Lost Wax

Many machine parts are simply stamped or machined out of solid

metal but parts with complex shapes or thin walls can’t be made that
way they have to be cast using a technique called lost wax process
casting. It takes anywhere from a week to a month to manufacture a
cast metal part depending on its complexity. The first step is to inject
wax into an aluminium die which is essentially a mold whose cavity is
in the shape of the part. This creates a wax model slightly larger than
the finished part will be. They will use this wax model to make a mold
out of a ceramic material that also has to be larger than a finished
part because metal shrinks as it cools. Once the wax model is ready
they stamp on a code to tell the foundry workers what type of metal
to use to cast the part. Next using a hot iron they attach wax
components to create what’s called a metal delivery system channels
that will funnel the molten metal into the mold cavity. Next they dip
this wax assembly into a ceramic solution called slurry. They do this
by hand to prevent imperfections that would cause defects in the
casting. To strengthen the slurry they coat it in a fine zirconium sand
then let it dry. A robot then keeps repeating the process with coarser
sand until the ceramic shell surrounding the wax assembly is about
7mm thick. This takes five days. Now the ceramic covered wax
assembly is ready for what they call the D wax. Workers place it in a
hot steam chamber called an autoclave for five to ten minutes. This
melts the wax right out of the shell creating a ceramic mold whose
cavity is in the shape of the part. Once the mold has dried out
workers can begin to cast the part. First they put the cold mold into
an over and heat it up for two to three hours. This prevents the mold
from cracking from the shock of coming into contact with molten
metal that’s a piping 1200 degree Celsius. They pour the metal into
the molds cavity then let it cool and harden at room temperature,
that takes two hours for aluminum, four to five hours for steel. Once
the metal has cooled and solidified they break off the ceramic mold
using a vibrating hammer. This takes about five minutes. They saw
off the metal delivery system, then grind the surface smooth. The
final step is to make sure the part came out to the exact dimensions
specified in the technical drawing. This is called sizing. Steel parts
have to be heated up in an oven for sizing, aluminum parts are sized
cold. Technicians use a series of tools and presses to measure the
part, if it doesn’t meet specifications, it’s either reworked or simply
discarded. They use sophisticated equipment such as the optical
comparator to check angles and radiuses and coordinate measuring
machine to verify dimensions. Lost wax process casting is used to
make metal parts for all types of machines and equipment. Everything
from military weapons to snowmobiles.

Car radiators

When a gasoline and a car engine burns, upto 70% of the energy
generated converts into heat. A lot of this heat goes out the exhaust
system but much of it stays heating up the engine. The cars cooling
system prevents overheating. The systems key component is the
radiator. A water and antifreeze mix absorbs the heat generated by
the engine. The fluid then flows through the radiators tubes to cool
down. The tubes are made from paper thin brass. Rollers bend the
four centimeter wide strip into the shape of flat tube. The tubing
then runs through a vat bubbling hot molten lead. As the tubing exits
the vat it runs through cold water than hardens the lead coating. A
cutter then chops the tubing into pieces. Length of which varies
according to the model of radiator. These are about 76cms long.
Meanwhile another machine shapes a narrow strip of copper just one
and a half millimeters thick into what are called cooling fins. The
machine folds the copper strip fan-like then perforates it creating
mini air vents. When the hot fluid runs through the tubes these fins
will transfer the heat to the air flowing through the radiator. The
cooled fluid can then go back for another round of absorbing engine
heat. The cooling fins come out of the machines cut to size. Then
workers manually stack the tunes and fins one on top of the other.
They straighten them out, then apply a brass tag indicating the model
number and date of production. Then they compress and strap the
components together. Elsewhere a computer guided machine
punches out a pattern on brass sheets. These will become what are
called headers. There is one on each side of a radiator. The punching
tool then changes to a knife which now cuts along the perforation
lines. Using a press they bend each header then punch slots for the
radiators tubes. Now using a mallet they hammer the headers onto
the ends of the tubes. The banging inadvertently closes a few tubes
so they use a special roller to reopen them. After cleaning the surface
it’s into an over at 315 degree celcius. In just two minutes the lead
melts using the tubes and cooling fins. After straightening out any
crooked tubes workers dip the headers in a tank of hot liquid lead for
30 second. This sauters them to the sides of the radiator. They apply
a few drops of lead on the corners for reinforcement. The headers
and tube openings are now encased in lead. Workers now feed a
sheet of brass into a press to form the tanks that go on to the
headers. One contains a brass tube. Hot transmission oil enters one
end of it exits the other cooling along the way. Once workers finish
welding the tanks to the headers they solder on what’s called the filler
neck a spout for pouring antifreeze into the tank. On the opposite
tank they weld on a water intake pipe. This will be the entry point for
the fluid heated by the engine. Finally they coat the finish radiator in
an asphalt based black paint. The asphalt content makes the paint
heat-resistant and protects the radiators cooling fins.