Please forgive my ignorance. I have not worked with this material before. Can you please point me to a specification for corrosion resistance ratings in salt water? The only ratings that I was able to find were for acids & caustics.
Yes.
https://en.wikipedia.org/wiki/Alloy_20
I didn't see any salt ratings there. I did see a chloride ion reference.
On mine, 316SS which is really ok, because even though they can be "Oxygen starved", their exposure to high salinity is small.
More info was there, but I still did not find a reference to testing in salt water.
The official name for it is
Be careful with strength numbers the yield strength is where the material starts to fail so use that. Ultimate strength is dependent on factors like ductility and in some cases the material might be half the original diameter when it finally breaks in two. Other materials will snap just barely above the yield strength you might think of these as brittle. On my engines I used jam nuts and lock nuts for secure retention. With a bolt in a tapped hole I suggest using safety wire. Get bolts with holes drilled in the corners of the flats and then safety wire them after installation. You can get safety wire instructions on YouTube no doubt.Okay, WOW. Yes, the strength difference is night and day. The fasteners I need are metric M10 x 1.5, 50mm long. In stainless steel, they show a tensile strength of 70,000 psi. In alloy steel, they have 170,000.
So, anti-sieze, huh? And here I was thinking threadlock, the exact opposite concept! I guess the idea is to just rely on the lock washers to do their job?
Mine too!
You would only see shear stress if the bolt were to loosen up. If the bolt is tight, the clamping force prevents shear action. Switching from forward to reverse results in no additional external stress to the mounts. All of the inertia is absorbed by the rotating mass, which is unrelated to the stationary mass. The only force against the stationary mass is the force created by the expansion of the exhaust air against the piston when it fires. The air in the cylinder is the only coupling between the rotating mass and the stationary mass. (Ok, there is a very tiny amount that is transmitted through the timing chain to the valve train, but that is very small. )
