I apologize for not sending an update after casting attempt #10. Casting #10 was awful, and several changes have and are being made. Details are discussed below.
Since this is a development project, Lodi Iron Works and I have an agreement that production comes first (Production pays the bills), and this project is a fill in job. When the ball is in my court to make a change, I do my best to make pattern and core box changes in a timely manner in order to pass the ball back to Lodi Iron Works.
March 2012
Cylinder Block
10 castings have been poured to date.
Casting #1 had the best external appearance with no porosity. It filled through the parting line because the gating scheme (A) was not connected to the casting.
The porosity problem started with casting #2 when gating scheme (A) was connected. At that time, the porosity problem was ignored due to more important core shift and wall thickness problems that have since been solved.
Lodi Iron Works believes that the porosity problem (Castings 2, 3, 4, 5, 6, 7, 8, and 10) are due to an outgassing-venting problem. When hot iron contacts core binders and the glue used to hold the cores together, the organics are vaporized and there can be a problem getting the gas out of the mold.
For the last few castings, a new gating scheme (B) has been tried. This new gating scheme has been implemented by filling the original gating scheme (A) that is part of the patterns with pep-set sand, and then cutting gating scheme (B) into the mold by hand. Gating scheme (B) is based on flow lines evident in the original Model A cylinder block that is in Lodi Iron Works conference room.
Casting #9 looked great regarding porosity, however the thick parting line (did it fill through the parting line like casting #1?), and the unexplainable core shift problem (Failure to follow the procedure when making and assembling cores?) made casting #9 unacceptable.
Casting #10 had more porosity than any previous casting. During the meeting at Lodi Iron Works to discuss the results of casting #10, several errors made during core making and assembly were discussed and other changes are being made as described below.
After casting #10, Lodi Iron Works has made and proposed additional changes that hopefully will have a positive impact on this project.
1) Lodi Iron Works has a new Manufacturing Manager (Mike Frank).
2) This project will get higher priority regarding production coming first.
3) Multiple castings with variables will be made at the same time so that the variables can be compared. Variables will be documented by Lodi Iron Works.
4) Lodi Iron Works will become accountable to insure that every core and core assembly is identical. The system currently in use is unacceptable.
I am the pattern maker on this project (another story) and have just finished removing the original gating (A) and adding the new gating scheme (B) to the cope and drag patterns. This change will eliminate the labor of filling the original gating scheme and cutting the new scheme by hand. The new gating scheme has 4 gates that enter the drivers’ (LHD) side pan rail which is at the lowest point of the mold.
Casting #10 rekindled my earlier thinking that the problem may be a mold filling issue instead of an outgassing-venting problem. Both gating schemes A and B gate into one side of the casting and the hot iron fills the mold cavity by flowing across the cores and up. My rekindled thinking is that the hot iron freezes before filling the mold completely because it looses too much heat flowing across the mold cavity through thin walls that have a lot of cold core surface area.
After further review of casting #10, and thinking about how good castings 1 and 9 appeared, I added an additional gating scheme (C) to the cope and drag patterns. Gating scheme C has a thick runner with gates on 3 sides of the casting that will introduce hot iron through 7 gates (3 gates are at the parting line). With gating scheme C, the mold cavity will fill from the bottom up and the hot iron will not have to flow across and loose heat to all of the cores. Gating scheme C gates into thick sections with blind risers just outboard of the gates to collect crap and provide mass to keep the gate open while the casting freezes.
In order to help Mike Frank (New manufacturing manager at Lodi Iron Works) get up to speed on this project, we had a working lunch where everything and anything was discussed. Prior to lunch, I made a detailed list of “memory joggers” to be discussed and a list of items for Mike to be familiar with. Along with iron foundry experience, Mike is also a gear-head having raced Pinto and Chevy II engines, so he is well aware of what is critical in the new engine casting. He was familiar with all items on the list, and I was very happy to see that Mike and I talk the same language, see the same problems, and see the need for accountability and consistency.
After lunch, casting #10 and gating schemes B and C on the cope and drag patterns were reviewed. Mike offered a few suggestions for improvement and the improvements will be incorporated by me during the first week of April.
I am hoping that the next 2 casting attempts (Gating schemes B and C) will occur around the 2nd week of April.
Connecting Rod, Main Caps, and Crankshaft
There is nothing new.
The material used to cast these parts was Meehanite SP80 (80-55-06). This material is close to the material used for these parts in modern engines. This material is also used for suspension parts in new cars.
Good castings of these parts for the new Model A engine have been made on the automated line and are awaiting a good cylinder block casting so all can go together to machine shops for bids on machining.
