes.

A lot of the fasteners on here were pretty seized and hard to get off.

Valve housing took a dead-blow hammer to get off the bearing rollers. It had a fever and the only prescription was cowbell.

Phase V: Torque to failure

One thing that seemed to occur again and again was that the nut would fail before the bolt would. If you used the same grade nut as the bolt you'd end up with just a stripped nut. On the other hand if you used a higher grade nut say a grade 8 then you'd be able to torque the bolt to failure. It also seems that it causes the bolt to fail at a lower torque than if you used a lower quality nut. I believe this is because the grade 8 nut is harder than the bolt so it "bites" into the softer steel on the bolt. This seems to conclude that you are able to "get more" out of a fastener with a higher grade nut.

Man's best friend.

Some nuts just don't want to come off.

Required tools for breaking bolts and bustin some nuts.

Our class strongly believes in cleaning up after ourselves...

Torquing these bolts to failure dry ended up stripping the nuts except the grade 8 bolt/nut.

Even the grade 5 nut just ended up stripping before the bolt broke.

Stripped nut that's as smooth as butter.

Grade 8 nut with a no dash bolt caused the bolt to break at 60ftlbs.

Using a nut splitter since someone graciously left me 3 stripped nuts.
I've lovingly nicknamed it the "Ex-wife".

Phase IV: Fastener Identification

I had originally typed these on to an excel spreadsheet for easier reading but I lost those files. Excuse the hieroglyphics.

Stock twist off and Phase I, II, and III

Catepillar safety videos

Most of them were pretty bland and seemed like common sense. There were a few that stuck out though and were interesting.

The first video that caught my attention was on tires. I've heard about tire blowouts but I've never heard of tire explosions that can turn it into a flying projectile. Also the benefits of using dry nitrogen to inflate your tires caught my eye especially protecting against corrosion.

The second video I found interesting was the one on blocking and cribbing. I've only every used jacks and jack stands so it was interesting to see it done another way.

The third video I found useful was the one on operating at a slope. It makes sense to avoid going across a slope and instead only going up and down. Also I thought it was useful how you're told to have the heaviest part of the machine facing uphill and attachments as low to the ground as possible.

The last video I found particularly interesting was the load and transport video. You don't really get to see a lot of these machines transported that often. It seems that you have to be very precise and meticulous about how you tie down these work tools. I've just always wondered how they keep these machines secure every time I pass by one on the highway.

Wrench cutout.

1) Particulate contamination levels per milliliter of fluid.

2) 18/16/13

3) At least 98.7% efficiency at 10 micron.

4) Cummins neither approves nor disapproves of the use of any fuel additive not sold by Cummings Inc and 
damage isn't covered under the warranty. The do not recommend using fuel additives.

5) No and it will not warranty engine damage that is related to use of biodiesel.

6) Reduced combustion efficiency, elevated pour point and cloud point, poor detergency and increased corrosion of fuel components, and plugged fuel filters.

7) 500 PPM

8) 15PPM

9) Number 1 and number 2 diesel fuel for winter and summer grade respectively.

10) D975

Leftovers of some practice cuts with the torch.

Learning to use the scribe and soapstone.

Freehand cut. You can actually see the metal change color along where you cut.

Tooling. Torch, scribe, soapstone, square, etc.

Closeup of a nice cut.

Didn't want the guys to cut on this side until I took a picture. It was a nice cut.

Pretty even and straight. I cut it freehand without a scribe.

The perfect amount of heat so it doesn't pool on the bottom.

CAT Contamination

CAT Contamination

1) 21/19

2) True

3) Early Component Failure

4) True

5) Built in, new fluids, internally generated and cylinder wiper seals.

6) 640-1300

7) False

8) 100% An ISO code of 19 is twice as dirty as an ISO code of 18.

9) Extended Component Life

10) False. There should be two filters – one for fluid entering the tank and one at the dispensing point.

11) Particle counting

12) The 4, 6, and 14 micron channels

Back window came out easy.

Hull after windows are out.

Front window not so much.

Taking out the glass from the door of Frankentruck.

The windows were actually difficult to get out without just breaking the glass.