Next Update
The next update will be in about 2 months or sooner if Lodi Iron Works pours a good casting.
Since this is a development project, Lodi Iron Works and I have an agreement that production comes first (Production pays the bills), and this project is a fill in job. When the ball is in my court to make a change, I do my best to make pattern and core box changes in a timely manner in order to pass the ball back to Lodi Iron Works.
March 2012
Cylinder Block
10 castings have been poured to date.
Casting #1 had the best external appearance with no porosity. It filled through the parting line because the gating scheme (A) was not connected to the casting.
The porosity problem started with casting #2 when gating scheme (A) was connected. At that time, the porosity problem was ignored due to more important core shift and wall thickness problems that have since been solved.
Lodi Iron Works believes that the porosity problem (Castings 2, 3, 4, 5, 6, 7, 8, and 10) are due to an outgassing-venting problem. When hot iron contacts core binders and the glue used to hold the cores together, the organics are vaporized and there can be a problem getting the gas out of the mold.
For the last few castings, a new gating scheme (B) has been tried. This new gating scheme has been implemented by filling the original gating scheme (A) that is part of the patterns with pep-set sand, and then cutting gating scheme (B) into the mold by hand. Gating scheme (B) is based on flow lines evident in the original Model A cylinder block that is in Lodi Iron Works conference room.
Casting #9 looked great regarding porosity, however the thick parting line (did it fill through the parting line like casting #1?), and the unexplainable core shift problem (Failure to follow the procedure when making and assembling cores?) made casting #9 unacceptable.
Casting #10 had more porosity than any previous casting. During the meeting at Lodi Iron Works to discuss the results of casting #10, several errors made during core making and assembly were discussed and other changes are being made as described below.
After casting #10, Lodi Iron Works has made and proposed additional changes that hopefully will have a positive impact on this project.
1) Lodi Iron Works has a new Manufacturing Manager (Mike Frank).
2) This project will get higher priority regarding production coming first.
3) Multiple castings with variables will be made at the same time so that the variables can be compared. Variables will be documented by Lodi Iron Works.
4) Lodi Iron Works will become accountable to insure that every core and core assembly is identical. The system currently in use is unacceptable.
I am the pattern maker on this project (another story) and have just finished removing the original gating (A) and adding the new gating scheme (B) to the cope and drag patterns. This change will eliminate the labor of filling the original gating scheme and cutting the new scheme by hand. The new gating scheme has 4 gates that enter the drivers’ (LHD) side pan rail which is at the lowest point of the mold.
Casting #10 rekindled my earlier thinking that the problem may be a mold filling issue instead of an outgassing-venting problem. Both gating schemes A and B gate into one side of the casting and the hot iron fills the mold cavity by flowing across the cores and up. My rekindled thinking is that the hot iron freezes before filling the mold completely because it looses too much heat flowing across the mold cavity through thin walls that have a lot of cold core surface area.
After further review of casting #10, and thinking about how good castings 1 and 9 appeared, I added an additional gating scheme (C) to the cope and drag patterns. Gating scheme C has a thick runner with gates on 3 sides of the casting that will introduce hot iron through 7 gates (3 gates are at the parting line). With gating scheme C, the mold cavity will fill from the bottom up and the hot iron will not have to flow across and loose heat to all of the cores. Gating scheme C gates into thick sections with blind risers just outboard of the gates to collect crap and provide mass to keep the gate open while the casting freezes.
In order to help Mike Frank (New manufacturing manager at Lodi Iron Works) get up to speed on this project, we had a working lunch where everything and anything was discussed. Prior to lunch, I made a detailed list of “memory joggers” to be discussed and a list of items for Mike to be familiar with. Along with iron foundry experience, Mike is also a gear-head having raced Pinto and Chevy II engines, so he is well aware of what is critical in the new engine casting. He was familiar with all items on the list, and I was very happy to see that Mike and I talk the same language, see the same problems, and see the need for accountability and consistency.
After lunch, casting #10 and gating schemes B and C on the cope and drag patterns were reviewed. Mike offered a few suggestions for improvement and the improvements will be incorporated by me during the first week of April.
I am hoping that the next 2 casting attempts (Gating schemes B and C) will occur around the 2nd week of April.
Connecting Rod, Main Caps, and Crankshaft
There is nothing new.
The material used to cast these parts was Meehanite SP80 (80-55-06). This material is close to the material used for these parts in modern engines. This material is also used for suspension parts in new cars.
Good castings of these parts for the new Model A engine have been made on the automated line and are awaiting a good cylinder block casting so all can go together to machine shops for bids on machining.
Next Update
The next update will be in about 2 months or sooner if Lodi Iron Works pours a good casting.